IMPROVING ATM NETWORK PERFORMANCE

AUTUMN/WINTER 2015 magazine

AIR TRAFFIC FLOW MANAGEMENT GOES GLOBAL

RECAT: A QUICK WAY TO ADD CAPACITY AT CONGESTED

INSTITUTIONAL CHANGES TO EUROPEAN ATM SERVICE PROVISION

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SKYWAY 3 Contents Editorial Insight 5 Looking back, moving forward 34 “We need to change the way that we look at ATM” Frank Brenner, Director General, EUROCONTROL Frank Brenner 36 “The big challenge is to work together” Waypoints Haydar Yalçin 10 ICAO and EUROCONTROL formalise new language 38 “Interoperability is an absolute necessity for proficiency testing cooperation aviation” João Aguiar Machado Centralised service programme delivers feasibility studies 40 “Better connectivity and profitability” Henrik Hololei 11 Radio frequency spectrum – a strategic asset for aviation Viewpoint MUAC hits its 2014 performance targets 44 Global air traffic flow management – ICAO’s 12 The journey from the Central perspective Flow Management Unit to the Nicolas Hinchliffe, Air Traffic Management/Air Network Manager Navigation Bureau at the International Civil Aviation Organization Focus 48 EASA’s role in wake turbulence separation standards Emmanuel Isambert, Strategy & Safety Management Directorate; Alain Leroy, Head of Department, Certification Directorate; Andrea Boiardi, Chief Expert, Certification Directorate, European Aviation Safety Agency 50 pioneers full free route airspace operations Kornél Szepessy, Chief Executive Officer and József Bakos, Head of Air Traffic Services, HungaroControl 14 Experience, partnerships: the basis of the Network Manager’s achievements 52 “A step change in ATM performance will come through greater integration” 18 Revealing the secrets of the black hole Marc Hamy, Vice-President Air Transport and Public 21 A quick way to add capacity at congested airports Affairs at Airbus SAS 24 RECAT to improve life for aircraft operators, the 57 RECAT will be a major capacity enhancer at travelling public and airports CDG airport 25 LARA support gathers momentum Philippe Barnola, Head of Paris Charles de Gaulle and le Bourget Air Traffic Service at the Direction des Services de Navigation Aérienne (DSNA) Data RECAT-EU Categories

AN-124 A380 Asia Pacific AN-124 A380 29 Super growing fastest – Heavy

A332A332 B744B744 but other Upper regions are still Heavy MD11 B763 MD11 B763 significant Lower Heavy

A320 B738B738 A320 Upper Medium

E190E190 AT45AT45 Lower Medium

SF34SF34 LJ35LJ35

Light

www.eurocontrol.int Autumn/Winter 2015 Skyway 4 SKYWAY

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Inside front cover GroupEAD This document is published on behalf of Page 7 Indra EUROCONTROL by PMI Media Ltd in the EUROCONTROL Page 28 ATC Global interests of exchange of information. 96, rue de la Fusee, 1130 Brussels, Page 33 World ATM Congress Imagery: EUROCONTROL, European Belgium Page 37 Aireon Commission, Shutterstock www.eurocontrol.int Page 42 Thales

Page 54 ENAIRE European Organisation for the Safety of Air Navigation (EUROCONTROL) September 2015. All rights reserved. The entire contents of this publication are protected by copyright. No part of this publication may be reproduced, stored in a Inside back cover Rockwell Collins retrieval system, or transmitted in any form or by any means electronic, mechanical, photocopying, recording or otherwise, without the prior permission of EUROCONTROL. The reproduction of advertisements in this publication Outside back cover Frequentis 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. www.eurocontrol.int Autumn/Winter 2015 Skyway EDITORIAL 5 Looking back, moving forward

his year we are celebrating reinforcing its reputation for impartiality, both as regards 20 years of central flow air navigation service providers (ANSPs) and also civil and Tmanagement in Europe, 20 military airspace users. This has been achieved through years of reducing delays, adopting an open and transparent approach to our role, improving safety and cutting costs with airline liaison staff in our operations room and by matching demand and attending operational meetings. Similarly, we are capacity – not country by country recognised for our work on developing civil-military and but across the entire continent. In military-military cooperation across Europe. order to overcome capacity All this comes at a cost – but one that is not as great constraints in the 1980s the as many imagine. Only some €250 million out of €9 Ministers of Transport decided to billion of air traffic management (ATM) costs fund the set up a supranational structure in Network Manager (2%). EUROCONTROl has reduced Europe, going beyond national costs by more than required for the first reporting period tasks and regional flow units. This of the (SES) Performance Scheme was when EUROCONTROl’s and we are continuing to drive them down, always Central Flow Management Unit bearing in mind the range of tasks performed by the (CFMU) was born. The success of Network Manager and the need to be able to respond Frank Brenner, the CFMU was not immediately immediately to disruptions and crises. Moreover, the Director General, visible as several concerns, about savings to airlines that are generated by the work of the EUROCONTROL whether national responsibilities Network Manager are very significant. delays in 2014 could be accommodated were remarkably low and route extensions (how much adequately in a central structure, extra an aircraft flies as compared with a theoretical had to be overcome. Now, there is no doubt about the minimum) are lower than ever. success of the Network Manager, built on the European That directly translates into less fuel burn and less Union (EU) designation of EUROCONTROl and based on cost (each minute of air traffic flow and capacity the CFMU experience; rather, it is applauded by all management (ATFCM) delay is estimated to be worth stakeholders. approximately €89). The Network Manager role, nowadays, is much, much One of our targets – one that we have set ourselves wider than just central flight planning and flow – is to do with how much the Network Manager itself management. It ranges from airspace design to crisis reduces delays. here we look only at savings that have management and from deployment of network-wide happened directly as a result of our actions, ignoring all solutions to working with individual airports to improve those instances where we have worked with ANSPs to their connectivity and thus to improve the predictability reduce delays. Our target is to reduce en-route ATFCM of the network. Many of us remember the dramatic delays by 10% and I am proud to say that we met this increase in capacity brought about by the introduction of target again in 2014, reducing en-route delays from 42 reduced vertical separation minima (RvSM). Today we are seconds to 36 seconds, saving over 900,000 minutes for seeing the progressive introduction of Free Route Airspace the airlines and their passengers – a lot of time which (FRA), organised not just within individual states but also, translates into a great deal of money. we are struggling, crucially, across national boundaries. however, with the EU environmental target that intends Over the years, EUROCONTROl has built up a vast to decarbonise through the usage of efficient routes. Our reservoir of experience and expertise, as well as goal, to come as close as possible to the shortest distance

www.eurocontrol.int Autumn/winter 2015 Skyway 6 EDITORIAL

“Over the years, (the great circle route), is out-manoeuvred by the fact services. The Network EUROCONTROL has built up a that airspace users can choose longer routes which Manager will make sure vast reservoir of experience might be less environmentally friendly but which are less that these services costly, as they avoid areas with high route charges. support the ANSPs in their and expertise, as well as The Network Manager role has only been in work to achieve EU reinforcing its reputation for existence for four years and it is evolving constantly. Crisis performance targets, and management is one good example of this, with also support the ANSPs, impartiality, both as regards widespread recognition of the need for effective pan- airports and airspace users air navigation service providers European responses to crises, at both the operational and operationally around the and also civil and military political levels. A more proactive role is being taken, clock. This is particularly reaching out to airports and developing better relevant as ATM is moving airspace users.” connections (B2B and B2C) with a range of players in towards an operational aviation. concept that is more focused on the network and on There is of course more to do; we need to continue sharing real-time information. It will be vital to have a bearing down on cost and further improving our strong and reliable Network Manager at the hub of responsiveness to our stakeholders, both operationally Europe. and through our governance structures, as the European EUROCONTROl has the systems, the experience and Aviation Safety Agency (EASA) is our oversight the expertise to take the Network Manager role forward organisation. into the next decade as a partner in the International One important way in which we see our role Civil Aviation Organization (ICAO) worldwide flight plan developing in the near future will come with new ATM and capacity management concept. we are technology, implemented and operated through some demonstrating the willingness to adapt and to evolve, additional centralised services. These services will be responding to the needs and priorities of our contracted out to consortia for their actual operation, stakeholders, while retaining the independence and thereby creating a market for some central ANS support impartiality required for this crucial role. www.eurocontrol.int Autumn/winter 2015 Skyway ADVERTISEMENT FEATURE 7

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develop a high-end air traffic management system for busy and complex airspace that meets the SESAR requirements and enables significant steps forward in productivity. This latest generation system, iTEC air traffic management (ATM) system, is based on aircraft trajectory prediction that allows air traffic to be managed in a safe, fluent and efficient way, offering pilots the possibility to optimise the route to their destination. Indra moves ATM business forward thanks to iTEC Cloud, a completely new concept targeted to provide the right answer to the new challenges.

iTEC Cloud, services from the cloud Based on Indra experience both in ATM systems domain and in IT technology, ‘iTEC Challenges in ATM business. Cloud’ intends to provide the answer to the coming demand of Software as a Service (SaaS) ir navigation service providers (ANSPs) for the very specific domain of air traffic have to face an environment that has management. been getting more and more complex A iTEC Cloud will be based on iTEC software, in recent years. The Single European Sky and it will include all its functional and initiative defines clear targets to each country architecture features. Using a modular design it to improve their performance on cost, delays, will allow selecting the capabilities required by the environment and safety. ANSPs have to deal each specific domain. with new challenges derived from the changes iTEC Cloud will rely on the following key in the airspace regulation and the evolution of architectural principles: iTEC Collaboration: ENAIRE, NATS, DFS and their business. LVNL, and Indra as the technological partner. These factors are putting new technologies • The software layer is completely Dated: Madrid, CANSO World ATM Congress, in the spotlight as enablers through which to independent from supporting hardware March 2015. provide flexible, scalable and robust solutions in and facilities. air traffic management. • Operational and Technical users work with The iTEC International Collaboration is a Thin Clients which may be located in long-term agreement that started in 2005 to remote facilities as all processing is develop common advanced ATM systems performed in centralised servers. and share costs and activities among the partners, using a common supplier, Indra. An iTEC solution tailored to each business Current iTEC Collaboration is led by ENAIRE, reality NATS and DFS as founding members, with The flexibility, scalability, and high LVNL as part of DFS System Group. Indra is availability features supported by iTEC Cloud the technological partner and supplier of this will allow different possibilities to provide ATM international Collaboration whose goal is to services to potential customers, based on the

www.eurocontrol.int Autumn/Winter 2015 Skyway

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independent from location/device facilitating a decrease in client device requirements. • Dynamic provisioning: services can be commissioned/decommissioned in record time thanks to the lack of provisioning and sales activities meaning impact on integration is greatly reduced. This reduced ‘time to market’ takes shape as a strategic tool for companies to react pre-emptively. • Guaranteed safety and security: strict safety and security policies currently applied in traditional ATM services are maintained. Demand based Capacity: the flexible provisioning approach allows to rescale the ATM services provided in a highly dynamic manner to fit customer needs under their evolving business scenario. This fits perfectly with air traffic environment trends such as seasonality.

iTEC Cloud Service All these factors allow ANSPs to optimise the Catalogue. operational costs and simplify the maintenance and support while ensuring full compliance Software as a Service approach: • Flexible pricing model: clients are invoiced with current regulations. • Using customer-owned infrastructure and based on their real service consumption. facilities (internal Cloud). The customer to This ‘as a service’ billing model translates A new concept targeted to provide the acquire SW and HW infrastructure able to into an important cost saving for the right answer to the new challenges: provide internally required services. clients, who are able to tailor their Opex. iTEC Cloud concept opens up new business Billing alternatives can be configured opportunities in the ATM market, e.g. Using third party facilities. Housing the iTEC • based on a wide range of consumption virtualised software in the infrastructure of To provide infrastructure solutions to ANSPs parameters, from the active number of ATC • a third party as required by the customer. willing to deploy and use an ‘internal Cloud’, positions to the present Flight Data supporting different IT services. • Using Indra’s Cloud Hosting facilities to Processors vCPU/vRAM use. provide a complete set of services To develop an ‘iTEC Cloud’ to provide iTEC Resources pooling: ATM applications are • combining the capabilities in infrastructure • software-based services to consortia, e.g. run using a multi-tenant model allowing and managed services (Indra Flex-IT Suite). applying to the services defined by different customers to share a common EUROCONTROL as Centralised Services. A combination of the above in order to infrastructure while logically secured and • To be able to provide services based on cope with: segmented. • iTEC software to ANSPs, airports, airlines, – Spikes in capacity due to seasonality • Service monitoring: use of resources can be and all other entities requiring such – Business Continuity/Disaster Recovery optimised, as the utilised services can be solutions. plans. monitored, controlled and reported. These sales models facilitate the offering of • Delocalised: the thin client architecture global business experience. This encompasses (based on X-server, Web Browser or VDI) the deployment and operation of the ATM allows data and resources to be accessible solution meaning that the customers can concentrate on their core business.

Benefits through iTEC Cloud iTEC Cloud service provisioning offers customers a highly tailored solution which delivers a series of advantages through cloud iTEC Cloud computing design: • Demand-based capacity: the flexible provisioning approach allows to rescale the ATM services provided in a highly dynamic manner to fit customer needs under their evolving business scenario. This fits perfectly with air traffic environment iTEC Cloud trends such as seasonality. context.

www.eurocontrol.int Autumn/Winter 2015 Skyway 10 WAYPOINTS

EUROCONTROL News ICAO and EUROCONTROL formalise new language proficiency testing cooperation

n 1 July 2015, in Strasbourg, and ICAO provisions therefore Oin the margins of the require flight crews, air traffic European Civil Aviation controllers and aeronautical station Conference's (ECAC's) 34th Session, operators to demonstrate a Frank Brenner, director General of measurable aviation-related EUROCONTROl, and Raymond proficiency in English,” stressed Benjamin, Secretary General of the Raymond Benjamin. “ICAO is International Civil Aviation refocusing itself today, under our Organization (ICAO), signed a new No Country left Behind initiative, collaboration agreement for a more on improving local and regional effective implementation of capacities and assistance so that language proficiency requirements ICAO SARPs (Standards and in the context of the ICAO home of Recommended Practices) are English language Proficiency effectively adopted and all States Programme (I-hElPP). may benefit from the presence of Frank Brenner (left) and Raymond Benjamin agree language proficiency testing. EUROCONTROl and ICAO will safe and reliable international as the further ICAO guidance area, ICAO and EUROCONTROl will cooperate by providing, operations.” contained in the UN aviation better support States by: implementing and operating Frank Brenner commented on agency’s Manual on the • Creating awareness for the role of EUROCONTROl’s ElPAC (English signing the agreement: “The Implementation of ICAO language language Proficiency language Proficiency for collaboration between ICAO and Proficiency Requirements (doc Requirements and supporting Aeronautical Communication) test EUROCONTROl is a large step 9835). States with their as a language proficiency test for towards improving language The most recent Session of the implementation. use by both flight crew and air Proficiency Implementation at the ICAO Assembly adopted a Offering an acceptable means of traffic controllers. EUROCONTROl’s global level. States/CAAs wishing to Resolution which encourages ICAO • compliance for meeting the ElPAC is the only test to have improve their language Proficiency to assist States with the language Proficiency achieved full ICAO recognition. This Implementation may work with I- implementation of its English Requirements (i.e. an ICAO- cooperation will improve global hElPP and benefit from the language Proficiency recognised language Proficiency aviation safety. support and tools offered.” Requirements by strengthening test). “In view of the global nature of To date, the ElPAC test is the existing partnerships with other aviation, clear aeronautical only such test to have received organisations and fostering new • Building a gateway for language communications are vitally recognition from ICAO for being in relationships. Under their newly Proficiency raters, licence holders important to safeguard flight safety conformance with its SARPs, as well formalised collaboration in this and test service providers. Centralised service programme delivers feasibility studies ollowing the development of a Concept of Operations for FCentralised Service (CS) 8 (Pan European Network Services) and 9 (data Communication Service) in 2013 and the respective workshops with stakeholders, the Agency was tasked by the Member States (directive No14/83 of the Permanent Commission dated 3 February 2014) with assessing and demonstrating the operational, technical and financial feasibility of CS2, CS3 and CS9; and the development, set-up demonstration of CS8. and demonstration of CS1,CS4, CS5, CS6, CS7, CS8; and proceeding to The feasibility studies for centralised services 8 and 9 address all the the implementation of each centralised service only after a positive points requested by the Member States, namely safety, security, decision by the Provisional Council. governance, avoidance of monopolies/intellectual property rights In accordance with the Member States’ request, the Agency (IPRs), cost and benefit analysis and impact for stakeholders, financing decided to conduct a feasibility study for CS8 prior to committing to and liability/responsibility/ownership. any contractual obligations for the development, set-up and Both studies were delivered to the Member States on 1 September 2015. www.eurocontrol.int Autumn/winter 2015 Skyway WAYPOINTS 11

Radio frequency spectrum – a strategic asset for aviation

he next world important to ensure that TRadiocommunication international radio regulation Conference (wRC) will take place reflects this need, to support both in Geneva, , on 2-27 European growth and the pan- November 2015. The aviation European Single European Sky community must be present and (SES) programme. support its spectrum requirements In protecting its own current in order to protect its future. and planned services, aviation Air traffic controllers use should never underestimate the economic sectors (including the in aviation spectrum matters. This communication, navigation and increasing demand for the maritime sector, the scientific role is managed by the surveillance systems which rely on spectrum from other users, or the community, telecommunications, Aeronautical Spectrum Frequency radio frequencies. Radar, the Global need to play an active role in space, etc). Coordination Group (ASFCG) and Positioning System (GPS) and very- future spectrum allocation. The aviation spectrum is covers both civil and military high-frequency radio (vhF radio) The allocation of the entire allocated at periodic world aviation needs. As a result, all use radio frequencies, also radio frequency spectrum, Radiocommunication EUROCONTROl is an observer known as “the spectrum”. including the portion allocated to Conferences. This process ensures member of the ITU and attends Globally harmonised spectrum aviation, is decided at State level that aviation operations are wRC meetings, although only allocation is essential to provide a and managed on their behalf by harmonised and standardised States may vote. EUROCONTROl safe and efficient global transport the International internationally, thus guaranteeing experts in aviation spectrum and system. hence the spectrum used Telecommunications Union (ITU). safe and regular flights throughout frequency management, Raffi by aviation must be free from The ITU is a United Nations the world. The results of the wRCs khatcherian and Sven Fraenkel, are harmful interference to guarantee specialised agency for information have treaty status for the signatory playing an active role in the wRC- the integrity of its systems. and communication technologies. States; this makes the wRC an 15 preparation process and will be The development of Its objective is to create radio essential event for aviation present at the wRC15 to defend, aeronautical systems is also highly regulations on the use of spectrum professionals. once again, the needs of and dependent on the availability of frequencies for the whole world Many States count on protection criteria for the the radio spectrum. It is therefore and for all types of operations or EUROCONTROl to represent them aeronautical spectrum. MUAC hits its 2014 performance targets

he latest annual report of the Upper Area Control Punctuality remained excellent with 98.9% of flights unimpeded; the TCentre (MUAC) provides an analysis of its performance average delay per flight was 0.17 minutes. Several airspace design throughout 2014. initiatives, technical upgrades and partnerships enabled increases in during 2014 MUAC delivered outstanding results, matching demand capacity. with output in what was an extremely challenging year. The year was data analysis for 2014 reveals that direct route usage amounted to marked by an overall positive safety performance, stronger-than- 61% and that the total number of nautical miles (NM) saved by operators expected air traffic growth and major fluctuations in traffic patterns. amounted to 850,800, generating savings in the order of 5,105 tonnes of

The overall safety performance was positive: two Category B fuel and 17,016 tonnes of CO2 compared to the previous fixed-route incidents with a MUAC contribution were recorded while the network. At the tactical level, the allocation of direct routes resulted in a effectiveness of the safety management system was maintained. total flight distance reduction of 6,758,963 NM (or 4.5 NM on average per

The business cycle was marked by stronger-than-expected air traffic flight), saving more than 40,550 tonnes of fuel and reducing CO2 growth and major fluctuations in traffic patterns, in particular in the emissions by 135,179 tonnes. western part of the airspace. Adverse weather, industrial action in The results achieved for safety, capacity, cost-effectiveness and neighbouring airspace and major military activity required the horizontal flight efficiency were encouraging, making it possible for application of air traffic flow management protective measures which MUAC to meet the set targets. impacted service delivery. Air traffic volume increased by 2.4% This report highlights the many successful initiatives employed by compared to 2013 with MUAC again handling in excess of 1.6 million MUAC that have contributed to its strategy and performance. MUAC will flights, supporting another year of sustained growth. with 1.96 continue to strive to maintain its market-leading position in the core composite flight-hours per air traffic controller-hour, very high levels of European area and will look forward to contributing further to the air traffic controller productivity were maintained throughout the year. efficiency of the network.

www.eurocontrol.int Autumn/winter 2015 Skyway 12 WAYPOINTS

The journey from the Central Flow Management Unit to the Network Manager – by Joe Sultana, Director Network Manager, EUROCONTROL

sectors and balancing demand we decided to focus on the you base your planning on flight and capacity. with an equitable, second approach and launched plans that are then not followed. fair service model and robust the dMEAN programme. dMEAN Flow management could not systems, it was instrumental in stands for dynamic Management just be an en-route airspace tool bringing delays down to more of the European Airspace Network. within a separate ATM domain. So manageable levels. we decided to try to find ways of in 2008, air traffic flow But that was not enough. The managing all the elements in the management (ATFM), airspace n March 2016, we celebrate 20 CFMU dealt with capacity network, not just focusing on design, capacity planning and Iyears of centralised flow imbalances through restrictions – regulating traffic flows. airport operations became management. It was in March that is, by imposing delays. The European airspace network organisationally linked for closer 1996 that the last of the five Although it is better to keep is constrained neither in place nor coordination between these former regional Flow Management aircraft on the ground rather than time; there will always be areas activities. Units was incorporated into the in a holding pattern in the air, where traffic can flow freely. It can In parallel to all this, a political Central Flow Management Unit, delays are costly and make for benefit airlines to move traffic to process was ongoing and the idea CFMU. inefficiency overall. an area which is not congested of a dynamic network manager These five units – in France, we needed to find a way and so circumvent bottlenecks. became a keystone in the , , Switzerland and the around this issue. we had to we set up a series of linked ’s Single – had been actively increase available capacity projects in the framework of the European Sky (SES) initiative. created in the early 1980s to cope andproperly then used. ensure There that are it was two ways dMEAN programme which A logical next step was to with increasing airspace of doing this: targeted different improvement extend the scope of the dMEAN congestion. But it soon became areas. we worked with civil and programme by linking it to the apparent that flow management • through structural changes – military air traffic service partners Central Flow Management Unit. It could not be done efficiently on new systems, new route to implement the truly flexible use was also the key reason for this piecemeal basis and a decision designs, more runways of airspace and to ensure that no merging two directorates in the was taken by EUROCONTROl’s airspace was blocked Agency – CFMU and part of using available capacity more Member States to create the CFMU • unnecessarily if it was not needed. Cooperative Network design efficiently. to deal with flow management all we began working on (CNd) – to make up the Network over Europe. The first method is effective predictability and flight plan Management directorate. The CFMU was pivotal in but it takes a long time and a lot of adherence. As you can imagine, it In doing this, we brought preventing overloads in ATC resources. So, some 10 years ago, does not help your operations if together a variety of specialist skills. we united people who did airspace design, people who had The role of the Network Manager skills in capacity planning, people who worked with airports and Today, we connect: We have: people in safety management. By 42 States over 3,500 end users putting them together with the Central Flow Management Unit, 69 Air Traffic Control Centres peaks of 34,000 flights/day which had all the information 84 Flow Management Positions over 10 million flights a year. needed on flight plans, routes and 520 Airports how they are used, the capacity gaps and potential delays, we 1,940 Aircraft Operators. created a directorate which could manage the entire process of flow One flight plan is processed every three seconds. and capacity management. It We treat nearly 80,000 flight plan electronic messages every day. formed a ready-made organisation, able to take on the We feel the pulse of Europe’s network operations Network Management functions. Then, in 2010, the volcanic ash crisis happened and it became

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The eruption on 10 April 2010 of Iceland’s Eyjaallajökull volcano produced an ash cloud over Europe which shut much of the continent’s airspace; managing the crisis successfully was a major driver to EUROCONTROL’s appointment as Network Manager.

clear to the aviation community that we at EUROCONTROl were the only ones who had the information, the systems, the communication channels and the © Árni Friðriksson organisation to manage crises on that kind of scale. good operational coordination basis of constantly-updated and performed well to date and we Our designation as the links with other service providers complete data. relish the prospect of being able European ATM Network Manager even further afield: the United Every single thing we do is to do so in the future, for the came in July 2011, a role we had States’ Federal Aviation aimed at keeping the network benefit of all air passengers in been preparing for, for over 15 Administration (FAA) and Russia, running as best it can. we have Europe. years at that stage. for instance. Our results to date as Europe’s Being able to operate in larger Network Manager are good. we areas of airspace makes the whole What the Network Manager are meeting our performance system more efficient because targets, often by a comfortable the network of routes can be does in air traffic flow and margin. we have positive reports designed for optimal efficiency capacity management from our oversights and audits. and flow measures can be applied Our operationally-focused evenly, so restoring balance. Plans, designs, coordinates and optimises the airspace. activities are considered essential EUROCONTROl has invested in the orderly and efficient massively in its Network Manager Matches the right amount of demand with the available functioning of the European Air role. Our systems are constantly capacity, working in partnership with aircraft operators Traffic Services system. refreshed and extended; our and local ATFM units. It must be emphasised that we services improved and aligned are not the only ones responsible with their users’ needs. Looks for alternative routes when there is congestion. for the smooth running of the we work closely with the SES system. we work in permanent ATM Research (SESAR) Informs all players about ATFM measures and their collaboration and close deployment Manager to ensure potential impact, sharing aeronautical data. partnership with the air navigation that our planning and Monitors and oversees network operations, ready to service providers (ANSPs), airports, programmes dovetail with theirs. aircraft operators and the military. we question each one of our mitigate in cases of major disruptions or crisis. with EUROCONTROl as the activities, striving to make them Manages scarce resources like transponder codes. Network Manager, the wide range better, more useful, more of skills that the Agency has at its valuable. At the same time, we Offers aircraft operators more efficient flight routeing disposal can be put to best effect. have reorganised our operational possibilities. This fact was recognised by our services to ensure that they are governing bodies, which insisted lean and fit for purpose. Develops network technical enablers: that the network management Our passion for efficiency dynamic Demand Capacity Balancing, using short-term function be applied to all our 41 feeds into our ambition to • ATCFM measures such as flight level capping and minor Member States, not just the 28 manage a network that runs re-routeings; that belong to the European smoothly. we constantly work to Union. diminish disruption, whether it is • airport collaborative decision-making; It goes further still. we recently caused by severe weather, arrival and departure management; signed agreements with industrial action or ATC system • free route airspace. and , enabling them to be upgrades. we plan for the • much more closely involved in all unexpected. we keep everyone Shares trajectory planning and prediction with all ANSPs. our activities. we also collaborate informed about current issues with Egypt on airspace and and make sure that all involved Makes archived information available for better planning. network capacity issues. we have take the decisions needed on the

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or Europe’s airspace managers the next few years will have more Fthan their fair share of challenges. European traffic is forecast to return to growth patterns not experienced since before the economic downturn, with 10 million annual movements likely in 2016 Experience, for the first time since 2008. EUROCONTROl’s latest STATFOR short- term forecast predicts 11.4 million flight movements by 2021, a rise of 19% above 2014 levels. partnerships: The region also enters the second period of performance targets (RP2), set by the Performance Review Board on behalf of the European Commission (EC) the basis of for the years 2015-2019. These include average flight delays of less than half a minute per flight (in 2014, flight delays were 0.6 minutes per flight), improvements in flight efficiency the Network (reduced environmental impact), more than 3% improvement in cost-efficiency, and universal implementation of safety management systems. Meeting these targets will require Manager’s every iota of experience that the Network Manager (NM) has gathered over the last 20 years and optimise the partnerships that have been established with airports, air navigation service achievements providers (ANSPs), civil and military airspace users. Over the past two decades the With 20 years’ operational experience, EUROCONTROl Central Flow Management Unit has evolved from a EUROCONTROL’s Network Manager patchwork of regional units rationing capacity in a static way, to today’s prepares for a return to traffic growth and Network Manager – a tightly organised communications hub covering 42 to become an integrated partner within States optimising the network’s performance and appointed by the an increasingly global air traffic flow European Commission for the (EU) area. The Network Manager management network. has grown from balancing demand and capacity to overseeing the introduction of more efficient flight paths, managing planned and unplanned events – such as the Eyjaallajökull ash cloud in 2010 – and supporting compliance with Europe-wide performance targets in safety, capacity, environment and cost-efficiency. “Flow management is balancing demand with capacity, which is fine, but unless you are doing something about increasing capacity you are going to get caught out sooner or later,” said director Network Manager, Joe Sultana. EUROCONTROl has for many years © Shutterstock - Luis Santos

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13 10% % annual growth (bars) Feb. 2008 12 Feb. 2011 8% forecast En-route delay 11 6% (minutes/flight) 0.8 10 4% IFR flights (million) flights IFR 0.70 9 2% 0.60 0.6 8 0% 0.50 STATFOR (Feb. 2015) 0.63 0.61 7 -2% 0.4 0.53 6 -4%

5 -6% 0.2 2012 2013 2014

1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 En-route delay Target Source: EUROCONTROL/STATFOR (ESRA08)

recognised the importance of looking at part of Single Sky legislation. decision-making. If you don’t comply increasing capacity as well as making “I think the rationale soon became with flow management, the measures dynamic use of the capacity that exists. obvious,” said Joe Sultana. “Certainly the will lose their effectiveness and capacity One of the first results of this work was airspace users, who fly across the will be reduced. ” For example, a seen in the Balkan war during the 1990s, network, recognise you need a central regulated departure delay is negated if which led to airspace closures lasting operation to coordinate the response the pilot then flies faster to catch up lost several months but had marginal across the different paths. The Network time. This erodes confidence in the impact on air traffic delays. “Discussions Manager has the overview of what is system, and too many flights into a centered on how to combine the flow happening every minute and sees sector or airport prompts controllers to management operation with a more where the problems are, or where they reduce the standard capacity as a strategic way of thinking around will be, and makes sure there is a precautionary measure. “We have lots of building capacity, making more reasonable response to it, even if it’s examples of this,” said Brian Flynn. dynamic use of airspace and managing delaying an aircraft. If the system cannot “Europe is unique in providing international events,” said Joe Sultana. cope, they are at least pleased they have centralised flight planning services. This At this time the European the minimum delay possible.” ensures that throughout the 42 States Commission was developing that are members of the Network competency in air traffic management Profound collaboration Management area, all the controllers, with the aim of creating a Single Brian Flynn, EUROCONTROL Head of pilots, aircraft operators and airports European Sky (SES). The ash crisis in Performance, Forecasting, and Relations, share the same flight plan.” When the 2010, which closed European airspace explains that flow management Central Flow Management Unit was for six entire days, helped accelerate the involves more than good created, about 50% of flight plans were Commission’s intent to establish a single communications. “Air traffic flow processed automatically. Today this organisation to handle major events, management (ATFM) is an elective figure is over 96%, leading to huge and in 2011 EUROCONTROL was process. When it works well, it is economies of scale and the ability to see designated as the Network Manager as underlined by profound collaborative the entire network picture. “We can see where there is spare capacity, where The Network Manager: 24/7 actor in coordinating and there is space for aircraft to operate, managing response to crises affecting aviation in Europe European Aviation Crisis Coordination Cell: NM, EC, European En-route delay (minutes/flight) Aviation Safety Agency, EU Presidency, Airport Operators, ANSPs, Airports, Military and 40 State Focal Points 0.80 0.09 0.60

0.61 0.40

0.20

0.00

NM delay savings 2014 Achieved en-route delay 2014

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A window on the business-to-business (B2B) technology European to exchange intelligence. “There is a network transparency of information in a secure environment that enables everybody to see what is going on, which encourages fair play and discourages gaming activity,” said Brian Flynn.

Global connections In addition to regional targets, the Network Manager has to interface with traffic flow in the rest of the world. “About 20% of flights come from outside Europe,” said Joe Sultana. This is and we get a view of network demand reducing delays by more than 10% expected to rise to 25% in the next 10 so we can determine where the peaks annually since 2012. years as higher growth rates in the are going to be,” said Brian Flynn. This is despite several unplanned Middle East, Southeast Asia and South The Network Manager also provides events which have interrupted regular America impact on global traffic. correlated position reports based on traffic patterns. The tragic event of “Around the globe there are about 12 ANSP surveillance data. “We have a MH 17 and the closure of airspace in ATFM regions where we see these picture of where every flight is, every 30 eastern and the Black Sea developments. There are different local seconds for more than 85% of the resulted in re-routeing traffic through flow management arrangements, but European area, which improves six or seven countries, while conflict in they all have a different model.” Joe predictability immensely. As Syria and Iraq caused traffic to divert Sultana is aware of a shift in external a result, the air traffic control through southern Europe, contributing focus with the regions to the east and system in (or to double digit growth in countries south of Europe becoming more elsewhere) can have a including , Hungary and influential. precise estimate of an . “The way we have handled There are several challenges, not aircraft entering their various security crises demonstrates least the unpredictable nature of flights airspace hours rather than the resilience of the network,” added arriving from outside Europe. There are a minutes before the aircraft Brian Flynn. high number of missing flight plans, enters. That data we also The Network Manager relies on a while some flight plans deviate distribute to airports and substantial set of information tools. substantially from the actual entry time, aircraft operators, where it is Particularly useful is the Network and there are lateral route deviations integrated into all the users’ Operations Portal (NOP), a web-based between the flight plan and actual route systems to provide a much portal that is an encyclopedia of flown. more accurate picture. In planned, actual and past operation data. EUROCONTROL is working with the fact, it is used in the arrival The NOP is used to identify any capacity International Civil Aviation Organization “Flow management is boards of the major airports,” shortfall within the system, and to make (ICAO) and other regions to support the balancing demand with said Brian Flynn. provisions for traffic peaks, for example concept of seamless and interoperable Flight efficiency in surrounding international sporting ATM operations via data exchange and capacity, which is fine, Europe is now better than events. The unit has extensive other arrangements. Another example but unless you are doing anywhere else in the world. conference facilities – in some instances of cooperation is with Singapore’s Air something about The difference between the supporting teleconferences with more Traffic Management Research Institute actual route flown and the than 600 people during a network crisis (ATMRI), a joint initiative between the increasing capacity you most direct route between – and increasingly uses electronic Civil Aviation Authority of Singapore and are going to get caught two points has fallen steadily out sooner or later.” since 2011, and is now about 5.5 2.5% or 20km. The route 5.0 Joe Sultana, network design efficiency 4.5 Director Network Manager has also improved annually. NM, with its operational 4.0 stakeholders, achieved the 3.5 en-route capacity target in all but one year of reporting period 1 – and that 3.0

one year saw much disruption due to 2.5 industrial action. The performance Flight plan Actual trajectory review report published annually by the 2.0 JUl JUl JUl SEP SEP SEP FEb FEb FEb JAN JAN JAN JUN JUN JUN APR APR APR DEC DEC DEC OCT OCT OCT MAy MAy MAy AUg AUg AUg NOv NOv NOv Performance Review Body also reports MAR MAR MAR the Network Manager has succeeded in 2012 2013 2014 www.eurocontrol.int Autumn/Winter 2015 Skyway FOCUS 17

2014 – Daily flights in the Nanyang Technological University, which has established a regional European simulation and modelling capability NM area based on the EUROCONTROL Network Manager’s regional airspace design capability. “We have a unique set of systems and expert operational and technical knowledge that can be used to help improve European and global ATM performance. If we find the correct institutional basis probably in partnership with European ANSPs and European industry, I think these valuable resources could be used in any part of the world,” said Brian Flynn. In North America, work is ongoing to become reality in the next five years, so by Member States in accordance with actually harmonise the data formats and air traffic management has to change to the EC Regulation 716/2014 which procedures used by the US Federal make best use of the ability to predict requires its implementation in upper Aviation Administration (FAA) and the where the traffic will be, within +∕-3 airspace by 2022. Free Routes enable Network Manager to allow seamless seconds,” said Joe Sultana. “Today, an airspace users to plan a route between sharing of information. For more than aircraft has a departure time with a slot defined entry and exit points without 10 years the FAA and EUROCONTROL window of 15 minutes. So the accuracy reference to the Air Traffic Services route have exchanged data and used daily of what we do can be out by 15 minutes network, in order to fly the optimum teleconferencing to coordinate traffic even at the start of a flight.” flight path. “This will give us flow and the concept is now part of an Joe Sultana wants to bring this down more predictability in terms of ICAO ATM Operations panel aimed at to one minute or 30 seconds to be able where the aircraft is going to fly. global ATFM. The panel aims to establish to predict constraints much more Eventually it will be available guidelines to support efficient and full accurately, maybe eliminating some of across the whole European sharing of all relevant data from the restrictions that are applied today. continent,” said Joe Sultana. In planning to tactical, aligned with the “This is also linked to arrival parallel, the Network Manager goals of the Global Air Navigation Plan management, and involves the major is developing B2B connections (GANP). airports where capacity is at a premium,” between ATC, airlines and he said. “We have to maximise the airports that will enable data Flight efficiency runway throughput, landing an aircraft sharing in a much more Meanwhile on the immediate every thirty seconds, or a minute, or seamless way. The ATM horizon, the Network Manager is every two minutes depending upon information portal is a addressing coordination within the where you are. Trying to coordinate this European Commission initiative European area. If Europe is to meet the with departures which are 15 minutes that will provide data system- “If you don’t comply second performance period targets, it out is too much.” The Network Manager wide in the right format to needs to deliver sufficient capacity calls this cooperative traffic whoever needs it. “We are with flow management, while meeting the efficiency objectives. management. looking at the technical and the measures will lose “Developments in SES ATM Research Contributing to improved operational improvements for their effectiveness and (SESAR), such as 4-dimensional predictability is the Free Route Airspace this project in the next four trajectories, will programme, currently being rolled out years,” he said. capacity will be Joe Sultana acknowledges reduced.” capacity is just one of the Network Brian Flynn, challenges facing the Network Manager adds Head of Performance, Manager over the next five value to network Forecasting and Relations, years, but he is confident the performance! EUROCONTROL organisation has the NM experience and resources to – connecting you continue to deliver results. to the network! “The Network Manager is the heart beat of the Single European Sky, ensuring that the operation works all around the SES, and beyond. It can do this in an impartial and transparent manner acting in the interest of network efficiency and meeting cost- efficiency targets.”

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Revealing the secrets of the airport black hole Introducing Airport Collaborative Decision Making to Europe’s busiest hubs has taken longer and has been more complex than originally foreseen – but the benefits of greater transparency are now being felt throughout the network and deployment is accelerating.

or most theoretical physicists management network. a new phase of spreading the trying to unlock the secrets of “First and foremost, A-CdM is programme wider and deeper – to Fthe universe, understanding the aimed at improving transparency and less busy airports and to clients nature of black holes represents, efficiency of operations at the airport outside the core traffic areas of perhaps, the ultimate scientific itself,” said david Booth, A-CdM Europe. challenge. For aviation professionals Implementation Manager at “The smaller the airport the less tasked with keeping aircraft to their EUROCONTROl. “what we are trying clear is the business case for flight schedules, the equivalent of the to do now is increase, from the implementing A-CdM,” said david black hole is a large hub airport. They Network Manager’s viewpoint, the Booth, “so we have developed new will know when the aircraft is due to visibility in that black hole, so we have initiatives – with support also from land and when it is scheduled to take information on the departing flights the European Commission – to make off again, but once it enters much earlier, starting from three funding available for airports that “For airports the benefit the area of potential hours in advance when the flight plan wish to implement A-CdM. And for is that they will start to uncertainty that represents is filed. For airports the benefit is that really small airports that want to be know exactly when an a large airport a veil of they will start to know exactly when connected to the network, but where aircraft will arrive on a mystery appears to an aircraft will arrive on a particular there’s no business case for full particular stand and descend on the entire stand and ground handlers, for A-CdM implementation, we have the ground handlers, for schedule management example, can start to plan to have the ‘Advanced ATC (Air Traffic Control) process. exact resources ready for the arrival. It Tower’ programme. These airports example, can start to Until now. Thanks to the should reduce the occasions when provide a reduced set of departure plan to have the exact growing popularity of you arrive at the gate and the captain planning information messages when resources ready for the programmes such as says ‘our stand is occupied because compared with A-CdM airports. Some arrival.” Airport Collaborative we’ve arrived too early’.” airports are implementing as decision Making (A-CdM) The A-CdM programme is Advanced ATC Tower airports as a first (see box overleaf), aircraft continuing to pick up pace in Europe. step towards full A-CdM operators, airspace planners, airports There are now 16 fully implemented implementation. we have already 14 and air traffic management (ATM) airports with A-CdM procedures in airports implemented with this, five in professionals are now seeing a much place, covering almost all the Germany, seven in the Uk and one clearer picture of the flight turnaround continent’s busiest hubs. Another each in Ukraine and France. process at even the busiest hubs. And four or five are planned for “The A-CdM and Advanced ATC with this clearer picture airspace implementation this year, with others Tower airports provide accurate planners are, at last, starting to be able to follow. The benefits are starting to estimations of take-off times based to understand and predict how flow (see box overleaf) but it is a crucial upon the locally available off-block individual airport operations will time now for the programme as times and variable taxi-time for each impact the entire European air traffic EUROCONTROl and its partners begin flight. These take-off-time estimates www.eurocontrol.int Autumn/winter 2015 Skyway FOCUS 19

© Flughafen München GmbH are used by the Network Manager to network will mean fewer delays, predictability and stability of traffic improve its 4d flight profiles which happier passengers, more profitable coming their way.” automatically results in more accurate airlines and a lower environmental Tower controllers at individual traffic count predictions, i.e. an footprint. A study into the theoretical airports have also reported reductions improved air traffic flow and capacity network benefits of the A-CdM in workload as a result of A-CdM as management (ATFCM) service by the programme conducted by the better predictability now allows them Network Manager Operations Centre EUROCONTROl Experimental Centre to plan pre-sequencing of departures (NMOC). The improved 4d flight in Bretigny in 2009, based on 2007 up to 30 or 40 minutes in advance of profiles are also shared with our data, suggested that with 42 airports the flight being ready to leave the partners; air navigation service equipped with A-CdM by 2019 there stand. providers (ANSPs) for use in their local would be a reduction in delays EUROCONTROl is now working flow management tools; aircraft throughout the European ATM on enhancing those benefits further, operators in their flight following network of 20%. But that was based working with partners to integrate applications and with the destination on theoretical consequences of future A-CdM concepts within the airports for improvement of landing improvements resulting from the EUROCONTROl suite of centralised time estimates.” implementation of the first A-CdM services (CS) and Single European Sky The improved take-off time system in Munich. “we’re re-running ATM Research (SESAR) programmes. estimates may already be available that study now, to have those benefits These initiatives will build on work when the aircraft is inbound into the more accurately defined,” said david that the Network Manager has done A-CdM airport due to the flight Booth. “we want to see exactly what to, for example, check that when a connection (inbound to outbound) at benefits are being realised at the flight plan is filed for a departing flight the airport and it is further improved present time with the number of there is also an appropriate during the turnaround process when airports we have now.” designated airport arrival slot. “what handling agents and tower are Even before the results of the we are trying to do is to reduce the including the flight in their planning. study it is clear that improving number of multiple or duplicate flight The take-off-time estimates from predictability of turn-round times and plans in the system,” said david Booth. CdM airports provide pre-departure sequencing is already The objective of CS1 is to check the more/significant benefits to the reducing controller workload, for consistency of flight plans against Network Manager and its partners tower controllers, en-route centre airport slots on a centralised basis, during adverse conditions, i.e. at times controllers and airspace managers. informing the ATM stakeholders of when International Civil Aviation “we’re waiting for the final figures to mismatches and providing post- Organization (ICAO) flight plan off- come from the Maastricht Upper Area operation analysis. block times are highly inaccurate. Control Centre (MUAC),” said david “Airport operations centres will Improving connections between Booth, “but we know that controllers also become increasingly important individual airports and the overall ATM there have noticed a much greater aspects of integrating large airports

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within the network,” said Paul can be fully integrated within the events which will impact their own Adamson, head of Airports at Network Operations Plan.” operations. The initial iteration of this EUROCONTROl. “A-CdM is very much The Network Manager is also service is now available through the the baseline for this. we want to working, in response to stakeholder Network Manager Operations Portal integrate the Airport Operations Plan requests, to develop a central data and EUROCONTROl is planning to defined by SESAR with the Network repository which will automatically develop the service so all target off- Operations Plan, building on the gather information from different block-times and target start times will A-CdM processes and culture. we airport A-CdM systems for key events be available from A-CdM equipped have a task force now that’s looking at such as target off-block-times and airports. that and trying to identify exactly target start times, so appropriate And A-CdM is also now starting what the data exchange flows should stakeholders will be able to access to spread beyond Europe, with be in the Airport Operations Plan so it non-commercially sensitive aircraft airports in the Middle East, such as dubai, considering implementation and Asia, where Singapore and hong kong are examining the benefits of Airport collaborative introducing A-CdM. These hubs are looking at both the EUROCONTROl concept and the Federal Aviation decision making: the Administration’s own CdM programme and an ICAO task force has been set up to see whether it will essentials be possible to harmonise the two concepts for global implementation. A-CDM integrates processes and systems in use by aircraft operators, airports, air navigation It will not necessarily be an easy service providers, ground-handling agencies and the Network Manager involved in airport task because A-CdM is more than just aeronautical operations. It focuses particularly on the aircraft turn-round and pre-departure a simple piece of software that allows sequencing phases, which allows the ATM Network to run more fluently. A-CDM is essentially ANSPs, airports, airport stakeholders about partnerships, working together more efficiently and transparently in sharing data. It allows and air traffic flow management better decision-making, based on more accurate and timely information, with all airport partners dynamic database operators to share having the same operational picture. There are several benefits: the same set of data. Each airport is • For the airport operator: improved use of stands/gates different with different degrees of complexity, much of which is For the ground handler: more accurate arrival times and planning. Better use of resources • proprietary information. The • For the aircraft operator: improved awareness about the status and location of the aircraft, effectiveness of the system relies in more accurate fleet predictions. Significant decrease in fuel costs large part on cultural change – in moving away from data silos – as well For the environment: less noise and lower CO2 emissions • as new technology. The good news is • For the air traffic controllers: reduced workload due to a greater predictability of traffic that, in Europe at least, the last few years have seen some of the largest For the passenger: reduced delays and probability of missed connections, better reliability • and most complex hubs successfully on flights meaning improved customer satisfaction introducing the concept, which will • For the Network Manager: more up-to-date and accurate information leading to better be the building-block to improving air network planning traffic flows in the air and on the ground throughout the continent.

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A quick way to add capacity at congested airports

With demand for air travel starting to increase again in Europe, the continent’s airports need to find new ways to manage their limited airside resources more efficiently; there’s an off- the-shelf solution just waiting to be implemented.

n December 2015 Paris Charles de Gaulle significantly increase the airport’s capacity at peak airport is scheduled to become the first hours and could become an important driver in IEuropean airport to deploy a new separation Europe’s busiest airports’ future ability to handle standard for aircraft on approach to, and more aircraft through a limited number of departing, the airport. The “Re-categorisation of runways. the International Civil Aviation Organization The procedure and the concept may be simple (ICAO) Wake Turbulence Separation Minima” (or but the research and science behind RECAT is RECAT) is a relatively simple procedure which will extensive and complex. Mathieu Marquer Mathieu ©

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Until now separation distances counter intuitively, the between aircraft on final approach evidence so far suggests that have mainly been determined by rather than adding to standards drawn up by controller workload RECAT-EU “We are talking to other ICAO over 40 years ago, will make life easier in the airports about the concept which set fixed separation tower. distances for three “It’s low cost in the sense it which will allow them to categories of aircraft – is 95% procedural and the increase departure Light, Medium and Heavy. only system change capacity in specific strong These categories can requested is to adapt the cover a large range of flight strip to allow the wind conditions so that aircraft – the Medium controller to have the new they don’t need a two- category, for example, category on strip and the minute delay after a encompasses aircraft from radar screen,” said Vincent the size of a Boeing 757 Trève, RECAT-EU Project Heavy departure.” down to a Beech 1900. Manager. “There is the aspect Vincent Trève, Since 2002 of training to consider also RECAT-EU Project Manager, EUROCONTROL has been and a small change to the flight plan has already implemented a part of EUROCONTROL working with the world’s management system. You would think RECAT-EU. The future direction of work most capable researchers that moving from four categories to six has been driven by a number of to determine the exact behaviour and would add to the workload but we different factors, including the need to strength of wake vortices generated by have found the reverse to be true. The look closely at whether and how individual aircraft on final approach. two new categories are actually separation distances between the New measuring technologies, such as applied quite rarely and the total leader and following aircraft can be the two Light Detection and Ranging number of separations doesn’t change defined pairwise (RECAT-2) and (LiDAR) sensors currently in operation, fundamentally, but the added capacity research into whether separating have given EUROCONTROL greater RECAT brings gives you much more aircraft dynamically – based on insights into how these vortices shift time to manage the overall traffic prevailing weather conditions – on the and dissipate in different wind workload. Our simulator work has basis of time, rather than distance, can conditions and what the subsequent shown that with the new categories improve both safety and capacity. effect will be on following aircraft. more runway throughput is possible Collectively this research is called The result of this research is RECAT- and the whole TMA (terminal RECAT-3. EU, which divides the ICAO Medium manoeuvring area) is less constrained.” “Time-based separation has been in and Heavy categories each into two The simulation research suggests use since March at London Heathrow,” categories and creates a Super Heavy that Paris Charles de Gaulle will see an said Vincent Trève. “With this concept category for the . In increase in peak departure capacity of the dynamic basis of separation is a October 2014, following a thorough 6% following the deployment of function of weather, such as stakeholder consultation and detailed RECAT-EU. EUROCONTROL airport headwinds, and we are talking to other review of the safety assessment, the experts suggest there are between 10 airports about the concept which will European Aviation Safety Agency and 12 congested European airports allow them to increase departure (EASA) confirmed that the RECAT-EU where the new procedure could make capacity in specific strong wind safety case provides the a real difference and half of these are conditions so that they don’t need a “EUROCONTROL is in a assurance necessary for talking to the Agency about the two-minute delay after a Heavy unique position, having deployment. possibilities of introducing the system. departure. This can be both a tactical the most comprehensive “EUROCONTROL is in a “Within the next two years there will procedure – based on the actual wind unique position, having probably be two to three airports conditions – and a more strategic wake vortex database.” the most comprehensive introducing RECAT-EU and two to three process which, together with more Robert Graham, wake vortex database in more in the following two years,” said accurate wake and weather Head of Airport Research, the world covering data Vincent Trève. monitoring, should mean in the long EUROCONTROL from , Charles de The next few years will see other term the strategic management of the Gaulle and Heathrow,” said RECAT developments as runway operations and accurate Robert Graham, Head of Airport EUROCONTROL research into this area, forecasting methodologies will Research at the Agency. which has now been taken up within become integrated within the flow There are some very unusual the Single European Sky ATM Research management system.” aspects to the RECAT programme. The (SESAR) programme, seeks to extend “We are starting to share this rich cost-benefit analysis for its introduction the benefits of applying more flexible knowledge and to develop it further at a capacity-constrained airport is separation criteria. This means working through additional data collection or extraordinarily positive. It requires a with new partners – including air via strategic partnerships such as our minimum of technology change. It is navigation service providers (ANSPs), agreement with Dubai, which will very cost-efficient. And, somewhat ACI Europe and Dubai airport, which provide a comprehensive set of Heavy www.eurocontrol.int Autumn/Winter 2015 Skyway FOCUS 23

“We’re building upon the research and Marquer Mathieu © Mathieu Marquer © development activity that’s been undertaken aircraft type data including the Airbus will see immediately, and a with RECAT-EU and we know the benefits that A380, so important to Emirates at its network benefit, which will home base in Dubai,” said Robert reinforce and compound the will come and Paris Charles de Gaulle is the Graham. “The big deal about our wake immediate benefit. We want to first example of a deployment.” data is its re-usability for different generate further capacity from Paul Adamson, Head of Airports, EUROCONTROL airports and one focus we have is the the network and having next step beyond RECAT-EU, which will capacity enhancements during provide airports such as Heathrow with the day will help the network currently apply, and EUROCONTROL additional runway throughput recover more quickly from any adverse researchers are working towards capability with its ever-increasing conditions.” developing a common US/European number of A380 movements. This work Local benefits will be in terms of RECAT-2 package to be put before is now underway in SESAR with our overall runway capacity, with potential ICAO for incorporation into the partner NATS.” increases of 6% or more. Significantly, Procedures for Air Navigation Services – “We’re building upon the research these capacity increases will be Air Traffic Management (PANS-ATM) and development (R&D) activity that’s delivered during peak periods and are Document 4444. RECAT-3 will create a been undertaken with RECAT-EU and set to increase as the traffic mix dynamic pair-wise separation scheme, we know the benefits that will come evolves towards larger aircraft. From which gives an extra level of flexibility and Paris Charles de Gaulle is the first both the local and network in applying separations by using example of a deployment,” said Paul perspectives RECAT-EU also brings the meteorological data from ground and Adamson, Head of Airports at potential of a more rapid recovery air system sensors to identify when EUROCONTROL. “We see RECAT-EU as from adverse conditions, with separations can be further refined. the first stepping stone along a series simulations indicating a potential “There is a risk that people think of improvements that can be made.” reduction in delay of more than 20%. that the ultimate solution is RECAT-2 The capacity-enhancing benefits As we move towards RECAT-2 and and they want to wait for that,” said which RECAT can bring are particularly RECAT-3 these benefits may of course Paul Adamson. “But in fact it’s a important now for European airports be enhanced even further. stepped improvement and the biggest and the entire ATM network, as traffic is “We now have a product that can improvement comes with the initial starting to grow again after many years be customised for an individual airport deployment of RECAT-EU, after which of decline and stagnation. traffic mix and is the baseline for the when further refinements emerge “From our most recent Challenges next step which will provide further from the R&D world they will be to Growth study, we need nine benefit for those airports that will relatively easy steps for people to additional runways in Europe between deploy time-based spacing in the make.” now and 2035,” said Paul Adamson. context of the SESAR deployment “We have a package that is starting “I don’t think we’re going to see them programme,” said Robert Graham. to gain international recognition, and anything that can help will be Researchers are already looking starting with Dubai, and it is welcomed. The study forecasts that by beyond RECAT-2 to RECAT-3. RECAT-2 underpinned by the in-depth quality of 2035 there will be 20 or 21 airports will define separations for each pair of the safety case and technical operating at the levels that we now see aircraft from a matrix of 115 by 115 assessment supported by EASA at Heathrow so we need to be ready for aircraft. This will cover separations for endorsement,” said Robert Graham. that and these 20 airports will need more than 95% of the most common “This recognition is building a solutions like RECAT-EU. global aircraft types. Similar research momentum of support for the “For airports, RECAT delivers two work is underway in the USA, where updating of ICAO PANS-ATM wake benefits – a local benefit, which they different categorisation standards vortex separation minima.”

www.eurocontrol.int Autumn/Winter 2015 Skyway 24 FOCUS

The view from the Dubai Air Navigation Services

© Emirates Airlines

© Dubai International Airport © Emirates Airlines RECAT to improve life for aircraft operators, the travelling public and airports

Dubai Air Navigation Services (DANS), the air navigation services North African (MENA) region currently conducting research in wake provider (ANSP) responsible for managing Dubai and Northern vortex, where wake behaviour is being studied and analysed through Emirates airspace and providing air traffic management services for 3D LiDAR (Light Detection And Ranging) sensors only present in Dubai, prestigious airlines and airports, signed an agreement with thus providing efficient and exclusive intelligence that will support the EUROCONTROL earlier this year to collaborate on RECAT activities. organisation in implementing the RECAT solution. Currently the separation levels being considered between aircraft are at the The Emirate of Dubai is expecting an influx of over 20 million visitors proximity of below 2,000 feet. In addition, the organisation is around Expo 2020 and more than 5,100 daily aircraft movements are developing a wake vortex programme that will help to identify the forecasted to operate in and out of the United Arab Emirates (UAE) by best wake mitigation procedure to avoid wake encounter and increase 2030. With the forecasted growth expected to occur, large capacity. conglomerates within the aviation sector such as Emirates Airlines and Dubai Airports have announced massive expansion plans. Once implemented, the benefits of this new procedure will be quite significant, as it will enable DANS to increase air traffic movement In order to cater to this growth, DANS is implementing various capacity thus catering for growth in the sector, simultaneously innovative and cutting-edge solutions which will enable it to enhance decreasing delays while maintaining the same level of safety in its air traffic movement capacity. From the several cutting-edge tools and operations. This will result in the added benefit of reduction in costs solutions being implemented, the organisation is preparing to test the and taxi time for airlines, airports and aircraft manufacturers. RECAT concept as one of the possible solutions to achieve its strategic goals of enhancing air traffic movement capacity. Under a collaborative agreement signed with EUROCONTROL, DANS is providing the Agency with LiDAR data to support EUROCONTROL’s The nature of wake turbulence generated in the UAE is very different analysis in the scope of RECAT and work together to prepare from the wake generated from aircraft operating in other parts of the discussions for the International Civil Aviation Organization (ICAO) world. This comes as result of environmental differences in weather change of wake vortex categorisation. and temperature. DANS is the only organisation in the Middle East and www.eurocontrol.int Autumn/Winter 2015 Skyway FOCUS 25

© UK MOD LARA support gathers momentum

The last few months have seen an acceleration in the work to deploy a much-needed integrated civil/military airspace planning tool throughout Europe.

urope’s largest aircraft operator aircraft to automatically engage an assuming new significance. is not Air France-klM or , enemy hundreds of miles away is “Our role is changing,” said Captain Ebut the combined fleets of the growing and exotic new forms of Johan De Smet, an air traffic control continent’s defence departments. defence systems, such as remotely- officer with the Belgian Air Force. “For Europe’s airspace managers have to piloted air systems (RPAS), are taking 10 years most of our job was find room for 3,365 combat aircraft, to the skies, requiring unique concerned with air traffic control and 949 large military transports, 1,390 separation procedures. a small part was dedicated to airspace smaller transports and 3,733 Airspace is a finite resource and as management. Now airspace helicopters alongside the 9.6 million airline traffic has started to increase it management plays a far more civil aircraft movements handled by is not surprising that airspace significant role.” civil air traffic controllers annually. management – rather than air traffic EUROCONTROl’s flexible use of demand for more military airspace is control which is concerned primarily airspace (FUA) concept has been a increasing. The capability of combat with the safe separation of flights – is major component in ensuring that,

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despite growing pressures, both civil exactly that. Using lARA allows should be full interoperability and military aircraft operators have military aircraft operators to reserve between all stakeholders and the the airspace they need to operate blocks of airspace for exclusive military Network Manager (NM). with increasing levels of safety and use while coordinating the opening “The main idea is to bring more efficiency. At the heart of FUA is the and closing of reserved areas with transparency, more confidence in the idea of implementing more dynamic their civil counterparts. Controllers can way airspace is used and managed in and flexible airspace structures and a see immediately when airspace will be Europe,” said François Cervo, lARA more efficient and transparent activated and when it will be Technical Manager at EUROCONTROl. decision-making process, so civil and deactivated, along with requests for ”The second objective is to improve military aircraft can share airspace as reserving airspace for military efficiency in the way airspace is used.” soon as it becomes available. This operations – or cancellations – as soon From the start, EUROCONTROl has means developing tools which will as they are generated. taken a ‘bottom-up’ approach to allow civil and military airspace lARA has been in use for several lARA’s development. “we had a planners to share a picture of available years but is now undergoing a major stepped approach, to ensure the buy- capacity and work together to developmental surge. The number of in of our stakeholders, because manage it in the most efficient way States using it is growing rapidly – up although EUROCONTROl has been possible. from six at the start of 2015 to coordinating the activity we wanted EUROCONTROl’s lARA – the local potentially 18 by early 2016 – while the States to lead the development,” and sub-Regional Airspace the system itself is evolving rapidly so said François Cervo. “The second idea Management Support System – does that by the end of this year there was to bring automation into airspace management because we had already identified the different levels of LARA users coordination which would be needed in our work with FUA.” LARA ops-deployment LARA exp-deployment EUROCONTROl’s challenge was to develop a single automated system LARA pre-deployment LARA under consideration which would do away with the paperwork and phone calls needed to coordinate civil and military airspace planning through all phases of operations, from strategic long-term planning to day-to-day tactical operations. “The idea was to find ways to automate and smooth the process, to bring together the planning, pre- tactical phase, which we call level two, with a tactical phase – the flexible use of airspace, or level three,” said François Cervo. via lARA, military airspace planners input planning data which is then disseminated throughout the system without the need for re-keying, thus reducing mistakes and increasing transparency. Each State has very different requirements when it comes to coordinating civil and military airspace. Some, for example, already have their own airspace management systems in place, so EUROCONTROl lARA specialists have developed interfaces to connect their military airspace planning system with lARA and the Network Manager. In some States coordinating these activities takes place at a regional level, while in others coordination takes place centrally. The number of organisations who need to access the planning process can also vary from State to www.eurocontrol.int Autumn/winter 2015 Skyway FOCUS 27

State so there are major technical its interface with the Network interoperability of local ASM support issues to be overcome before training Manager. If individual stakeholders system with NM system) and AOM19- and support processes are put in agree, they can pass their airspace ASP09 (deploy automated ASM place. “This also takes time because planning schedules directly to the support systems). during the stakeholders need to understand the Network Manager who can, through implementation phase of lARA, CS4 capabilities of the product,” said the military coordinating officer initiatives from EUROCONTROl also François Cervo. “you really need to (MIlO), look at how airspace can be persuaded us that lARA will be the have people involved so there is a reconfigured for the benefit of the right tool for us for future changes in clear continuity between local whole ATM network – this is still at the the European Civil Aviation Conference implementation and strategic concept phase and is being gradually (ECAC) area. Since March 2015 the coordination activities at the State implemented, said François Cervo. “I AMC Switzerland has been publishing level.” think efficiency is also improved the AUP and UUP via B2B towards the “lARA’s prime benefit to the Uk’s because everyone has a common Network Manager.” Joint and Integrated Airspace view of the airspace picture,” he said. “with lARA, AMC Switzerland has Management Cell is the much- “Then there is the safety benefit an airspace management tool which needed collaborative interface, because you have real-time fulfils international and national accessed by co-located staff,” said information and everyone has the requirements,” said Oliver John Morton, Head of the Airspace same view of that information. And kim krause, “and this Management Function at UK air we also now have harmonised reduces media breaks, navigation service provider NATS. airspace data, to ensure there is operational workflow and “Requests for shared airspace are consistency between airspace data workload. Another brought together in graphic form hosted by the Network Manager and advantage is that four out which then provides the backdrop for the local data.” of five FABEC (Functional enhanced civil/military collaborative At the same time lARA has been Airspace Block Europe decision making (CdM). Another designed to ensure that every Central) members are important facet that lARA provides is stakeholder manages its own already part of the lARA the simplified booking process. database – national databases are user group and steering Requests for Special Use Airspace connected cross-border with other group which take an (SUA) are entered using an easy-to- databases but they are always under active role by developing use template, and once approved the the control of the local user. In the system and booking becomes part of the developing the tool, EUROCONTROl monitoring the changes, consolidated Uk Airspace Use Plan has used all the experience gained in which have a direct (AUP). Our start-to-finish process time the application of FUA alongside impact on the ASM for the AUP has been drastically results from the Single European Sky procedures and tools, reduced from approximately 60 ATM Research (SESAR) programme made by the ERNIP Part minutes to around 15 minutes. This and other work the Agency has ASM handbook.” “The main idea is to means we can now update our AUP undertaken as part of developing the “Interoperability is bring more whenever the airspace plan changes Advanced Flexible Use of Airspace ensured between CS4 and resulting in increased airspace (AFUA) concept. the local/regional lARA transparency, more efficiency.” For many airspace planners in tool, as lARA together confidence in the way And each stakeholder has different Europe, the role of lARA is likely to with other airspace is used and technical requirements which need to become even more significant with national/regional tools will be addressed. the implementation of AFUA as part be a key building block of managed in Europe” “Flexibility is the most important of the Single European Sky, especially CS4 implementation,” said François Cervo, aspect for us but we also need tools the implementation of the next steps François Cervo. “lARA is a LARA Technical Manager, which will give us a good overview of with the pilot common project (PCP) EUROCONTROl product EUROCONTROL the airspace plan and its actual status,” regulation and EUROCONTROl’s which means that it said Captain Johan de Smet of the Centralised Service Four (CS4) already belongs to the Belgian Air Force. “we have that now ”Advanced Flexible Use of Airspace stakeholders and will be with lARA but we had to ask for Support Service (AFUAS).” deployed and maintained at no extra several changes to the hMI (human “AMC Switzerland decided in 2012 cost to EUROCONTROl stakeholders. machine interface) as, with most to produce and publish the Airspace At the end of the year we will have full countries, we have a large airspace to Use Plan (AUP)/Updated Airspace Use interoperability between cover and it doesn’t fit on a single Plan (UUP) with the lARA tool,” said EUROCONTROl and their own NM screen. Before, there was a lot of Oliver Kim Krause, Head of the Airspace services which will mean that those scrolling needed but now we have Management Cell at Swiss air navigation business-to-business communications new filters and we can get a good service provider . “One of the which are currently working on a view of the airspace picture in a far main reasons was to fulfil the small scale will be fully implemented more efficient way.” European Single Sky Implementation by the end of the year. This is a major Another key component of lARA is (ESSIP) Plan AOM19-ASP05 (implement milestone.”

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34 INSIGHT

In this issue of Skyway we have a new section ‘InSIght’, in which we ask key decision makers to give us their views on issues of fundamental importance to the air traffic management (ATM) and wider aviation communities in Europe. In this issue, we explore the topic of institutional change and ATM service provision. The following pages include viewpoints from Mr Frank Brenner, Director General of EUROCONTROL, Mr Haydar Yalçin, Provisional Council President, Mr João Aguiar Machado, Director General of the European Commission’s DG MOVE, who leaves his post in October 2015, and incoming DG MOVE Director General Mr Henrik Hololei. “We need to change the way that we look at Frank Brenner, Director General of ATM” EUROCONTROL What are, in your view, the key challenges facing the Single European Sky implementation? how far are we from achieving it? The Single European Sky (SES) has the potential to continue to change ATM in Europe. Indeed, it has already started to do so with a much greater focus on performance and a growing acceptance that we need a clear and coherent route map for the way forward. That is in itself a real achievement in a continent with so many countries, each with their own systems and each with their own challenges and priorities.

Indeed, the most difficult challenges parallel in each country. clearly a priority for most, if not all, that we face in implementing the So it was not surprising that when countries. This should also help make Single European Sky are to do with we started looking for services for which the transition more acceptable for the changing the mind-set and achieving a centralised, market-driven approach staff and unions. acceptance that we need to become would yield significant benefits in As to timescale, SES will be an more competitive. In order to move support of the Single European Sky, it evolving process that will continue for a forward, we need to change the way we was a relatively quick process to find 18 long time. However, that does not mean look at ATM. The technical challenges such services, which now form the that there is no urgency. On the are there but are more readily Centralised Services programme. contrary, there is a pressing need to overcome. However, the potential for new business improve the performance of European The greatest changes will come from models goes much further; for example, ATM, not least because we are now all the players in ATM embracing a new joint operation or joint procurement by starting to see growth in traffic. The approach to our service provision. This several ANSPs also on a regional level performance benchmark with the new approach will entail moving away could again result in major cost and Federal Aviation Administration (FAA) from seeing ATM as something largely operational benefits. Here, the technical and the one underway with China performed at a national monopolistic changes that are now becoming clearly show the deficiencies of our level, with each air navigation service available will help as much better data European system in terms of cost. provider (ANSP), often each control exchange and communication across centre, being independent and entirely the network become a reality. That will What’s your take on the complexity self-sufficient. Instead, ATM is made up mean that ANSPs can improve their of the European AtM governance, of a number of activities and it does not performance while at the same time with an increasing number of make sense for all of them to be run in retaining their control centre locations – organisations with responsibilities

www.eurocontrol.int Autumn/Winter 2015 Skyway INSIGHT 35

for different aspects of AtM? What’s intensive cooperation with the EC, the colleagues from the European your vision for the future and how States and EUROCONTROL. Commission, the European Civil Aviation do you see the current institutional Conference (ECAC), EASA and our context further evolve? What is Europe’s role in global Member States. European ATM is becoming hugely interoperability? how can Europe The third and last reason I would complex. Within each country, we now concretely contribute towards the give for the importance of Europe’s role have a transport ministry, a regulatory achievement of this key aviation comes from our industrial base. We have authority and an ANSP, each with its goal? world-leading companies based here own voice – as well as the military, the The importance of aircraft being able and they recognise the importance of airspace users, the airports and the to fly around the world without having promoting and developing the position unions. Functional Airspace Blocks add to carry multiple systems for interacting of Europe on a global stage. an extra level, as do the other grouping with ATM in each continent is well While interoperability is mostly of ANSPs that we now see. At European established. Nobody disputes the viewed in terms of the ability of aircraft level, we now have, in addition to concept of global interoperability and it to interact with ground-based systems, EUROCONTROL, the European is a clear priority for the International we also need to consider the interaction Commission (EC) creating continuously Civil Aviation Organization (ICAO). between ground-based systems. new entities such as the European Europe has a strong role at ICAO for a EUROCONTROL already exchanges real- Aviation Safety Agency (EASA), the number of reasons. First, the complexity time operational information with the (EDA), the of the airspace in Europe and the FAA so that each organisation can have Single European Sky ATM Research density of the traffic mean that our ATM a clear picture of traffic heading towards (SESAR) Joint Undertaking (SJU) and systems have to be among the best in them well before they even start now the Deployment Manager. the world. As more and more SESAR crossing the Atlantic. As airspace Much of this added complexity developments become available, we becomes busier and as we move through new organisations being will be implementing cutting-edge new towards an operational concept of created is for perfectly good reasons; for technology and new procedures, based precise 4D trajectory management, the example, we can expect more on system-wide information need to exchange this kind of groupings of ANSPs to develop as joint management (SWIM) architectures information will grow in importance – procurement and joint operation including a couple of Centralised not just between Europe and North becomes more common. However, it is Services, that will help shape the future America but between all the regions of something that we need to recognise of ATM, not just in Europe but around airspace around the world. Here we and to reduce where possible. We the world. This is reflected in the ICAO need to include not just ANSPs but also certainly should not continue to add Global Air Navigation Plan – a plan in airspace users and airports. new bodies, duplicating work, without which Europe devoted considerable This means making sure that the carefully considering beforehand what time and effort in order to make sure systems being developed around the they will do and whether any of those that it tied in with developments in this world can talk to and understand each activities are already performed by other continent. other. It is an exciting challenge and one bodies in a brilliant way. We need to ask The second reason why Europe has a that will become ever more pressing as the question of whether and why a new particularly strong role is that we have traffic grows rapidly, body needs to be created or to take on managed in the past to organise connecting Europe to other new roles. What will be the advantage? ourselves to speak with a single, clear parts of the world, such as Is there a fundamental problem with and expert voice. This has been a the Gulf and Asia. how that activity operates now? considerable achievement when one There is an issue which needs to be considers the number of countries and addressed as several of the new bodies international bodies involved. In are being created by the European particular, the ability to contribute Commission and are very much at the detailed, technical, expert focused on the 28 States of the level has been essential and is well European Union (EU28). While some recognised. I am proud of the role countries have agreed to adopt that EUROCONTROL has played in elements of the SES, the new bodies do this process, together with our not necessarily cover the whole of Europe. More significantly, the non-EU countries have understandable concerns that they are left behind, not being represented in the governance and decision-making processes for these new bodies. The Single European Sky is the future of European aviation. It must be our goal to create a pan- European Single Sky through an

www.eurocontrol.int Autumn/Winter 2015 Skyway 36 INSIGHT “The big challenge is to work together” What are, in your view, the key challenges facing the Single European Sky implementation? how far are we from achieving it? Pan-European airspace is divided along national borders rather than traffic flows. The Single European Sky (SES) is an initiative to remove these boundaries in the air in order to create a continuum of airspace. In my opinion, the big challenge is to persuade all the stakeholders/countries who have a wide range of perspectives, cultures, financial capacities and resources to work together to achieve this goal.

Another issue is that today’s only truly be achieved if all European European air traffic States – including all 44 European Civil management (ATM) is largely Aviation Conference (ECAC) Member based on technologies designed States – participate in the Single in the 1950s which are out-dated. European Sky. To achieve this, the The SES ATM Research (SESAR) Europeanfollow an inclusiveCommission approach (EC) should rather than programme aims to modernise ATM in excluding some States or stakeholders. Europe so as to meet future It could be argued that we are far performance targets, but there are also a away from achieving SES goals at this number of challenges that Member point, but if we tackle these issues in a States face in meeting these European cooperative and collaborative manner, Union (EU)-wide performance targets. then we will be very close to a brilliant There are also political challenges for future for European ATM. SES, too. Some countries have been blocking the aviation files in the Council for many years now as there is no What’sof the European your take AtM on the governance, complexity common position on sovereignty issues. with an increasing number of Haydar Yalçin, Last but not least, there is a social organisations with responsibilities EUROCONTROL’s dimension: there may well be resistance for different aspects of AtM? What’s Provisional to SES. People fear that they will lose yourdo you vision see thefor thecurrent future institutional and how Council President their jobs, as well as their social benefits. context further evolve? They fear that their salaries will be cut as a result of reorganisation or in meeting performance criteria and task-sharing Indeed, when we tackle ATM in with neighbouring services. On the Europe we have several organisations other hand, in my point of view, SES can such as the EC, EUROCONTROL, www.eurocontrol.int Autumn/Winter 2015 Skyway INSIGHT 37

European Aviation Safety Agency In the midst of this complexity, we need ECAC, is to implement and harmonise (EASA), Functional Airspace Blocks to think in more collaborative terms. This the International Civil Aviation (FABs), the SESAR-Joint Undertaking will benefit ATM across the entire Organization’s (ICAO’s) rules. Actually, (S-JU), the newly-appointed A6 Alliance continent only if all actors think and act this is also valid for EASA. and local authorities. as one, if they adopt a successful At present, Europe actively At first glance, this number of collaborative/constructive approach contributes to the development of organisations could be seen as and if they enhance the sharing of ICAO’s provisions and international excessive. However, if we look at their information between all players. standardisation efforts in supporting functions and expertise, as well as the I believe that SES will be most aviation’s global interoperability. added value they bring to the system, successful if its tools and procedures are European States and institutions make a you cannot call it excessive. On the open to all ECAC States and their positive contribution to the work done other hand, Europe is one of the most neighbours. in the ICAO framework; institutions such crowded and complex traffic zones in as EUROCONTROL have some the world. This is a reality. What is Europe’s role in global cooperative activities with other Besides, it is evident that the EU’s interoperability? how can Europe regions/states such as China and the increasing activities in the ATM domain concretely contribute towards the United Arab Emirates. have created duplication in certain areas. achievement of this key aviation Meanwhile, Europe contributes to EUROCONTROL, for the sake of the goal? global interoperability in its research European aviation community, has taken The world is becoming increasingly and development (R&D) activities, such some backward steps. This should not smaller with increasing mobility and as the SESAR programme. Europe is lead to dissolving EUROCONTROL, which connectivity; aviation is also a global aligning its SESAR programme with the would be a catastrophe for Europe. business. Global interoperability and USA’s NextGen, and Japan’s In order to overcome this dilemma, harmonisation are prerequisites for the Collaborative Action for Renovation of there is a need to align the various aviation community. An interoperable Air Traffic Systems (CARATS) positions and set a clear roadmap for aviation network is a key component of programmes. EUROCONTROL and the EU (EC/EASA). the Single European Sky. If we all work together, we can The main goal of ATM is to achieve a The rationale behind the foundation contribute to global interoperability high degree of safety, cost-efficiency, of the two important European through coordinated EU-US-Japan capacity and environmental protection. organisations, EUROCONTROL and support.

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www.eurocontrol.int Autumn/Winter 2015 Skyway 38 INSIGHT “Interoperability is an absolute necessity for aviation” What are, in your view, the key challenges facing the Single European Sky implementation? how far are we from achieving it? The key challenge in the implementation of the Single European Sky (SES) is the optimisation of air navigation services (ANS). Airspace fragmentation along national boundaries results in environmental, operational and economic inefficiencies. The Performance Review Body judges the level of additional fuel burn, emissions, and longer flight time to amount to €3billion per year. Moreover, the needs of both civil and military users are not yet optimised, with further work to be done in balancing the need for restricted airspace against the uptake of such airspace when released by the military. Equally, most ANS providers supply all services, including air traffic control and the technical infrastructure on which it is laid. This leads to a multiplicity of provision and network benefits, but economies of scale and seamless functional evolution expected in the Single European Sky have not yet fully materialised.

While the SES is delivering greater simplified, made less burdensome and see the current institutional context interoperability, transparency of costs hence more effective. We are on an further evolve? and improvements in safety, more open-ended course of improvement, Several institutions coexist and

European Commission European remains to be done. European air traffic keeping in mind that ambitious SES cooperate at European level on © management remains more fragmented objectives are at stake. We will continue regulatory, ANS provision, research and and less efficient than it could be. to move towards a vision of optimised development and deployment Improvements are essential in light of airspace and service provision that matters – the European Union (EU), the forecast traffic increases in Europe and allows fair and equitable access at the European Aviation Safety Agency (EASA), the continuing economic crisis affecting highest level of safety and assurance. All EUROCONTROL, the Network Manager, the international aviation market. of this while encouraging growth in the the Single European Sky ATM Research A renewed determination towards air transport sector to continue its Joint Undertaking (SESAR-JU), the reform of Europe's air traffic control significant contribution (around 1.6%) to Deployment Manager, etc. Coordination system is therefore required, both to European gross domestic product and decision-making between them can reach the overall SES objectives1 and to (GDP). be challenging. Further streamlining of support an efficient European aviation institutional arrangements would sector. This was the objective of the What’s your take on the complexity improve the efficiency of European ANS proposal of the Commission on SES2+. of the European AtM governance: and reduce the burden on all interested In addition, while the institutional increasing number of organisations parties. Specifically, the implementation framework and the regulatory system with responsibilities for different of SES tools such as the performance have delivered the progresses aspects of AtM? And, what’s your and charging scheme has proven to be a mentioned above, they could be vision for the future and how do you complex and lengthy exercise.

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Furthermore, there is a high regulatory regions and are unable to satisfy retains a strong voice at the compliance load on the Performance multiple and uncoordinated technology International Civil Aviation Organization Review Body (PRB), national supervisory programmes. A situation that would (ICAO) on the matter, enabling a raised authorities (NSAs) and EASA, while lead to increased safety concerns. profile for SESAR specifically and in airspace users (that ultimately bear all Aircraft operators rightly demand a promoting European industry on the ANS-related costs) feel they have little common service. Aircraft are becoming global market. influence in ANS decision-making. increasingly technical with significantly Cooperative agreements and From the Commission’s perspective, more automation and yet greater common activities with many other these actors have clear and exclusive responsibility passed from ground third countries have been pursued and roles and responsibilities at EU level: the services to the flight deck. It is critical help to further spread the value of Commission is the ‘owner of SES’ and the therefore that fleets operated by users greater interoperability. Indeed, many legislator; EASA is the sole safety are able to rely on greater third countries are already associated in organisation; the PRB is the sole interoperability between ground-based the development and demonstration performance advisor; the Network services and their interaction with the phases of the SESAR programme. Manager is operationally important to flight-deck. This increases users Current and future success is largely ensure coherence in all the changes operational flexibility, reduces dependent on the two main occurring in the network; the SJU clearly purchasing costs and eases engineering has the research and development support. All those gains are passed focus with the Deployment Manager through to those for whom the very providing follow-up deployment service exists – the ticket-buying synchronisation. Member States and customers. their air navigation service providers (ANSPs) of course retain national and sovereign responsibility. This inevitably leads to the question of EUROCONTROL's role for the EU and for its non-EU Member States. Historically, EUROCONTROL has held responsibility for some of the above tasks and handled them with its widely recognised expertise. Within the new landscape of the SES – which is by the way expanding to an increasing number of non-EU States – it must now reposition itself to exploit its expertise in supporting others. A key element in this re-positioning will be aspects of The Commission governance and efficiency. In the has been very clear from the outset Commission's view EUROCONTROL of the SES programme – whatever should continue to provide added value direction the European region takes in and high-quality services to the whole respect to technology developments, industry. When doing this, it should we will follow the plan laid down by drivers of develop the capacity to focus on ICAO. For that reason, and on the SESAR: a consistent SES legal supporting both its EU and non-EU understanding that the US (NextGen) framework containing legally membership in accordance with their system is at a comparable level of binding instruments and strong, specific individual and collective needs, maturity, the EU has developed and evolving partnerships, allowing the and ensure that the appropriate agreed Memoranda with the US at both involvement of stakeholders from any governance mechanisms are applied to political and technical levels, reinforcing EU and non-EU state in the different implement each of these tasks. that cooperation through agreements processes. Ultimately, the better relevant to the respective technology European industry works together and What is Europe’s role in global programmes of SESAR and NextGen. combines its efforts, the faster we can interoperability? How can Europe Those agreements have been further develop and deploy standards which concretely contribute towards the developed and built upon with closer can have influence at the ICAO level. achievement of this key aviation contact and cooperation with other goal? regions and their technology 1Halving of ATM costs; 10 fold increase in safety; Patently, interoperability is an programmes, such as the Collaborative tripling of available ATM capacity; 10% reduction of aviation’s impact on the environment. absolute necessity for aviation because Action for Renovation of Air Transport of the global nature of this business. Systems (CARATS) programme from João Aguiar Machado was Director General of the Those plying this trade circumnavigate Japan. In essence, Europe has gained a European Commission’s Directorate-General for Mobility the earth operating in each of the ICAO leading position at the global level and and Transport (DG MOVE) until September 2015.

www.eurocontrol.int Autumn/Winter 2015 Skyway 40 INSIGHT “Better connectivity and Juha ROININEN / EUP-IMAGES / ROININEN Juha profitability” © What will be your first priority in the field of aviation when you assume the directorship of Dg MOVE? My first priority is to reconnect with all key players of the European aviation Industry. It is now almost two years since I left the transport sector to become Deputy Secretary General of the European Commission and I am very honoured and humbled that Commissioner Bulc and the College trusted me to take up the job as Director General of DG MOVE.

It is good to reconnect with old friends aviation chain. This has to contribute to Blocks (FABs) have progressed little in and to become involved again in one strengthening the European aviation recent years. De-fragmentation of of the most innovative, vibrant and sector and to creating new jobs and to airspace and service provision is the essential industries, i.e. the European fostering growth. route to greater efficiency in all areas – aviation industry. We should also strive to develop a cost, environmental, productivity and There are three particular issues I genuine Transatlantic Aviation Area and capacity – and we need to would like to underline as my priority it would be equally important to acknowledge that having signed State areas. continue to forge comprehensive agreements, we now have to deliver the Firstly, and most importantly, we European Union (EU) agreements with benefits so keenly sought. have to see the bigger picture and it is our global partners – aviation is a global We all know that safety is central to essential for the European aviation business and needs strong leadership. all we do in aviation, and the European industry to tap into the global growth in The International Civil Aviation Aviation Safety Agency (EASA) is aviation. Since the number of flights is Organization (ICAO) holds that role at perfectly placed to take on more going to double in the next 20 years or the global level, and the EU holds it at responsibility in ensuring a yet greater less – and most of this growth will come this regional level. For the business to understanding of the effect and from outside Europe – we must be there develop, we need to be brave and influence of perpetual change and to benefit from it. For that purpose, work adventurous. The EU is a powerful group growth; its legal basis will be adapted on the aviation strategy was initiated of influential States and we must accordingly. I would like to see the through our open consultation earlier harness that status to drive progress and Member States (both EU and non-EU) this year and it is expected that we will growth forward in the region. develop stronger relationships with be able to agree on a final version by Secondly, it is important to further EASA. the end of the year. That strategy is to develop the European internal aviation Thirdly, I believe it will be very set its own priorities: more and better market and make better use of the important to promote the whole connectivity; profitability of the aviation world’s most demanding and most aviation value network in the global chain based on state-of-the-art developed aviation market. context, be it our solutions in air traffic infrastructure and performance; high Consolidation and connectivity are key management (SES ATM Research, levels of safety, security, social, business elements in this process. I will also do SESAR), or our safety standards, or our and environmental standards; my utmost to make advances in the security standards, or our experience in worldwide level playing field and Single European Sky (SES) work – I am building up the internal market in innovation in all segments of the well aware that the Functional Airspace aviation. This means equally to promote www.eurocontrol.int Autumn/Winter 2015 Skyway INSIGHT 41

Airports

Airlines

Industry Delivering collaboraTIoNSES ANSPs

our aircraft manufacturers and more specifically the aerospace industry and avionics – a cluster that reflects a real EUROCONTROL European crown jewel. Europe has a lot to give and promote in the global context and we should be fully utilising that they will do what is required to spread the messages and influence of this strength. provide the service that the airlines (and SES and wider EU aviation policy to our fare-paying passengers) deserve. I am close partners in Europe‘s direct What are the key challenges facing absolutely convinced that bringing new neighbourhood. European air traffic management in technology, new work practices, new The future of airspace and service the short and long term? airspace structures and new enthusiasm provision should be enabled through a For me there are three challenges from the airlines together will produce seamless relationship between all those facing European air traffic management great benefits for both the passenger who are able to contribute: from the today: firstly, delivering the Single and the European aviation industry. airlines, airports and air navigation European Sky, secondly, delivering the As for airports, we need Member service providers (ANSPs) at the front Single European Sky and thirdly, States and airport operators to make end, to the EU, EUROCONTROL, EASA, delivering the Single European Sky! serious efforts and take tough decisions the Network Manager (NM) and SESAR In good cooperation between the that will promote growth potential and operating harmoniously to allow the different entities, we have rightly allow Europe to seize the initiative and industry to do what it does best. identified a number of issues that will be retain its place as a significant player in EUROCONTROL in particular during key to realising a truly single European the commercial aviation world. its current deliberations on its future sky – drawing those issues together roles and responsibilities must under a change management how do you see the cooperation acknowledge where it can offer greatest perspective will be our optimum route between EUROCOntROL and the benefit. It has a more difficult decision to success. Fragmentation – of airspace European Commission evolve in the to make in how it can serve both its EU structures, of air navigation service near future? and its non-EU members; both are provision and of technology For me it is crucial that all key players contributors to the EUROCONTROL applications – prevents universal (or in European aviation work closely budget and both must achieve the best network) gains from being achieved. together. This is essential for the whole possible cost/benefit balance. The With the advent of the SESAR Joint European aviation industry and for Commission will continue to support Undertaking (SJU) in 2008, and its creating new synergies. Europe should EUROCONTROL and hopes to see anticipated move to SESAR 2020 later be the world leader in aviation and for existing agreements between the two this year, as well as the establishment of that purpose, all the key players must be organisations continuing to bear fruit. the SESAR Deployment Manager (SDM), closely associated. EUROCONTROL and the Commission we now have a coherent chain to The cooperation between are tied together in European aviation define, develop and deploy new EUROCONTROL and the European support and development – through technology. We now need to properly Commission goes back a long time and their High Level Agreement, the tackle the issue of airspace design and we need to make sure that those two Network Manager and the SJU; it is operations as a single continuum. partners are there to support and therefore incumbent on both Functional Airspace Blocks are a respect each other. EUROCONTROL organisations to go beyond simple positive step, but from the brings a great deal of experience and differences of opinion and move Commission‘s perspective, more could expertise to the table and, with the forward as one. be done. As the Performance Scheme Commission‘s lead role in regulation and its associated targets settle into a setting, a substantial partnership is routine, or business as usual, we would essential and can be used to serve both Henrik Hololei takes over as Director General of DG MOVE, expect to see more tough decisions parties. EUROCONTROL‘s pan-European the European Commission’s Directorate-General for being made by service providers and nature positions it perfectly to help Mobility and Transport, from 1 October 2015.

www.eurocontrol.int Autumn/Winter 2015 Skyway t halesgroup.com

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ADVERTISEMENT FEATURE 43 Advanced management tools for air traffic flow management Todd Donovan – Thales

he aviation industry faces the difficult impact airport capacity challenge of balancing continued are not predictable, with Tgrowth in demand for flight services, high certainty, far in the ever-present requirement for safety, advance. Thus, tactical air increasing environmental regulations and the traffic controllers are market forces which constantly press for often forced to react to economic efficiency. North America and unexpected imbalance. Europe are more than two decades into this They employ many good battle and have exhausted the ‘simple’ solutions techniques and (airspace sectorisation, reduced vertical and procedures to safely horizontal spacing, precision landing aids, etc). manage the real-time Other regions of the world, Asia, Middle East overload, but often with and Latin America in particular, now face the negative consequences same challenge as a result of recent years of to efficiency and environmental metrics. manager and enable the assessment of rapid economic expansion and aviation growth. In recent years, advanced arrival and potential solutions. Decision-making moves Fortunately, a new generation of flow departure management tools, such as Thales’s from ad hoc ‘guestimates’ to data-driven management and sequencing tools offers an Maestro, are deployed to precisely manage decisions utilising accurate predictions of each effective capability to manage this challenge. airport resource utilisation. At the airport and solution’s impact on key performance measures While en-route congestion exists, there is approach control facility, these tools provide (workload/complexity, flight delay, generally adequate airspace to find safe and pre-tactical sequencing and metering environmental, cost). reasonably efficient solutions to satisfy demand. capabilities which enable air traffic control to While demand/capacity imbalances will The most substantial and pervasive demand ensure all available capacity is fully and always exist, Thales continues to deliver capacity imbalance issues emanate from airport efficiently utilised taking into account airspace innovative solutions to help ANSPs effectively and terminal manoeuvring area capacity user preferences. Once the airport and terminal manage them. constraints at the world’s busiest airports. area are optimised, there remains a need to link Demand at these facilities approaches, or even the pre-tactical airport plan to the strategic About the Author exceeds, nominal capacity during peak periods regional situation. Todd Donovan is Thales’s VP of Strategy & of the day. Thus, any perturbation in capacity Precise management and optimisation of Marketing for Air Traffic Management. In results in a shock to the local system which aircraft flows to and from the terminal this role, he is responsible for leading the often ripples to other facilities in the highly manoeuvring area ensures capacity is not lost company’s initiatives, investments and interconnected aviation network. Ground and avoids excessive efficiency/environmental partnerships in support of increased delays, airborne holding and cancellations cost. At the en-route facility, local traffic flow safety, capacity and efficiency of the follow. management tools, such as Thales’s global aviation system. Today, regional aviation planning functions, ECOSYSTEM, create this operational linkage. such as EUROCONTROL’s Network Manager, Utilising SWIM to collect all relevant data and effectively optimise aviation operations within modern Big Data techniques to interpret it, the limits of long-term predictability. these tools predict demand/capacity balance Unfortunately, many of the phenomena which issues, alert the centre supervisor or flow

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nicolas hinchliffe has worked in Marseille as en-route controller and flow manager, and holds a Masters in Air Traffic Management. During his career, he was involved at various levels with EUROCONTROL as Europe moved from ATFM to Air Traffic Flow and Capacity Management. Mr Hinchcliffe works in the Airspace Management Optimisation Office of the ICAO Air Navigation Bureau, where he is, among other things, in charge of activities supporting the development of ATFM.

© ICAO

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Global air traffic flow management – ICAO’s perspective An interview with Nicolas Hinchliffe of the Air Traffic Management/Air Navigation Bureau at the International Civil Aviation Organization (ICAO).

lobal air traffic flow management in other cases, they do not. And in any case, already a very positive achievement, more (ATFM). That simple title alone almost nothing is standardised. States see the quick wins that flow gsounds like a mantra. One may think management avails. But we need to do more: that this commercial motto could apply to so And is that an issue? demand for air transport increases, and we many things and that it is, in fact shallow. At first, one might think that it is not. After must be able to handle it safely, all around the Well…that would be wrong. Because behind all, managing capacity over an airport is a local world. On the other hand, we need more the sparkling, fancy appellation lies a very real problem, right? Well... not quite. Because if one cooperation for ATFM. In simple terms, it ambition that will make it possible for air aircraft is delayed on departure or if it is basically means that we must ensure that the transport to grow. assigned speed control, or rerouted, it will affect various ATFM systems talk to one another, Flow management is an essential every ATFM unit that will control it. Managing which is not systematically the case (see “We component to aviation safety. As such, its traffic flows is an activity that by its very nature need to talk – lessons learnt”). We must define development needs all the support the aviation transcends borders and ignores boundaries of the pieces of information that need to be community can give it. ICAO’s role is to secure any kind. Any ATFM action sends ripple effects exchanged, and define the language to do so. that support. And to ensure it is global. that span way beyond the terminal area or the In short, our strategy in ICAO aims at control sector where it is applied. helping States to implement more ATFM, and What is the situation today? more cooperation in ATFM. It is one of extreme diversity. Some States My next question is obvious, then: what have had ATFM for years, while others are just can ICAO do about it? You mentioned AtFM brings a quick win: acquiring ATFM capabilities. Some have very Our action must be twofold. On the one what do you mean? advanced systems, others focus on basic hand, we need more ATFM. We must go on Managing flows is a very efficient way to capabilities. The other striking perspective, from encouraging States to implement ATFM, and to make air navigation safer and more efficient. It a worldwide point of view, is that these systems involve the right stakeholders (neighbouring hardly requires any investment to begin with. do not really communicate with one another. States, airlines, military authorities). The number Every provider who has implemented it will tell Sometimes exchanges of messages occur, but of States implementing ATFM is on the rise: it is you the same tale. The only things you need to

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three pillars for AtFM: the ICAO strategy

Robust regulations organise ATFM global conferences. The next one will be The first pillar relates to regulations. ICAO provisions organised with the support of CANSO, EUROCONTROL, related to ATFM must be consistent and up-to-date. the FAA and IATA, in November 2016 in the United Arab Doc 9971, the Manual on Collaborative ATFM, became a Emirates. reference the moment the second edition was released. Direct implementation support Drafted by experts from various States and international The last pillar of the approach consists of assistance for organisations (the Civil Air Navigation Services direct implementation for the States who request it. The Organisation (CANSO), EUROCONTROL, the Federal concept would be similar to that of the PBN Go Teams. Aviation Administration (FAA), the International Air A State, or a group of States getting started on ATFM, or Transport Association (IATA), Thailand, Japan, etc), it defines aiming at progressing a given aspect of ATFM, should be methods, and basically provides a common reference for able to request the assistance of ICAO, which would then all stakeholders. More than a reference, however, that assemble a team of ad hoc experts drawing on the manual must be maintained as a vector of ATFM expertise of EUROCONTROL, FAA and other voluntary implementation. To that end, it will be revised periodically. organisations with experience in ATFM. The team would The next amendment will focus on the ATFM language. organise its mission so as to deliver a ready-to-use We need to ensure that methods, taxonomy and proposal, with preliminary meetings to facilitate early designations are universally recognised, understood and and rapid implementation organised on site. The State can be processed by ATFM systems, automated or not. The requesting assistance would cover the costs work will focus on two distinct elements: the ATFM of the Go Team mission. message set, covering messages between systems, and ATFM-related phraseology. Even though the need for exchange between pilots and controllers related to flow management may seem limited, some constraints, such as speed restrictions to comply with an estimated time over, for example, are becoming more and more frequent. The phraseology will therefore have to cover some aspect of ATFM operations, all the more so as they trigger actions and impact air traffic control. Regional support Once a reference such as Doc 9971 is established, the focus must then shift from central to regional levels. Regional support is the second pillar of our action. Almost all of the ICAO regional offices have produced or are producing a regional concept of operations related to ATFM. Custom tailored to the needs of the States of a region, those regional concepts ensure that the international dimension of ATFM is not lost on individual States as they begin implementing ATFM. The work conducted by the regional offices in that regard is crucial, because they can support the States in their early implementation projects while awakening them to the importance of regional cooperation. To further support that effort, ICAO will

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begin implementing ATFM are a telephone line, We must help the States and the providers to When the dictionary a pencil and a sheet of paper. (In fact, I would develop systems that will communicate with even add that it must start like this). And with each other. Our entire strategy is designed to says it all that small an investment, you can increase foster cooperation between States, within safety and efficiency. The ratio of initial regions and even between the regions of the Global: Adjective. (a) Relating investment/benefits accrued in that situation is world. to or encompassing the whole of hard to match. anything or any group of things, And that is global AtFM? categories, etc.; comprehensive, So, helping more States implement AtFM Well yes! First of all, we saw that the term universal, total, overall. Copyright: Oxford English Dictionary and encouraging regional or international global applies to what we are trying to achieve cooperation. how challenging is that? in ATFM (see “When the dictionary says it all”). this single definition captures It is very challenging. The challenges, from But there is another reason why we like the the essence of ICAO’s approach to our perspective, are twofold. ATFM expression global ATFM: because it reflects the Air traffic Flow Management. implementation needs to be timely and done notion that ATFM is not a stand-alone concept. consistently. Timely because ATFM We need to ensure that ATFM is integrated into Comprehensive: because ICAO’s implementation must begin before the need air traffic management as a whole. responsibility is to ensure that States for flow management becomes too stringent. Implementing ATFM over badly-designed understand the need for ATFM. That they Consistently because ATFM solutions, even airspace, or without involving the right realise how simple it is, in its inception, yet implemented locally, will have ripple effects stakeholders is an exercise in futility. And that is how fundamental it is. that will be felt all over the network, and in the why ATFM was identified, alongside Universal: because the nature of ATFM operations of neighbouring States. We have, so performance based navigation (PBN), transcends borders and limits of any kind. far, been successful in raising the awareness of continuous descent operations (CDO) and Which implies that its principles must be States to the need of ATFM. In itself, that rising continuous climb operations (CCO), as one of recognised and adhered to worldwide. awareness is already a measure of success. It the priorities of the Air Navigation Bureau. Total: because there is no turning back however increases the challenge of from going into ATFM. Once a State begins, consistency. Because the greater the number of it will never stop. ATFM instantly becomes a systems, the greater the difficulty of ensuring game changer, one that is there to stay. that they cooperate. Consistency is not an option that can easily be added to the system And overall: because ATFM both supports once it is up and running. and overarches ATM at large. Our responsibility, in ICAO, is to think global. ICAO strategy – We need to talk – walking AtFM from lessons learnt As traffic demand increases, so do the today to AtFM capabilities of ATFM systems we use to manage it. And so does the need for advanced information on flight status tomorrow and situation updates. One example: US/Europe. Both systems ATFM today: Various nodes of ATFM operate around the world. Extremely diverse have extremely advanced capabilities and in nature (they range from full-blown systems such as the European, or the exchange, daily, various pieces of American systems to systems centered on a single airport), they have been custom- information. But the level of data they built and designed to answer the specific needs of the provider(s) they serve. They exchange does not yet match the operate next to one another. Exchanges of information between nodes occur, but capabilities of their respective systems. they are, overall, rare and are not standardised in any way. Despite the fact that the Why? Because the features allowing very nature of ATFM transcends the notion of borders (between systems or States) information from other ATFM units to be ATFM systems are, today, mainly self-centered. processed was not built-in right from the ATFM tomorrow: The various nodes of ATFM interoperate around the world. start in their respective conceptions. That Designed along the same basic principles, they are capable of exchanging is a lesson we can all learn from. In ATFM standardised, relevant pieces of information and operate using a global set of ATFM as in life, the younger one starts, the measures and procedures. easier it is to learn a language.

www.eurocontrol.int Autumn/Winter 2015 Skyway 48 VIEWPOINT EASA © © Images: Emmanuel Isambert, Alain Leroy, Andrea Boiardi, Strategy & Safety Head of Department, Chief Expert, Management Directorate Certification Directorate Certification Directorate EASA’s role in wake turbulence separation standards When was EASA first involved in aircraft wake turbulence separation? While the Airbus A380 aircraft was being developed, the issue of wake turbulence for such a heavy and large aircraft was raised. An international group, initially involving the International Civil Aviation Organization (ICAO), the US Federal Aviation Administration (FAA), the former Joint Aviation Authorities (JAA) and EUROCONTROL, was formed to assess potential additional separation minima. In 2006, ICAO published the initial guidance material for A380 wake turbulence separation. Following the completion of the A380’s airworthiness certification, EASA took over the role of the JAA in the international group. The technical activities started with the organisation of subsequent flight tests and the consolidation of the overall safety case. EASA’s test pilots encountered more than 100 instances of wake vortices during the test flights. www.eurocontrol.int Autumn/Winter 2015 Skyway VIEWPOINT 49

The European Aviation Safety Agency (EASA) is the European Union regulatory authority for aviation safety. In the context of RECAT-EU, its role is to assess the proposed changes to the ICAO standard for aircraft wake turbulence separation as proposed by EUROCONTROL and its stakeholders for pan-European adoption.

In parallel, EASA joined ICAO’s Wake the aircraft as a wake generator and as trailing wake turbulence, e.g. the SESAR programme, Turbulence Study Group (WTSG), which aircraft), wake vortex characteristics, air traffic with the aim of drawing on the latest was in charge of preparing new safety and operational data. scientific developments in order to support international standards in this field. In 2011, Having as its main mission the its decision-making processes and to advise EASA took part in the review of the first development and maintenance of pan- research teams on the development of new proposal made by the FAA and European aviation safety standards, EASA’s standards. EUROCONTROL for the revision of the ICAO role here is to oversee this risk assessment for wake turbulence categories and separation aircraft wake turbulence categorisation and What are the next steps, following the minima (which had not evolved since the separation minima. acceptance of RECAT-EU categories and 1970s). For new Heavy aircraft, such an minima? As no consensus in both the A380 group assessment can be carried out either in the Following the notification of EASA’s and the ICAO WTSG could be reached, development or certification phase. Recently, acceptance for RECAT-EU, a dedicated several European members – representing for the Airbus A350, EASA supervised the implementation project is being run at Paris safety authorities, service providers, aircraft work of a joint team of EU experts involving Charles de Gaulle (CDG) airport; it is being led manufacturers and research organisations – the manufacturer, EUROCONTROL and by the French DGAC. The completion of this undertook the development of a revised research organisations, for the assessment of implementation will be an important step in aircraft categorisation and its associated the aircraft categorisation in both the ICAO progressing European standards in this field. minima. They took the results of extensive and RECAT-EU separation schemes. EASA recently concluded a working research activities conducted in Europe, Following the experience gained with arrangement with the Civil Aviation Authority combined with the latest results from A380 new heavy aircraft and RECAT-EU, our focus is of Singapore (CAAS) for evaluating the flight tests, into account. now on developing common technical and implementation of RECAT-EU at Changi The proposed new wake turbulence safety standards for the determination of airport. A similar technical cooperation will separation scheme for application at minima, their implementation in ATC also begin with the UAE General Civil Aviation European airports is known as RECAT-EU. In procedures and systems and the continuous Authority (GCAA). October 2014, EASA satisfactorily concluded safety monitoring of operations. The development of a new revised ICAO its independent safety review of RECAT-EU Our regular exchanges with European standard, called RECAT-2 and planned for and informed its Member States accordingly. stakeholders, such as National Aviation adoption in 2018, is being actively pursued Authorities (NAAs) and Air Navigation Service through cooperation between the SESAR and What is the role of EASA in this domain? Providers, are of prime importance and are US NextGen programmes. EASA is taking part The application of aircraft wake used to establish common EU positions on in this development with the aim of ensuring turbulence separation is the responsibility of the changes needed for ICAO’s international the smooth transition from RECAT-EU Air Navigation Service Providers (ANSPs); their ATM standards in this domain. standard and for preparing the associated operational procedures are based on ICAO’s Furthermore, we foster the development safety management system for such new ATM standards and approved by their of cooperation with non-EU organisations, standard. respective safety authorities. such as the FAA, in order to harmonise The determination of safe wake bilateral work processes between aviation turbulence separation minima follows the authorities. assessment of the manufacturer’s data for In addition, EASA is also monitoring aircraft design and performance (both with several research initiatives addressing aircraft Airbus S.A.S Airbus ©

www.eurocontrol.int Autumn/Winter 2015 Skyway 50 vIewpoINT Hungary pioneers full free route airspace operations (CPDLC) technology, which can further HungaroControl has become the first European air navigation service improve flight safety and increase the capacity provider to introduce free route airspace across its entire network, of air navigation services through using data explain the organisation’s Kornél Szepessy and József Bakos. communications. On 3 April 2014 the Hungarian ANSP was first in the world to control civil aviation flights n 5 February 2015, HungaroControl target values set for the second reference from a distance of 700 km, in the Kosovo Force became the first air navigation period, from 2015 to 2019. HungaroControl (KFOR) Sector. The re-opening of the airspace Oservice provider (ANSP) in Europe to assigns a high priority to developments aimed that had been closed for 15 years was made abolish its entire air traffic services (ATS) route at efficiency improvement and cutting costs to possible by exemplary international network, enabling aircraft to use Hungarian airlines. This is why HungaroControl has always cooperation. The realisation of the project airspace freely, without any restrictions. The up- been a trailblazer in the adoption of new contributed to the normalisation of aviation in to-date air traffic control concept of Hungarian technologies. The Hungarian ANSP was the first the Western Balkans and enabled a more cost- Free Route Airspace (HUFRA) allows aircraft to in the world to use complex processing and efficient and environmentally-friendly use of fly the shortest possible direct flight path graphical displays of downloaded aircraft data airspace in the region. The number of aircraft between entry and exit points in Hungarian as a result of introducing advanced Mode S overflying the sector continues to increase and airspace. technology. In the Central European region, although not all flights are using this airspace There are four performance areas aimed at HungaroControl’s system was the first to yet, it is important to acknowledge that traffic improving the European air traffic manage the new call-signal-based has been smooth and undisturbed each day management (ATM) system’s efficiency, but the identification system, which will be mandatory since the reopening. European Commission is mainly focused on in Europe by 2020. HungaroControl is also in It took a year to prepare for the abolition of improving cost efficiency and cost cutting. This the vanguard of developing European the complete ATS route network over Hungary. trend can be seen, among other areas, in the controller-pilot data link communications The introduction of HUFRA was preceded by highly coordinated planning. On a nearly daily basis HungaroControl’s ATS specialists consulted legal experts Kornél Szepessy is Chief Executive and colleagues engaged in Officer of HungaroControl, the aeronautical information services, Hungarian air navigation service technical development and the provider. A Hungarian engineer preparation of simulation training. and crisis manager, under his Among Hungarian organisations leadership a thoroughly there was outstanding cooperation structured development project with the Civil Aviation Authority, the has been on-going at Ministry of National Development in HungaroControl since July 2010. charge of Hungarian transport matters, and with certain units of the Previously he worked in the Hungarian Defence Forces, while transport industry and has gained internationally an excellent experience in all major fields of relationship was formed with aviation. He has participated in the EUROCONTROL, the European reorganisation of several major Network Manager. Hungarian transport companies. According to the European Commission’s regulation 716/2014, the implementation of free routes will be mandatory above 9,000 metres for www.eurocontrol.int Autumn/Winter 2015 Skyway vIewpoINT 51

ANSP has fulfilled these requirements well József Bakos has been Head of ahead of the deadline. The concept put into the Air Traffic Services Division, practice on 5 February 2015 enabled the use of HungaroControl, since January free airspace without temporal and spatial 2002, when the new Hungarian limitations over the entire territory of Hungary; air navigation service provider aircraft can now fly the optimum routes between entry and exit points. There were was established. nearly 700,000 aircraft handled in the region in He is a qualified air traffic 2014, therefore the length of overflight routes controller with a degree in over Hungary could decrease by 1.5 million engineering and has worked in kilometres per year. As a result, airlines could Budapest ATC Centre (ACC) for save nearly $3 million of fuel each year and more than 20 years, during which reduce carbon dioxide emissions by more than 16 million kilogrammes. time he has gained experience in The implementation of HUFRA was the development and installation facilitated by the continuous upgrading of the of the new MATIAS Hungarian air Magyar Automated and Integrated Air Traffic traffic management system. System (MATIAS), the ATM system used by HungaroControl, as a result of which Hungarian air traffic controllers now use one of the most modern ATM systems in Europe. The start of HUFRA was preceded by several has time or spatial limits. process we have managed to eliminate these weeks of validation simulations in Experience gained since the problems. Now 100% of airspace users fill in HungaroControl’s Centre of Research, implementation has fully confirmed their flight plans according to the Development and Simulation (CRDS). Experts expectations. The main traffic flows over requirements between entry and exit points. from the top 20 airlines that use Hungarian Hungary remain the same, that is, from The free choice of entry and exit points is airspace gave their preliminary opinions about west/north-west to east/south-east and the not the only change as a result of launching the concept. Favourable and unfavourable reverse. It is mainly long-distance flights that HUFRA: new flights have appeared over experiences of the already-operational free have taken advantage of the opportunity of Hungary. New flights that can be easily route airspace concepts in several European free selection of entry and exit points. In these identified are mainly those that depart from, or countries (for example, , Ireland, cases, where the upper wind speed and arrive at, airports close to the borders of and ) were also taken into direction play a significant role, the reduction Hungarian airspace. There is now an Austrian consideration in the course of elaborating the of flying time can be half an hour or more. Airlines flight from Vienna to Zagreb overflying concept details. The Aeronautical Information One of the main benefits of using HUFRA is Hungarian airspace three times a day since the Publications (AIP) of these countries were increased predictability. Airlines can plan start of HUFRA, and a new flight from the studied for the compilation of the AIP to shorter routes and accordingly carry less fuel. Austrian capital to . Ryanair’s flights from support HUFRA. Experts from the While 90% of flights were, before HUFRA, Rome to Bratislava also started appearing in EUROCONTROL Network Manager Operations regularly given a direct routeing over Hungary Hungarian airspace after 5 February this year. Centre (NMOC) worked in cooperation with this was not guaranteed. Therefore during We have received a good number of HungaroControl on the setting up and testing refuelling, for safety reasons, aircraft had to consultation requests for the summer of the integrated flight plan processing system, prepare for flying the strictly-specified route timetable flight-planning – such as a request so that from the start, a large percentage of rather than the shorter route. With more direct from FLY NIKI for flights between Vienna– filed flight plans complied with HUFRA rules. It routes, free route operations are easier to plan; Dubrovnik and Vienna–Split over Hungarian is indicative of the success of HungaroControl’s more cargo or passengers can be carried rather airspace. This clearly demonstrates that every planning that very few questions have been than unnecessary fuel. Thus flight capacity and single mile saved is important for airlines, even received from airlines and aeronautical data utilisation can also improve. with the currently low fuel prices. providers about the new arrangements. The Since the implementation of HUFRA, Reports received from the local publication of the HUFRA Aeronautical airlines have started to fly between entry and competence assessors within the ATC centre Information Service (AIS) was also carried out exit points where previously no ATS route was confirm that working in the new HUFRA in collaboration with EUROCONTROL experts. designated. environment has become a daily routine for air Experts who worked on the The HUFRA concept ensures the seamless traffic controllers. Another factor which has implementation of the concept believe that connection for traffic inbound to, or outbound become clear is the importance of appropriate HUFRA is a classic and successful example of from, Budapest and for traffic using airports in timing of implementation. With the February the ‘lesson learnt’ principle. They decided to the close vicinity of Budapest flight information start controllers have had no difficulty in safely abolish the complete route network over region (FIR) such as Vienna. serving increased traffic needs for the summer Hungary because a significant number of When the ATS route network was abolished schedule. airlines still refer to ATS routes in their flight there were some problems at the outset with plans for countries where free routes have flight planning, especially for flights operating been implemented, but the fixed route to/from airports close to the FIR border. As part HungaroControl

© © network is still kept or the free route operation of the post-implementation monitoring Images: Images: www.eurocontrol.int Autumn/Winter 2015 Skyway 52 vIewpoINT “A step change in ATM performance will come through

© Airbus S.A.S greater integration” views on aTm transformation, by marc Hamy, vice-president air Transport and public affairs at airbus SaS What new technologies/procedures offer the greatest potential for improving air traffic management (AtM) performance? A step change in ATM performance will come important technological enabler for avoiding the through the greater integration of airborne and constraints associated with instrument landing ground systems and between ground systems. system (ILS) signal protection and for developing This will require the implementation of a high- better operations. It is also expected that the performance infrastructure supporting air/ground aircraft’s enhanced capability for dealing with and ground/ground communications. time constraints (4D navigation) will become an enabler for more efficient arrival flows. One cornerstone of ATM transformation is the move towards trajectory-based operations. This In the surveillance domain, ADS-B-In (Automatic will be enabled by downlinking airborne trajectory Dependent Surveillance – Broadcast-in), which predictions by means of ADS-C (Automatic allows surrounding traffic to be displayed in the Dependent Surveillance – Communications) over cockpit, and aircraft automation for spacing ATN B2 communications networks. applications (under the supervision of air traffic control), are the new technological and In the navigation domain, automatic approach procedural enablers. and landing, based on augmented GPS, is an

www.eurocontrol.int Autumn/Winter 2015 Skyway vIewpoINT 53

© Airbus S.A.S

Safety of airport surface operations will be aviation resources. Demands for ATFM services understand the environment of ANSPs, enhanced by runway overrun protection, are present where demand/capacity regulators and airports. airport moving maps with assistance to taxi, imbalances, whether persistent or dynamic, This experience allows us to approach and surface situation awareness with alerts for impact on the operational efficiency of the projects like RNP, ATFM or flight tracking from preventing runway excursions and incursions. stakeholders and the economic growth of the all angles, taking the challenges faced by all region. Existing ATFM services in North America, stakeholders in the aviation business into What airborne systems are not being fully Europe, South Africa and Australia have proven account. We can guide and support all used to improve overall AtM and airline to be effective and environmentally beneficial. aviation partners to ensure a successful end- efficiencies? how can we better exploit The demand for ATFM services is expected result with implementations that are tailor- airborne technologies? to remain high in North America. The made, so as to maximise the benefit for every Most of the main airliners equipped with significant growth in aviation projected for the stakeholder. performance-based navigation, leveraging Middle East and the Far East is a strong existing aircraft Required Navigation indicator that the demand for ATFM services in What role should EUROCOntROL Performance (RNP) capabilities, as well as these regions will continue to grow. Existing (continue to) play in the future to enhanced approach procedures (curved research and operational trials in these regions advance improving AtM performance? approaches, displaced thresholds), will provide demonstrate that this need is recognised by Airbus is not directly involved in the fuel savings, environmental foot print reduction stakeholders. political and organisational aspects of and increased airport capacity. Other ATM modernisation efforts associated European air navigation service provision, but Runway occupancy time prediction and with the International Civil Aviation Airbus appreciates EUROCONTROL as an reduction systems which already exist are also Organization (ICAO) Aviation System Block effective and advanced service provider in key enablers for increasing runway throughput Upgrades (ASBUs) will also improve some of Europe’s most crowded upper at congested airports. operational efficiency. ATFM and collaborative airspace (Maastricht), supporting the The current European mandate for decision-making (CDM) provide a cost- development of advanced concepts such as surveillance performance and interoperability effective means for sustaining growth and Extended Projected Profile (EPP), the downlink requires aircraft to be equipped with ADS-B-Out maintaining efficiency with ever-increasing of the aircraft’s 4D trajectory; as a key actor capabilities. But the way it will be used to reduce demand. Additionally, the use of ATFM services that provides the most advanced central flow ground surveillance infrastructure or improve can ease the introduction of other advanced management for all European airspace, flight efficiency is not yet defined. technologies, infrastructure changes and featuring some development capabilities of On the communications side, the difficulties processes. centralised services concepts/elements in and delays (in the implementation of the data which Airbus demonstrates some interest; link) associated to the lack of VDL (VHS Data Link) What benefits can Airbus bring, as an and as a key organisation with a high level of Mode 2 network management prevent a very aircraft manufacturer, to the introduction expertise to support ATM research and large number of aircraft which are already of flow management, RnP and other AtM development in Europe and to facilitate the equipped from taking advantage of their technologies – how differently do you implementation and harmonisation of new capabilities. approach the market from, say, an air systems, new procedures and new standards navigation service provider? to improve ATM performance. how would you assess the different Airbus has a unique combination of skill regional demands for air traffic flow sets in this domain: we bring in-depth management (AtFM) services in the knowledge on aircraft systems and we know Middle East, Far East and north America? from our customers the challenges the airline ATFM services support the efficient and operators are facing daily. In addition, based effective use of the available capacity of on years of working in the domain of ATM, we

www.eurocontrol.int Autumn/Winter 2015 Skyway We are the air navigation service provider in , Planet Earth.

.es aDverTISemeNT feaTure 55 EnAIRE: a new identity for the air navigation manager in Spain

A new phase which will let us identify our activity more clearly and make our services known more effectively.

NAIRE is the result of the separation on driving a culture of safety in the of Aena, Aeropuertos Españoles y organisation and promoting the principles of ENavegación Aérea into two ‘fair culture’ which stimulates safety companies, Aena and ENAIRE, following the notification and research. approval by the Government of Spain in 2014 of a new regulatory framework that Quality of service is another of the liberalises airport management (Aena) and strands of action of EnAIRE decouples it from the air navigation activity ENAIRE is one of the European providers (ENAIRE). Currently, ENAIRE is also the that has saved airlines the most minutes of principal shareholder of Aena S.A. with 51% delay. Between 2011 and 2014 the en-route of the airport manager following its flotation delay per flight fell by 80% in our country, on the Stock Exchange last February. reaching its best value of the last decade. ENAIRE is the leader in Spain in air navigation With more than 1.8 million flights per Relationships with its customers, airport service provision and the fourth largest in year, ENAIRE controls an airspace of over managers, airlines, airspace users and society Europe by air traffic volume. 2,000,000 km2, which covers the Iberian in general is another of the main strands of Peninsula (except Portugal), the Canary and action, enabling the Spanish air navigation Balearic islands, part of the north Atlantic and manager to occupy an important place in an the western Mediterranean. ever more competitive market. It provides its services through five control centres, 22 control towers and five regional Innovation and technological excellence air navigation directorates: North-Centre, East, ENAIRE maintains its prestige and Canaries, South and Balearic, whose leadership in air navigation management at headquarters are respectively in the control European and world levels, driving research centres (ACCs) of Madrid, Barcelona, Seville and the continuing improvement process in and Gran Canaria, and in the terminal area R&D+I. It also takes an active part in all the control centre (TACC) at Palma de Mallorca. leading-edge initiatives involved in the ENAIRE today is a financially viable challenge of the evolution of the ATM company, which has been able to remain system. To do this, it has the human and economically efficient, being in fact among material resources necessary to make the the best of all European air navigation service most of the new opportunities in the sector providers. and provide services related to air navigation to emerging markets, both domestic and the priority of EnAIRE is safety international. Maintaining the highest levels of safety in Indeed, ENAIRE participates in an aeronautical operations is a strategic priority outstanding and active way in all the Angel Luis Arias, General Director for ENAIRE, which concentrates all its efforts European Union projects related to the of ENAIRE.

www.eurocontrol.int Autumn/Winter 2015 Skyway 56 ADVERTISEMENT FEATURE

implementation of the Single Sky and and along these lines, it has saved over • Member of, and currently chairing, the performs a crucial role in carrying out the 3 million nautical miles in flight distance, consortium iTEC Group with DFS, NATS SESAR 2020 programme. It is also 35,000 tonnes of fuel and the emission of and LVNL, developing the new

participating in the future implementation of 111,000 tonnes of CO2 into the atmosphere. generation of controller working new concepts based on satellite navigation positions ENAIRE, a company with an like EGNOS and GALILEO; ENAIRE has driven Member of the SESAR Deployment international vocation • forward the use of satellite navigation since Manager consortium responsible for Present in the principal consortia, its early days and today holds a leadership new European ATM technology especially the European ones, it is engaged position in putting procedures using this deployment activities technology into operation (EGNOS, GBAS in intense activity to reinforce collaborative Member of, and currently chairing, the and PBN provisioning) at airports. links even more and open up new lines of • A6 Alliance group, one of the foremost With regards to sustainability, ENAIRE work with its international counterparts. European air navigation service takes as a priority reconciling efficiency in air Member of the SESAR Joint Undertaking • providers, which participates actively in operations with prevention and mitigation consortium in which we participate in consolidating the initiatives relating to of the environmental impact of its activity, over 60 projects implementing the Single European Sky. • Member of the EAD Group for the operation of the European AIS (Aeronautical Information System) Database • Participant in the operation and provision of the EGNOS services aimed at increasing satellite navigation • Participant in the constitution of Pan European Network Services, PENS.

www.eurocontrol.int Autumn/Winter 2015 Skyway vIewpoINT 57 RECAt will be a major capacity enhancer at Paris CDG airport

Philippe Barnola is Head of Paris Charles de Gaulle and le Bourget Air Traffic Service at the Direction des Services de Navigation Aérienne (DSNA), which has been a pioneer in the programme to re-categorise aircraft based on wake vortex performance, in order to optimise separation distances at busy airports.

ith the arrival of the Boeing 747 RECAT-EU at Paris Charles de Gaulle airport, in the 1970s the International contributing to ensuring the robust WCivil Aviation Organization (ICAO) monitoring of the first implementation implemented three wake vortex categories period with the aid of Light Detection and based on aircraft tonnage and the associated Ranging (LiDAR) equipment. separation distances required between The RECAT-EU initiative was fully aircraft on final approach. During the last consistent with a wider performance decade further general studies on the subject programme launched in September 2013 by were undertaken and one dedicated to the DSNA Chief Executive Officer Maurice Airbus A380 has been commissioned. In 2008 Georges, with Paris Charles de Gaulle Europe and the USA launched a common collaborative decision making (CDM) initiative to agree new categories of aircraft stakeholders Aéroports de Paris and Air and safely reduced wake separations. France. This 2020 strategic roadmap set a Although this was a joint programme the first target of increasing by 7% to 8% peak hour outputs of this work were separate arrival throughput at the airport by 2017 and implementations of two different types of more than 10% by 2020. categorisation: RECAT-FAA implemented in One of the key issues identified as 2012 at Memphis airport comprising six new contributing to this first 2017 milestone was wake categories (followed by other US the safe reduction of wake spacing between airports during 2013-2014); and RECAT-EU aircraft on approach. Given the traffic mix at developed by the European Aviation Safety the airport, the main challenge is to Agency, also with six categories, in October significantly reduce spacing between Airbus 2014, based on tonnage and wingspan. A320-family aircraft and the Boeing 777, © DSNA Direction des Services de Navigation 787/Airbus A330, A340, A350 types. These “The RECAT-EU new distance- Aérienne (DSNA), the French air navigation two aircraft types represent more than 70% service provider, has from the start been of the arrival traffic mix at the two morning based separation minima will closely involved in this process with key peak hours and match with the new lead to significant quick wins EUROCONTROL (in the Wake Vortex Task RECAT-EU Upper Heavy and Upper Medium with the airport’s current fleet.” Force) and with ICAO (in the Wake Vortex categories, respectively B and D, between Study Group). It provided major support to which the new minimum wake spacing will Philippe Barnola, EUROCONTROL during 2012 to 2014, to be four nautical miles (Nm) compared with Direction des Services de navigation finally achieve the endorsement of RECAT-EU. 5Nm between the current H and M Heavy Aérienne (DSnA) DSNA experts, especially Paris Roissy Charles and Medium categories. de Gaulle (CDG) airport controllers, have The RECAT-EU new distance-based participated regularly in work on the safety separation minima will lead to significant case led by EUROCONTROL. Moreover, DSNA, quick wins with the airport’s current fleet. through the voice of the French General These wins are moreover expected to Director of Civil Aviation Patrick Gandil, gave a increase in the future with A, B, D categories – strong commitment to EUROCONTROL in the Airbus A320Neo, the Boeing 737Max 2013 to implement the new validated family, and the Boeing 777/787 and

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RECAT-EU Categories Airbus A350/330 – expected to grow strongly at major airports. New time-based separation minima AN-124AN-124 A380A380 will also be implemented in a second Super phase for departures. Heavy Operating a new separation minima and aircraft category matrix in a major terminal manoeuvring area (TMA) such as Paris and an airport such as Charles AA332AA332 B744B744 de Gaulle involves a real systemic Upper B change for both controllers and pilots. Heavy To manage this change, three B prerequisites were identified. The first has been a robust safety MD11MM B763 case trusted by operational staff. MD11 B763 EUROCONTROL experts dedicated to Lower this task delivered a thorough safety Heavy case based on a robust database of wake vortex data, aircraft data and the determination of safety risk indicators. B B A320 This huge body of work has enabled B738B738 A320 the European Aviation Safety Agency Upper (EASA) to confirm in a Letter to the Medium States on 10 October 2014: “The safety case report provides the assurance that the RECAT-EU wake turbulence EE separation scheme can be used by E190E190 AT45AT45 Member States as a basis to update Lower current schemes.” Medium The second has been the development of a clear regulatory framework. Following the EASA SS framework, the Air Transport SF34SF34 LJ35LJ35 Directorate (DTA), the French regulation directorate within the Civil Aviation Light Authority (DGAC), adopted the national regulation during summer 2015. The third prerequisite is a consistent implementation method. Besides the normal risk assessment covering the change sequence, ensuring the highest safety A global ‘RECAT-2’ matrix is still the final in the local air traffic management (ATM) standards during simultaneous parallel ambition. functional system which will be validated in runway operations. Meanwhile, this first 2015 RECAT-EU October 2015, the Paris-CDG 2020 During HIRO periods of activation, and change in Paris Charles de Gaulle is a real Performance Roadmap also gives a wider notified by the Automatic Terminal landmark given the significant performance framework of safe and consistent Information Service (ATIS), pilots flying into gains it will deliver. This is because it is being implementation. The global CDM initiative and out of Charles de Gaulle will be expected implemented within a CDM framework gives an opportunity for pilots and controllers to ensure a minimum runway occupancy which will confirm that DSNA’s CDM model to cooperate closely and gives enhanced time (MROT), particularly for landing has reached the highest international pilot-oriented information about particular operations, by selecting the appropriate and standard. It is also a testament to the very operational projects – among them, RECAT- achievable Rapid Exit Taxiway with 50 knots close cooperation between the French ANSP EU. Providing pilots with relevant information designated speed. The implementation of and EUROCONTROL which will pave the way is a key element to the success of such a HIRO in September 2015, just before the for further common projects, notably within change, given the involvement of human RECAT-EU introduction in December 2015, the Single European Sky ATM Research factors. The second benefit of implementing gives a measure of confidence that the 2017 (SESAR 2020) programme. RECAT-EU within this wider programme is the performance target will be delivered. consistency obtained through a The DGAC and DSNA will maintain their simultaneous implementation with the High involvement in ICAO Procedures for Air Intensity Runway Operations (HIRO) Navigation Services – Air Traffic Management programme. This is the logical counterpart of (PANS-ATM) updating process, and in the reducing spacing within the TMA arrival relevant Wake Turbulence Study Groups. www.eurocontrol.int Autumn/Winter 2015 Skyway ADVERTISING FEATURE

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