IMPROVING ATM NETWORK PERFORMANCE Skyway SUMMER 2012 magazine

IN THIS ISSUE: ATM 2020: A NEW WAY FOR AIRCRAFT OPERATORS TO FLY

FINDING ROOM FOR FIGHTERS TO TRAIN

OPENING THE SKY TO UNMANNED AIR VEHICLES

FOCUS ON AIRSPACE USERS

Skyway Cover Finaluse this.indd 1 25/06/2012 16:32 303mm Bleed 297mm Trim 287mm Live ATM Guide.indd 2 Scale: 1.0" = 1" = 1.0" Scale: 10mm Gutter 10mm 55 5100 75 50 25 0 3C 4C 41M 50C 41Y 50K Client - Frontline Communications Partners Job # - 124484 Ver. - AD01 - Ver. 124484 - # Job Partners Communications Frontline - Client Production Artist: Production Output printed at: printed Output Space/Color: Frontline Communications PartnersCommunicationsFrontline file Name: file Gutter: Media: Bleed: Fonts: Date: Trim: If it is deficient or does not comply with your requirements, please contact: please requirements,your with comply not does or deficient is it If Live: 75 Helvetica Bold, Helvetica 65 Helvetica Bold, Helvetica 75 D.Seymour 10mm 303mm x 426mm 297mm x 420mm 287mm x 410mm Spread–4-Color–Bleed ATMto Guide Eurocontrol 2012 55% BOEG_BCAG_ATM_5582M_J 2/8/12 Client: PUBLICATIONNOTE: Boeing Material for this insertion is to be examined carefully upon receipt. upon examinedcarefully be to is insertion forthis Material Job Number: Job Cyan Guideline for general identification only. Do not use as insertion order. insertion as use not Do only. identification forgeneral Guideline 426mm Bleed 426mm 21/02/2012 08:55 Magenta BOEG_BCAG_ATM_5582M_J 420mm 80CnuyPr at ut 01 o nee,C 90067 CA Angeles, Los 1011, Suite ParkEast, Century 1880 Product: Yellow rim Tr Account Executive: Account Creative Director: Creative TrafficManager: Print Producer: Print 410mm Live 410mm Commercial Airplane Company Airplane Commercial Proof Reader: Proof Digital Artist: Digital Art Director: Art oyWriter: Copy Black r Buyer: Art Vendor: Print Production at 310-601-1485. at Production Print Client: Legal: GCD: Schawk .Serchuk P. TraciBrown Boeing McAuliffe D. Serchuk P. Alexander J. Serchuk P. Date/Initials Approved Bleed Trim Live r a ATMmake help transformation to qualified uniquely and committed fully is Boeing globe. the aroundenvironment impr for essential is (ATM)management Transformingtraffic system air the eality . It’ s the right time and Boeing is the right partner.right the is Boeing and time right the o ving safety,the ving and efficiency 303mm Bleed 297mm Trim 287mm Live Scale: 1.0" = 1" = 1.0" Scale: 10mm Gutter 10mm 55 5100 75 50 25 0 3C 4C 41M 50C 41Y 50K Client - Frontline Communications Partners Job # - 124484 Ver. - AD01 - Ver. 124484 - # Job Partners Communications Frontline - Client Production Artist: Production Output printed at: printed Output Space/Color: Frontline Communications PartnersCommunicationsFrontline file Name: file Gutter: Media: Bleed: Fonts: Date: Trim: If it is deficient or does not comply with your requirements, please contact: please requirements,your with comply not does or deficient is it If Live: 75 Helvetica Bold, Helvetica 65 Helvetica Bold, Helvetica 75 D.Seymour 10mm 303mm x 426mm 297mm x 420mm 287mm x 410mm Spread–4-Color–Bleed ATMto Guide Eurocontrol 2012 55% BOEG_BCAG_ATM_5582M_J 2/8/12 Client: PUBLICATIONNOTE: Boeing Material for this insertion is to be examined carefully upon receipt. upon examinedcarefully be to is insertion forthis Material Job Number: Job Cyan Guideline for general identification only. Do not use as insertion order. insertion as use not Do only. identification forgeneral Guideline 426mm Bleed 426mm Magenta BOEG_BCAG_ATM_5582M_J 420mm 80CnuyPr at ut 01 o nee,C 90067 CA Angeles, Los 1011, Suite ParkEast, Century 1880 Product: ATM Guide.indd 3 Yellow rim Tr Account Executive: Account Creative Director: Creative TrafficManager: Print Producer: Print 410mm Live 410mm Commercial Airplane Company Airplane Commercial Proof Reader: Proof Digital Artist: Digital Art Director: Art oyWriter: Copy Black r Buyer: Art Vendor: Print Production at 310-601-1485. at Production Print Client: Legal: GCD: .Serchuk P. Schawk .Serchuk P. .McAuliffe D. Alexander J. Boeing Serchuk P. TraciBrown Date/Initials Approved Bleed Trim Live r a ATMmake help transformation to qualified uniquely and committed fully is Boeing globe. the aroundenvironment impr for essential is (ATM)management Transformingtraffic system air the eality . It’ s the right time and Boeing is the right partner.right the is Boeing and time right the o ving safety,the ving and efficiency 21/02/2012 09:01 ARINC_Skyways_January_2012.pdf 1 12/01/2012 12:11 Skyway 5

Managing Editors Contacts Lucia Pasquini, Catherine De Smedt Lucia Pasquini Editor Managing Editor Scan the code and Philip Butterworth-Hayes E: [email protected] download a copy T: +32 2 729 34 20 of Skyway. Production Editor F: +32 2 729 91 98 Paula Field Philip Butterworth-Hayes Design Editor thePAGEDESIGN E: [email protected] T: +44 1273 724 238 Advertising F: +44 1273 720 735 Tim Henderson, Media 7

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For more information and to receive a free copy of Skyway, please contact the Editor Philip Butterworth-Hayes or Natalie Cleur, Director, Media 7 UK Ltd Tim Henderson Managing Director, Media 7 UK Ltd This document is published on behalf E: [email protected] of EUROCONTROL by PMI Media Ltd T: +44 20 3286 4925 and Media7 Ltd in the interests of exchange of information. Natalie Cleur Client Director, Media 7 UK Ltd EUROCONTROL Cover image: Andy Potts E: [email protected] 96, rue de la Fusée, Internal imagery: Airbus, ATR, Euro ghter, T: +44 20 3239 0732 1130 Brussels, Iberia, ICAO, iStockphoto, London Oxford 2 Dyers Buildings, London EC1N 2JT, UK Belgium airport, Naviair, Saab, shutterstock www.media-7.co.uk www.eurocontrol.int

European Organisation for the Safety of Air Navigation (EUROCONTROL) July 2012. All rights reserved. The entire contents of this publication are protected by copyright. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means electronic, mechanical, photocopying, recording or otherwise, without the prior permission of EUROCONTROL. The reproduction of advertisements in this publication does not in anyway imply endorsement of their content by PMI Media Ltd and Media 7 or EUROCONTROL. The views expressed in the articles are those of the authors and do not necessarily re ect the o cial position or policy of EUROCONTROL.

Summer 2012 | www.eurocontrol.int HR_C30440.009_Thales_ATM_Skyway_Jun12_297x210_v2_ATM 01/06/2012 12:29 Page 1

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NUMBER 57 | SUMMER 2012

EDITORIAL 26 Finding room for  ghters to train VIEWPOINTS

9 Future success will depend on 32 Opening the sky to unmanned 69 Greater clarity required on better connections – between air vehicles costs and bene ts people and computers Simon McNamara, Deputy Director Bo Redeborn, Principal Director ATM 36 Route charges: how they came General of the European Regions about and what’s new Airline Association

WAYPOINTS 42 Reducing  ow management 72 Single European Sky - can the restrictions on tra c airlines hope for the best? 13 EUROCONTROL forecasts a 1.7 per cent Athar Husain Khan, acting Secretary decline in ights in 2012 46 Collaborative environmental General of the Association of London Heathrow becomes  fth management goes viral European Airlines (AEA) CDM airport Continuous descent operations in use 52 ARTAS brings clarity to surveillance 74 We are concerned with the slow at over 80 European airports progress on FABs Montreal hosts 12th air navigation 56 Data link is key to more predictable Pedro Vicente Azua, Chief conference  ight trajectories Operating O cer of the European EUROCONTROL News in brief Business Aviation Association (EBAA) 60 New ways of capturing real safety data

FOCUS 63 Airspace users at the heart of de ning the future ATM system TAIL END 16 There will be a very, very di erent ATM system in 2020 66 Improving network connections 78 Calendar of events 78 Advertising index 22 Europe’s  rst performance review period targets airspace capacity and cost

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EDITORIAL FUTURE SUCCESS WILL DEPEND ON BETTER CONNECTIONS  BETWEEN PEOPLE AND COMPUTERS

Air tra c management (ATM) amounts of time in close dialogue person, as well as computer-to- organisations have a tradition with aircraft operators of all types computer. of doing some things very well so that we can fully understand Some of the most important and other things not quite well the priorities they set for their challenges we face in enough. di erent operations and how implementing a new ATM It is understandable that – these can be accommodated system for the continent because our core competencies within the future ATM system. involve a complex balance of are focused on the very complex The transparency of decision- interests. These can only be task of creating an ATM system making based on accurate and properly addressed when airport which is predominantly safe timely data shared between us operators understand how tower and increasingly cost-e ective, all could well be the catalyst to a controllers see the world, when e cient and environmentally new type of relationship between tower controllers understand the responsible – in the past we have Europe’s infrastructure providers priorities of aircraft operators and not spent enough time really and their aircraft operator how everything connects. For exploring all the ways in which customers. This is certainly a key example, when an airline decides we could use our capabilities to priority for EUROCONTROL and in to save fuel by employing single- support our customers. the pages of this issue of Skyway engine taxiing from the runway governments have agreed there This is changing. In fact, we are highlighting some of the to the terminal this could mean will have to be an element of with the onset of the Single unique data sets the Agency is good news for the airline and the consolidation of ATM systems and European Sky (SES) performance developing. These will not just airport – it will be less noisy and equipment. scheme, collaborative decision measure the performance of the less noxious – but it might not And on a purely tactical level, making, the business and ATM system across a range of be quite such good news for the aircraft operators and ANSPs mission trajectories as de ned areas but will provide airspace ATC system, as it could slow down will sometimes need to take a by the SES ATM Research (SESAR) users with essential tools they will tra c throughput on the apron decision to improve the overall programme and a host of other need to implement, for example, and taxiways, adding to overall performance of the network initiatives which will involve all e ective environmental mitigation congestion levels, fuel burn and which will involve a commercial aviation stakeholders, we are on policies. emission levels. loss to their own operation. This the edge of a new era of much Here’s the real challenge. We explored this issue in depth is a sensitive and complex area, closer collaboration between Automation is a vital element in our article on developing made even more complicated the operational departments of in improving the network but new strategies to achieve our with the addition of military air navigation service providers it will only be truly e ective if environmental targets. aircraft operators in the system. (ANSPs), airports and aircraft we combine this with a more The future will require some The only solution is to operators. collaborative approach to  nding delicate negotiations. Many understand each other’s concerns This will go much further solutions to common problems at airlines and ANSPs will be much better than we do today. than sharing a common set a personal level. A seamless, gate- reticent about re-equipping with Without that we will simply not of data. It will mean that we to-gate ATM system will only work expensive new technologies be able to fully optimise the new really start to understand each if we agree not just the methods when not all the cost-bene t technologies and processes we other’s businesses and this will of communication but the analyses will show a clear and are committed to introducing take ATM organisations such as fundamental principles behind substantial positive outcome in over the next few years. EUROCONTROL into relatively which common decisions are the  rst three years. unchartered territory – which will reached. This will involve talking If we are to meet the Bo Redeborn require us to spend increasing more to each other, person-to- performance targets that our Principal Director ATM

Summer 2012 | www.eurocontrol.int 10 Advertisement feature

Aena encourages the use of PENS in Spain

ATM related services, has pushed the deployment of PENS in Europe by means of its active participation in the PENS governance structure (the governance body: PENS Steering Services Group, PSSG, and the technical consulting one: PENS Users Group, PUG), carrying over tests involving different partners (DFS, DSNA, Eurocontrol, NATS) and different services (AMHS, FMTP and Surveillance) and pioneering the migration of operational services to the Pan-European network . Aena has also been deeply involved ENS (Pan-European European Sky Implementing in the SESAR activities mainly Network Services) is a joint Rules (i.e.: FMTP) related to the Ground/Ground- PEUROCONTROL/ANSP-led n Enabler of SWIM-based SWIM backbone project, which has initiative aimed to provide a common application environment. also validated PENS to provide VoIP IP-based-network service across the n Enabler of VoIP communication communication services. European region covering voice and systems. Additionally, EAD and CFMU data communication related to ATC/ n Provide a test platform to services, which are supported by PENS ATM services. SESAR for the evaluation to connect their main sites to the Its major goal is to provide efficient and validation of different remote clients throughout Europe, are communication facilities to existing ATM work packages. respectively already fully operational applications as well as be compliant in Aena since end of 2010, and under with the new requirements emerging The initial contract to provide PENS migration process. from SESAR definition of future Air backbone services has been jointly On top, Aena facilitates the PENS Traffic Management concept, signed by a group of European ANSPs networking solution within Spain to mainly SWIM-like services. and Eurocontrol with SITA in October, the PENS CFMU customers by means PENS feasibility has positively been 2009, for a seven years period. of its highly advanced aeronautical evaluated taking into account the Aena, with a vast experience in data network, REDAN. benefits provided: IP-based communication for ATC/ n Overall cost reduction in communication. n Support ANSP in the migration from legacy communication infrastructure to the new IP-based one for applications like AMHS, OLDI/FMTP and surveillance. n Support ANSPs in complying with some of the Single

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WAYPOINTS

EUROCONTROL FORECASTS A 1.7 PER CENT DECLINE IN FLIGHTS IN 2012

The latest two-year  ight States have exceeded the previous the very uncertain economic ›forecast (2012–2013) from forecast and been revised upwards. outlook and high fuel costs mean EUROCONTROL’s Statistics and In 2013 there will be signs of that many aircraft operators are Forecast Service (STATFOR) shows a weak recovery (1.6 per cent exhibiting considerable caution a 1.7 per cent decline in  ights for growth, ±0.9 per cent), a slightly in their immediate future plans, 2012, though downside risks loom higher rate than in the February cutting or freezing  ight growth increasingly large. Since February, forecast. However, this growth while exploring with renewed the downside economic risks for remains below historical trends, vigour opportunities for either Europe have increased signi cantly and implies a return only to around improving yield or cutting costs.” in likelihood, with renewed 2011 tra c volumes. The report also notes that problems in Greece, Spain and The most recent analysis several airlines have ceased THE GREEN elsewhere. These risks have not (available at http://www. trading – Spanair, Malev, Air Poland, been translated into  ights for this eurocontrol.int/sites/default/ Cimber Sterling and Skyways CONNECTION revised  ight forecast. les/content/documents/o cial- Express. “For the rst part of 2012 At a European level STATFOR documents/forecasts/two-year- European tra c remained at lower › The Green Connection is predicting that 2012 will see  ight-forecast-2012-2013.pdf) levels than 2011, averaging around project, led by LFV of 1.7 per cent (±0.8 per cent) fewer reports that “Oil prices have fallen 2.3 per cent lower than last year’s Sweden with partners  ights across Europe than 2011. back in recent weeks but remain gures,” said the forecast. Swedavia, SAS, GE and This is a downward revision of 0.4 historically very high. Although The forecast will next be Rockwell Collins, has percentage points, although some load factors also remain high updated in September 2012. demonstrated “signi cant savings in fuel and emissions under the Atlantic interoperability Initiative LONDON HEATHROW BECOMES to Reduce Emission (AIRE) initiative partially nanced FIFTH CDM AIRPORT by SESAR.” Flights carried out so far show savings of London Heathrow has become airport partners at the same time, approximately 220-360 lbs ›the fth airport in Europe to so allowing them to make properly (100-165 kilos) of carbon implement Airport Collaborative informed decisions in context. dioxide emissions per  ight. Decision Making (A-CDM), after The FUM messages provide The rst  ight was carried Munich, Brussels, Frankfurt and CDM airports with an accurate out on 15 December 2011 Paris Charles de Gaulle. estimated landing time of arriving and the project concluded The A-CDM trials between  ights, improving the planning of at the end of May 2012 with Heathrow Airport and the the subsequent outbound  ights. an estimated 100  ights Network Manager Operations Heathrow has implemented between Gothenburg Centre (NMOC) were successfully A-CDM well before the Olympics Landvetter and Stockholm- conducted during April and Update Messages (FUM). in London this July as thousands of Arlanda Airports. SAS May 2012. As of 30 May 2012, The DPI messages give the extra aircraft  ights are expected to Scandinavian Airlines Heathrow Airport CDM became NMOC accurate situational head to the southeast of England carried out the  ight trials fully operational and is now fully information sent automatically and other parts of the UK at that using their Boeing 737 NG integrated into the network. from the airport’s Collaborative time. aircraft, TrueCourse FMS Automatic data is exchanged Decision Making (A-CDM) systems For more information please and onboard data link between Network Ops and and the real-time  ight data visit: (see: http://www.eurocontrol. connections supplied by Heathrow via Departure Planning prior to take-o . This accurate int/news/heathrow-becomes-5th- Rockwell. Information (DPI) and Flight information is displayed to all the cdm-airport).

Summer 2012 | www.eurocontrol.int 14 Skyway

WAYPOINTS

NEWS IN BRIEF CONTINUOUS DESCENT › EUROCONTROL has identi ed space weather as a potential OPERATIONS IN USE AT problem for Europe’s ATM system, as it is capable of disrupting aviation’s communications, navigation and surveillance OVER 80 EUROPEAN AIRPORTS systems. Space weather – solar activity and solar wind in the magnetosphere, ionosphere and thermosphere – can a ect Over 80 European airports harmonised support tools for the performance and reliability of both space and ground- ›now o er some form of controllers, which will ensure lateral based technology. Satellites, radio communications and even Continuous Descent Operations and/or vertical segregation without electrical power grids can be damaged by space weather such (CDO) – a  exible continuous impeding the optimum pro le. as solar eruptions which can a ect the earth and are more likely descent and approach  ight path The EUROCONTROL CDO to occur during or just after periods of high solar activity. that delivers major environmental implementation team is working › From 17:00 UTC on Wednesday 25 April 2012, Mode S and economic bene ts without with stakeholders (ANSPs, aircraft implementation in Europe moved to the next stage by any adverse impact on safety manufacturers and aviation extending the number of  ights that use downlinked aircraft – for some or all of their daily industry associations such as identi cation to be identi ed by air tra c controllers. A operation. The initial target of IATA, ERA, ACI and CANSO) to signi cant number of  ights landing at, and departing from, this collaborative e ort was to maximise those bene ts which major airports and aerodromes in mainland Europe will now see CDO adopted by at least 100 are achievable in the current ATM be identi ed by the aircraft’s own automatically downlinked ECAC airports by December 2013. framework. They also support aircraft identi cation and will no longer require a discrete However, the momentum has the facilitation of more advanced SSR transponder code, but a common Mode S conspicuity been such that this target has been CDOs that will result from the transponder code (A1000). SSR transponder codes are a nite revised upwards to at least 200 deployment of future ATM tools source (there are only 4,096 of them) and over the years it airports by end 2014. and procedures. has become increasingly di cult to ensure that a su cient number of codes are available during tra c periods in some The Network Operations Plan At Stockholm-Arlanda Airport, areas of Europe. Downlinked aircraft identi cation is a feature 2012-2014 foresees the evolution for example, CDOs have been of modern surveillance techniques, namely Mode S Elementary of CDO in that its use will become in operation since 2009. A new Surveillance, ADS-B and Wide Area Multilateration (WAM). more widespread, used for longer RNP-AR approach procedure was (in hours of operation) and from introduced in 2010 for Arlanda’s › On 23-24 April 2012, a seminar and workshop on ATM higher levels (the ultimate aim runway 26, resulting in a much security oversight by National Supervisory Authorities took being from Top of Descent). This shorter route. As compared with place in Dubrovnik, organised by the Croatian Civil Aviation will be achieved by changes to ordinary green  ights, the curved Authority with support from EUROCONTROL. “The achievement the airspace architecture and green approach shortens the  ight of an appropriate level of security in ATM is very important the widespread availability of path by over 20 kilometres. for the global and European aviation community in order to protect passengers and goods from exposure to any unlawful interference such as criminal or terrorist attacks,” stated Omer Pita, Head of the Croatian Civil Aviation Agency. The event was EUROCONTROL WIN attended by EUROCONTROL (represented by Mr Luc Tytgat, Director Single Sky), NATO, representatives of the civil aviation AWARD AT EBACE 2012 authorities from nine states in the region as well as the Croatian Ministry of Maritime A airs, Transport and Infrastructure and During the opening day of the 12th Annual the Croatian Ministry of Defence. European Business Aviation Convention & Exhibition (EBACE2012), David McMillan, › On 15 May 2012 EUROCONTROL’s Maastricht Upper Area EUROCONTROL’s Director General, and Control Centre (MUAC) controlled its ve-millionth  ight – KLM Don Spruston, Director General of the 577 from Amsterdam to Abuja, Nigeria – with its trajectory- International Business Aviation Council based  ight data processing system (FDPS), introduced in (IBAC), were presented with the 2012 December 2008. MUAC’s FDPS provides a landmark technology David McMillan European Business Aviation Award by the base for e cient cross-border air navigation services in one of was honoured for European Business Aviation Association Europe’s busiest and most complex airspaces, requiring system outstanding service to the business (EBAA) and National Business Aviation performance of the highest standards. aviation industry Association (NBAA).

Summer 2012 | www.eurocontrol.int Summer 2012 | www.eurocontrol.int Skyway 15

MONTREAL HOSTS 12TH AIR NAVIGATION CONFERENCE

The International Civil Aviation ›Organisation (ICAO) will hold the 12th Air Navigation Conference (AN-Conf/12) in Montreal, from 19-30 November 2012 with participation of its Member States and invited international organisations. The AN-Conf/12 will address the latest version of the Global Air Navigation Plan. This plan draws heavily on the aviation system block upgrades that were introduced to the international community at the Global Air Navigation Industry Symposium (GANIS). The block upgrades comprise various operational improvements aimed at harmonising and improving ICAO’s air navigation commission meeting in Montreal the e ciency of the Global Air ICAO Navigation System. to achieve a harmonised As the future aviation system is international e orts to achieve To aid in the harmonisation the global air navigation system for expected to be planned from global aviation operability - block upgrades are supported by international civil aviation and ’airport to airport‘ the AN- EUROCONTROL, the European roadmaps for communications, to direct the opportunities in Conf/12 will include through Aviation Safety Agency, the navigation and surveillance as technology and maturing work put targets for security and European Commission and the well as information management programmes toward common performance targets for the SESAR Joint Undertaking – will and avionics. The purpose of the global objectives. environment as they have an play a key role at the AN-Conf/12 AN-Conf/12 is to gain consensus, This Conference will de ne important in uence on the air and they will have a joint stand obtain commitments and the planning horizon for the navigation system. during the three-day exhibition formulate recommendations next ten years. The key European actors in the on 19-21 November. EUROPEAN ATM MASTER PLAN UPDATED The SESAR JU handed over the nal from all air transport sectors gathered draft of the European ATM Master in the Master Planning Group. Plan Update to the members of its The European ATM Master Plan Administrative Board on 10 May serves as roadmap for driving the 2012. This revision is the result of an modernisation of the ATM system intensive six months update campaign and connecting SESAR research and involving about 30 representatives development with deployment.

Summer 2012 | www.eurocontrol.int 16 Skyway

Summer 2012 | www.eurocontrol.int Skyway 17

FOCUS THERE WILL BE A VERY, VERY DIFFERENT ATM SYSTEM IN 2020 t is 0730 hours on 21 June, 2020, airline is running slightly ahead Philip Butterworth-Hayes looks Iand the captain of  ight DE367 of its emissions trading scheme at how aircraft operators will bene t from Cologne to Barcelona is busy (ETS) permit schedule, so she clicks in her hotel room, ling a  ight the environmental performance in the short and long term from plan for the rst trip of the day. priority button and within the work underway to introduce She plugs her electronic  ight seconds the EUROCONTROL  ight genuine performance-based air planning device (EFPD) into her plan computer has given her a tablet computer – accessing preferred routing. tra c management concepts simultaneously the airline She looks at the routing she has throughout the European continent. operations and EUROCONTROL been o ered – it takes her some Network Manager  ight way north of the shortest available planning systems – weighing track and at a speed slightly slower up the options before her. than the usual cruising speed, but She can prioritise speed, cost, this allows her to exploit some environmental performance or of the strong winds which are an optimised mix of all three; her blowing across the continent Q

Summer 2012 | www.eurocontrol.int 18 Skyway

Q today and will save her 0.253  ight information databases are for 15 years and we have now tonnes of fuel. It will also add ve updated with the new timings. introduced it – in a limited minutes to the journey time and The late passengers board and format – in Portugal, Denmark, a small increase in navigational within a few minutes the aircraft Sweden, Ireland and Maastricht. charges over the cheapest moves silently away from the gate, It’s important to note that this is possible rate – but as there are with just the slight hum from the also consistent with the SESAR no connecting  ights to factor electric nose-wheel driver motors. operational concept.” in and the rate rise is minimal, This is what  ight operations So by 2020, volcanic eruptions “The most signi cant on balance, this is an acceptable should look like in 2020, when and unpredicted weather events change will be the compromise. She clicks ’accept‘ all the current EUROCONTROL aside, there will be no holding and goes downstairs to breakfast.  ight planning and operational patterns, no en-route delays full deployment of In the cockpit she plugs the initiatives are mature. Added to and no xed routes. There will performance-based EFPD into the aircraft’s  ight other procedural and technical be fewer sectors to  y through management system (FMS). She changes underway at the Agency, – thanks to the formation of navigation (PBN).” has been given a push-back time the aircraft operator’s experience functional airspace blocks (FABs) Bo Redeborn of 1038 and a touch-down time of the ATM system will be – fewer ATC centres and a single of 1159. Today the aircraft will completely transformed from that set of procedures and regulations be  ying with 30 per cent bio- of today. to which airspace users will have fuel mix, which, with the ’green “The most signi cant change to comply. route‘ prioritisation will bring the will be the full deployment of aircraft’s emissions performance performance-based navigation level to the required standard. But (PBN),” according to Bo there have been tra c jams on Redeborn, Principal Director the main approach road to the ATM at EUROCONTROL. The airport and two of her passengers Agency is currently drafting are late boarding. She calls the a rule on advanced required  ight dispatch o cer who locates navigation performance (RNP), the passengers, via their Galileo incorporating many PBN mobile phone transponders, in concepts for en-route, terminal a long queue for security; they and approach environments. are given a fast track priority but “This will allow closer routes, it will still take them another ten more direct routes and much minutes to board the aircraft. more widespread application The pilot reprograms the FMS of free route airspace,” said Bo with an updated departure time Redeborn. “There will almost request. The airport operations always be an opportunity for a computer gives her only a continuous descent operation slight delay in taxi time but (CDO) from top of descent down the EUROCONTROL Network to the runway threshold and the Management operations system normal procedure will be to have shows that if she followed the a continuous climb departure original route she would  y operation. The start-up time and into a military restricted area waiting for clearances will be which is being expanded for largely reduced. There will be a By 2020 the regulatory map three hours for a critical training more precise sequencing system of the European ATM system mission. Within a few seconds from engine start-up, so you will have also radically changed. the EUROCONTROL computer won’t have to sit at the end of the “In 2020 there will also be fewer has identi ed a new route, again runway waiting for take-o . There regulators and consolidated prioritising the environmental will be a more time-ordered  ow regulations,” said Luc Tytgat, performance, but increasing and also gates will be available Director of the Single Sky the cruise level 2000ft over the after you have landed and you Directorate within EUROCONTROL. military airspace. have shortened the bu er you “Regulators will nd it appropriate A new take-o and landing- need for taxiing. to work more and more together, time is calculated, accepted, “EUROCONTROL has been to consolidate their legal and the airport, airline and ATM working on free route airspace obligations and move towards

Summer 2012 | www.eurocontrol.int Skyway 19

a consolidated capability of criteria to be imposed by law is retro t programme will be in scheme e ect,” said Luc Tytgat. oversight of the service providers. half the package of criteria to be this timeframe is hard to tell,” “We will have to reduce the cost We will see fewer regulators implemented in the next phase. says Bo Redeborn. “We have of ATM in Europe and that will because we will also have fewer So it’s capacity and cost today and today a little over 50 per cent of lead naturally to consolidation.” service providers. Providers will from 2015-2019 it will be capacity, aircraft that are capable of  ying “When States are poorer there start to cooperate, coordinate and cost, environment and safety. By these kinds of procedures. The are fewer funds for infrastructure some will even integrate.” law you start to induce a change cost bene t analysis is pretty improvements,” said David Marsh, The vision is clear – but as of attitude in how you use your convincing for advanced RNP Head of Forecast and Tra c any EUROCONTROL employee airspace.” and there is unanimous support Analysis at EUROCONTROL. “Until or airline operations expert will Bo Redeborn believes there for developing a mandate.” now, transport funding from the con rm, the real challenges will are three technical key enablers EUROCONTROL would like to European Commission has been be to move from where we are – new infrastructure in the shape see such a mandate in force by largely ground based but now the now to this vision of a perfectly of global navigation satellite 2018 – the ultimate bene ts from amount available for aviation is coordinated ATM future. There systems such as enhanced GPS these procedures will come when increasing.” is, however, a growing amount (Global Positioning System) and everyone can  y them. But the consequences of the of evidence to suggest that Galileo; new procedures, which, If anything, the economic economic pressures in Europe economic pressures, a new for example, will allow for parallel problems which are bearing could push governments to even political dynamic and market curved operations into and out down so heavily at the moment further radical solutions. In the forces are all driving the European of airports, accommodating on aircraft operators and longer term, beyond 2020, “you can start thinking about business trajectories and how ANSPs can interact, with DFS, for example, managing all of Lufthansa’s business trajectories across Europe, from gate to gate,” said David Marsh. Recent institutional changes have meant that EUROCONTROL, as the Network Manager, now sits in the driving seat when it comes to helping set up the right institutional framework to introduce these new systems and procedures across the continent. The European Commission sets the rules; EUROCONTROL is working on turning the strict legal text into a real change in ATM culture, where there is a new consensus between all the actors on sharing data. The good news is that collaboration between aircraft operators, ATM system at unusual speed multiple CDOs without reducing governments are likely to ANSPs, airports and the Network towards the PBN vision. capacity; and greater capability in accelerate progress towards a Manager has already delivered “Change happens by conviction the cockpit, with enhanced data more performance-driven ATM some quanti able performance or by law; here you need both,” quality and more comprehensive system, both at institutional and improvements. says Luc Tytgat. “States must FMS databases. operational levels. With ANSPs “We have seen a very positive implement the legislation but There will be costs associated having to perform to clear targets e ect already from airport here the Network Manager, with equipping, or re-equipping on safety, delay reduction, cost collaborative decision making via the performance scheme, aircraft with compliant improvements and environmental (A-CDM),” said Bo Redeborn. has introduced a step-by-step technologies, but they are unlikely impact they will have little choice “There’s nothing fancy about this approach. So, for example, we to be prohibitive. but to nd savings through – everybody understands the are now in the preparatory “There will be retro t costs rationalising their FAB operations. full picture, with the same set phase of the scheme where the for sure but how extensive the “We will have the performance of information and takes Q

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all nine have seen three years of decline and four years of growth. “Average  ight distances are increasing as short haul services decline. The strength is in the long haul,” added Marsh. However, that still leaves Europe with its perennial problem of a concentration of tra c on a handful of heavily congested hubs, unable to grow airside capacity to meet future tra c demands. But the future ATM system is being developed now to provide more capacity at airports where new runways are an unrealistic option.

Boeing “We are looking now at the way Q necessary decisions to “The military wants to be a we deal with wake turbulence, optimise the performance of the part of it,” says Luc Tytgat. “They working with the FAA and within whole system. The cost to do need bigger training areas, which the framework of SESAR, at this is relatively marginal and the will mean negotiating with the dynamic models of separation bene ts are great and this has civil side. They would also like to based on real wake occurrences. encouraged everyone to apply bene t from a reduction in fuel In many cases we see a potential this model far more widely. We’ve burn – they use a lot of fuel  ying of an increase of three or four had a form of this CDM within to and from training areas and movements an hour on a busy the Network Operations room; if if civil controllers can help them runway by using new procedures there’s a constraint on the route with some direct routes they will to address wake. In a way this is we try to nd alternative solutions save money.” the low-hanging fruit for us,” said such as delay your departure, take In many ways the high- Bo Redeborn. another route or change your level tra c demands on the “The better predictability of the  ight level. More and more airlines ATM system in 2020 will not system in 2020 will be a full order High Precision, Low Investment are choosing to take a delay to be as demanding as earlier of magnitude better than the choose the most optimum route forecasts predicted. One of the predictability of today. The idea EGNOS, the European Geostationary Navigation Overlay • Efficiency: Cost effective alternative to ILS CAT I, with pro le. ” consequences of the recent of loading an extra 800kg of fuel Service, was certified for civil aviation in March 2011. decision height down to 250ft (APV-I) free of charge. With a more holistic approach economic problems has been a into a Boeing 737 because you are It will improve air navigation both en route as well as during Airlines can reduce delays, diversions and cancellations to  ow management being reduction in demand for air travel.  ying into a congested airport and landing. due to bad weather. Other ground navaids can be phased adopted at a human level and the “Our forecast is for relatively “The strength is you may have to race to meet the out, reducing landing fees eventual arrival of system wide small growth – by 2020 we in the long haul.” slot you have been given will no EGNOS enhances: information management (SWIM) will probably be handling 12.3 longer apply,” said Bo Redeborn. • Sustainability: More precise and shorter approaches David Marsh • Accessibility : More airports can be reached with a CAT technology planned for the later million  ights a year, which is a “The strength of EUROCONTROL result in less fuel consumption, CO2 emissions, and noise. years of this decade, airports, 26 per cent increase over 2011,” is that we know the network,” I-like approach - including non-ILS equipped airports in ANSPs and aircraft operators said David Marsh. “This means said Luc Tytgat. “We know all the challenging topographies or in bad weather. EGNOS-enabled receivers are widely available due to WAAS compatibility. The EGNOS signal may be used for approaches will be coordinating activities at an average growth rate of less routes and the push-back times. • Safety: Improved situational awareness will reduce the using a certified receiver, FMS and SBAS procedure. wider and deeper levels than ever than three per cent a year for IFR We know when the operator is occurrence of Controlled Flight into Terrain. before.  ights, including military  ights. playing with time of departure, “Fewer and fewer constraints But within this picture there will and, via CDM, we will know the www.egnos-portal.eu will appear as surprises to be a great deal of variation. For impact on the network of the aircraft operators; in 2020 the example, Istanbul is the sixth “In 2020 there will also pilot deciding to wait for the last constraints will be known well busiest city today in terms of remaining passengers. The airlines in advance and there will be aircraft movements but is likely be fewer regulators can call directly the Network plenty of opportunities to choose to be the third busiest by 2020. and consolidated Manager for all available options. If alternatives,” says Bo Redeborn. Of the biggest ten airports now the airlines are paying their route And it’s not just airlines who will all but one have grown relatively regulations.” charges this will be part of the bene t. little over the last seven years – Luc Tytgat service.” It’s there. Use it. Precise navigation, powered by Europe

Summer 2012 | www.eurocontrol.int High Precision, Low Investment

EGNOS, the European Geostationary Navigation Overlay • Efficiency: Cost effective alternative to ILS CAT I, with Service, was certified for civil aviation in March 2011. decision height down to 250ft (APV-I) free of charge. It will improve air navigation both en route as well as during Airlines can reduce delays, diversions and cancellations landing. due to bad weather. Other ground navaids can be phased out, reducing landing fees EGNOS enhances: • Sustainability: More precise and shorter approaches • Accessibility : More airports can be reached with a CAT result in less fuel consumption, CO emissions, and noise. I-like approach - including non-ILS equipped airports in 2 challenging topographies or in bad weather. EGNOS-enabled receivers are widely available due to WAAS compatibility. The EGNOS signal may be used for approaches • Safety: Improved situational awareness will reduce the using a certified receiver, FMS and SBAS procedure. occurrence of Controlled Flight into Terrain. www.egnos-portal.eu

It’s there. Use it. Precise navigation, powered by Europe 22 Skyway

FOCUS EUROPE’S FIRST PERFORMANCE REVIEW PERIOD TARGETS AIRSPACE CAPACITY AND COST hen the European Xavier Fron says: “We are moving target to reduce en-route delay to Member States face WCommission (EC) proposed from target setting to delivery and 0.5 minute per  ight on average legally binding targets a Single Sky for Europe, the the regulations are quite powerful. in 2014. The best performance to legislation set out to deliver “more If States do not deliver on capacity date was 0.9 minute per  ight in for capacity and cost performing and sustainable or  ight e ciency, the Commission 2009. “This is extremely ambitious,” e ciency performance aviation.” All  ve pillars of the can request application of explains PRU Senior Manager Single European Sky (SES) are corrective measures.” The PRB François Huet. “We wanted to improvements,  ight expected to converge towards estimates airspace users will save reverse the trend and bring e ciency performance delivering more performance well in excess of €2 billion during delays much closer to optimum.” being for the  rst while preserving and improving the  rst reference period. He adds the tra c downturn safety. The initiative took a major The PRB draws on the PRU’s may help, and underlines most reference period in step forward in 2012 with the start many years of experience in individual performance plans are the hands of the of the  rst performance review reviewing performance for the in conformance with this goal. period (RP1) 2012-2014. For the Performance Review Commission EUROCONTROL’s appointment Network Manager.  rst time, Member States face (PRC) on behalf of EUROCONTROL. as Network Manager will also By Jennie Beechener. legally binding targets for capacity The PRC was designated the PRB contribute to improvements. and cost e ciency performance in 2010. The EU-wide performance Meanwhile, RP1 sees a improvements,  ight e ciency targets for RP1 were adopted paradigm change in the area performance being for the  rst by the European Commission in of cost-e ciency. Prior to reference period in the hands 2010 based on PRB proposals. the introduction of the SES of the Network Manager. Under Member States prepared national II regulations, there was an the scrutiny of the Performance performance plans in the  rst half automatic full cost recovery Review Body (PRB), States are also of 2011, which were assessed and mechanism which allowed States monitored in further performance revised in the second half of 2011, to recover all costs irrespective areas of safety, terminal (airports) and adopted in the  rst half of of the tra c situation. Revenue and the environment. 2012. losses due to tra c downturn Head of the EUROCONTROL Among priority areas, the were automatically carried over Performance Review Unit (PRU) Commission has set an EU-wide and recovered from users in Q

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“ANSPs now have a genuine incentive to contain costs.” François Huet

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Q the following year. Conversely, system. Huet says: “Tra c is additional revenue generated expected to be nearly  ve per by absorbing more tra c, or cent below earlier forecasts. generating economies of scale This remains within the bounds through good cost-containment of the “alert threshold”, beyond had to be returned to airspace which performance plans can be users. Huet says: “This was a revised. We live in a volatile world, rigid system that, beyond good and the scheme will need to will, o ered no incentive for accommodate such variations in ANSPs to be good managers. tra c. We had the ash cloud, the The Commission changed this Arab Spring, the Libyan war, and paradigm with a cap on costs, and the economic crisis. Less tra c a risk sharing mechanism. If tra c might make it easier to reach the goes up, the additional revenue capacity target but will cause a is shared between airspace users “We wanted to reverse of operations at and around loss of revenue for ANSPs. The and ANSP, and if tra c goes down, airports. In particular, it  nds  ights context has changed between the ANSP bears a part of the cost the trend and bring experience average delays of the moment we started work on or loss of revenue due to tra c delays much closer to almost three minutes in the arrival setting the targets and today’s downturn. ANSPs now have a optimum.” sequencing and metering area situation. This will be a useful genuine interest in containing (ASMA), the airspace within 40km stress test on the performance costs.” The target  xed for RP1 François Huet of an airport. At some airports like scheme and charging regime. The imposes a hard target to generate Heathrow, Frankfurt and Madrid performance plans may not be 3.5 per cent unit cost decrease and tested. The PRB feels con dent where runway capacity is limited, perfect, but we shall demonstrate per year, amounting to 15-16 per that it will deliver the right average delay is double the that they deliver tangible bene ts. cent over the three year period, behaviour. “We will build on the average and rising. Delay caused Now is the time to execute them and States are required to perform three indicators that we monitor by  ow management restrictions and meet the capacity and cost against their own  ve-year tra c now in order to set targets in RP2. (aircraft held on the ground until e ciency targets set for RP1. forecasts. As we make progress, we shall airspace capacity is available) is “Having tackled the gate-to- While RP1 does not include have new indicators during RP2 responsible for more than one gate ANS performance, the next safety targets, it de nes that will probably become the minute average delay and taxi-out frontier will be the performance performance indicators to basis for target setting in RP3. So time contributes 4.6 minutes per of airport operations,” says Huet. be monitored in RP1. These the progress is slow, but it is there.” departure. “We have highlighted that a lot include: “e ectiveness of safety The area where new target “RP1 is about targets for en- of delays are not due to ATM, but management”; application of setting will take e ect under RP2 route, and monitoring in the to airline and airport processes. risk analysis methodology for is terminal air navigation services. terminal area,” explains Huet. “RP2 There are many reasons that uniform risk assessment of safety The performance scheme is will extend the scope of target prevent an aircraft taking o on occurrences, runway incursions preparing the ground for target setting to the terminal areas time such as security, luggage, and airspace infringement; and setting through monitoring of and ANS at airports. Airports, ground handling and gate issues. implementation of ‘just culture’. performance indicators addressing unlike en-route, come in all The airport package presented Huet echoes the disappointment delays in taxi-out, transit in the sizes and  avours. There is more by the Commission and currently expressed by several stakeholders, terminal area,  ow management competition, the legal set up under discussion in co-decision including the social dialogue delays due to airports, as well as varies from one country to the (with the Council and European partners, against the impossibility the evolution of terminal ANS next, and one size does not  t Parliament) acknowledges to  x safety targets for RP1. He unit costs. all. We intend to learn about this the importance of the issue cites the sensitivity of the issue, The latest Performance Review during RP1 so we can set robust and suggests that the PRB of the recent extension of EASA Report (PRR 2011) published in targets in RP2. From 2015, we shall EUROCONTROL may have a role competence to ATM which March 2012 recognises airport have a complete gate-to-gate to play. From ANS performance needs to produce its e ects, capacity as one of the main performance scheme with target we would then gradually move to and the need to protect the “just challenges to future growth. setting in all areas including safety.” aviation performance, in line with culture” environment, making it Its chapter three positions ANS There are other variables the European Commission’s White complex to have access to the performance in the wider context facing the performance scheme. Paper of 28 March 2011 “Roadmap data necessary for performance of aviation performance. PRR 2011 Among these, the downturn to a Single European Transport monitoring. He also points out calls for increased focus on the in tra c levels caused by the Area – Towards a competitive and that targets cannot be set until integration of airports in the ATM recession alters the dynamics sustainable and resource e cient the indicators are deemed mature network and the optimisation and incentives built into the transport system”.

Summer 2012 | www.eurocontrol.int Cessna Aircraft UK A Division of Textron Ltd Farnborough Airport Farnborough Hants GU14 6XA Tel: +44 (0)1252 378811 www.cessna.com

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FINDING Cpl Morgan / UK MOD Crown Copyright 2012 Copyright / UK MOD Crown Cpl Morgan

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FOR FIGHTERS TO TRAIN

Military aircraft operators need more room to y more complex aircraft – EUROCONTROL’s Civil-Military ATM Coordination Division in the Directorate Single Sky is working to ensure they can be accommodated within a seamless European airspace, writes Tim Mahon.

ifth-generation combat largely due to the capabilities of the characteristics of military Faircraft, such as the Euro ghter their beyond visual range (BVR) ight in peacetime training and Typhoon, Dassault Rafale and missiles in air-to-air operations,” on operations, adds that the Lockheed Martin F-35 Lightning says Michael Steinfurth, Head of incidence of potential con ict II, present many new challenges EUROCONTROL’s Civil-Military is less than might be expected, for airspace planners. “Fifth ATM Coordination Division however, “since we are talking generation aircraft need to (DSS/CM). Michael Steinfurth, a about higher altitudes – normally operate in larger spaces, perhaps former military command pilot above ight level 280 – and the as much as 100 miles by 100 miles, with extensive experience of overall number of military Q

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the Netherlands and the United Kingdom, “with more States lining up to get involved.” According to Steinfurth’s team most operational air tra c ights (the o cial description for military ights) take place outside controlled airspace but careful coordination is needed when there is a potential con ict in requirements. While the number of overall military platforms is declining as budget cuts bite, the performance characteristics of new military aircraft bring new levels of complexity to ATM Q ights that require special States to ease the coordination operations. As a management consideration is probably around is the Local and Sub-Regional tool, LARA has been a critical two to three per cent of the total.” ASM Support System (LARA). This short term solution to resolving But with more  fth generation is an integrated software toolset the issue in advance of the results  ghters entering service, the which supports military airspace of the Single European Sky ATM “Advanced FUA de nes training challenge is likely to grow, planners in making e ective Research (SESAR) initiative. Other the areas of airspace especially as the full capability use of airspace, de-con icting key elements of the initiative have of these aircraft relies on their potential tra c issues and been the creation of the Military that may be required interaction with other platforms ensuring user safety. “The Network Liaison O cer (MILO) function for military operations, on the ground and in the air – Manager can see what is planned and the Pan-European Repository such as unmanned air systems at an early stage of the planning of Information Supporting but only activates – with which they share data on process and make determinations Civil-Military Performance those parts of it that targets and threats. and build action plans based on Measurements (PRISMIL) Service. are needed at a One important tool now accurate shared knowledge,” says The MILO function has already employed by DSS/CM and to be Steinfurth, adding that LARA is been implemented within the speci c time.” deployed by several Member already deployed in Belgium, Network Management Operations Michael Steinfurth

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Room and enables the Network With the Division now part adding “we cannot interfere in The prospect of increasing Manager to make proactive of the Single European Sky this – but we can try to harmonise use of unmanned aerial systems determinations in civil-military Directorate, Steinfurth’s team is the multiple issues to create a (UAS) by the armed forces and collaborative decision-making, working to provide a framework in ‘European military’ view, making security agencies also represents enhancing routine performance which civil and military tra c can civil-military coordination at this a challenge for airspace planners and exploiting the airspace be coordinated and integrated level possible and e cient.” and managers (see also “Opening management opportunities within a seamless pan-European Further development of some the sky to unmanned air vehicles”, provided by LARA. air tra c management system. of the existing initiatives is needed in this issue), but here again PRISMIL, which Steinfurth There are still hurdles that to realise this ambition, according EUROCONTROL has been at describes as “the only operational need to be overcome, however. to Steinfurth. Use of advanced FUA the forefront of the discussions, system in Europe capable of As EUROCONTROL has taken will o er holistic access for users, developments and forward measuring airspace management on greater responsibility for if harmonised in a process that he planning aimed at providing performance,” has already been managing the use of airspace de nes as “give a little, take a little,” e ective speci cations for established within the Belgian, – in a more or less harmonised and will capitalise on the better their deployment. The seminal French and German air forces, manner and in parallel with capabilities that the deployment of document Guidelines for Military and a number of other States an extension of the European LARA has brought to the airspace Unmanned Aerial Vehicles was are getting ready to implement Aviation Safety Agency’s management community.  rst published in 2007 and the concept within their existing updated in 2011, accompanied by airspace management structures. a safety assessment, and provided Since the 1980s EUROCONTROL the foundation for the intra- has provided its Member States European work that continues with airspace management in this sphere. services to ease coordination of In Steinfurth’s view: “The main civil and military air tra c, greatly issue is that the UAS must be able enhanced with the introduction to behave in the same manner as of EUROCONTROL’s Flexible Use a manned aircraft and controllers of Airspace (FUA) concept, which should not necessarily be able manages airspace as a single to tell the di erence between entity, allocated to users at need. them,” he says. Predictability is The implementation of FUA, the key issue here, and the ability together with the developing of a UAS to sense and avoid activities taking place under the other platforms with which it umbrella of the Single European may  nd itself sharing airspace – Sky (SES) initiative, has made unexpectedly or otherwise – is the it possible for the Agency to single largest remaining y in the support the integration of military ointment. tra c into the increasingly busy Continuing collaboration airspace over Europe on demand, with other pertinent agencies rapidly and e ciently. There are such as NATO, EASA and the still challenges to be addressed, European Defence Agency will though, and new ones rear their result in a robust and sustainable heads with surprising frequency. operational framework being “Advanced FUA de nes the Dassault Aviation established. “We are on track areas of airspace that may be (EASA) responsibilities – there “The United Kingdom has to be able to translate all these required for military operations, is a fundamental issue that been the  rst State to become considerations into appropriate but only activates those parts of it must be addressed. “There are fully operational with LARA action,” says Steinfurth. “That that are needed at a speci c time individual regulations governing and will shortly be distributing action has three dimensions – – planning a military ight or series the control and behaviour of the system to the operational standardisation, regulation and of ights is a relatively simple sovereign national aircraft for squadrons of the Royal Air Force. procedures. We will provide process, but the management of state use – including military From them, and other users, we a capable, exploitable safety airspace that may not necessarily aircraft – and States have their are already getting essential and system, able to accommodate be needed for the entire duration own airspace arrangements for very valuable feedback showing the capacity for more aircraft of of the operation requires the these aircraft. There is currently us how we can improve the all types to operate safely in our creation of exible space for the no single acceptable system- systems and further accelerate the airspace. The end game is safety,” time required,” says Steinfurth. wide de nition,” says Steinfurth, integration process,” he says. he concludes.

Summer 2012 | www.eurocontrol.int Optimal Use of Airspace The Swedish Way – through civil and military co-operation – Optimal use of airspace means that LFV Benefits History and Sweden are front runners in terms of the • Direct routes between depar- LFV was the first organisation Single European Sky initiative. This delivers ture airport and destination in the world, and still have a returns on the environment, economy and airport. unique position, to integrate safety, says Lars Håkansson, Managing Director • Access to airspace in an opti- civil and military aviation in full mal manner for all airlines. operational mode. We foresaw of LFV Aviation Consulting. • Predictability for airlines, mili- a single solution that would tary organisations and other handle the anticipated growth In Europe, large blocks of the use of Free Route Airspace and capacity. This can be dem- stakeholders. in both civil and military air airspace comprise military Sweden (FRAS) which means onstrated through the mutual • Flow control for optimal route traffic movements. exercise areas which are not that any airline can choose the use of airports, air traffic con- planning. accessible to civilian air traffic shortest flight path to a destina- trollers and airspace. • Significantly reduced Co2 The solution was to have a thus leading to long diversions. tion at cruising altitude. – Our concept contributes to emissions and sole organisation responsible LFV’s unique concept builds maximum flexibility and clearer diminished fuel consumption. for all air traffic management on a close collaboration be- This tradition of cooperation benefits for all stakeholders • Assurance that all stakehold- through one single technical tween civil air traffic control and has given LFV a unique position using the airspace, says Lars ers have sound access to system. military stakeholders, whereby from which we have been able Håkansson. the airspace now and in the LFV is the Air Navigation Ser- military ”fighter control” is al- to increase our effectiveness future. vices Provider of Sweden. It is lowed to “separate” their traffic LFV have improved airspace a state enterprise with 1 300 in relation to commercial traffic. access and responded to many employees that operates air This is coordinated through different customer needs in a traffic control services at 35 civil an active military exercise area variety of ways. Flexible use of and military airports and two which allows commercial air airspace, green flights and control centres. We have an annual turnover of 270 million traffic to pass through in a safe collaborative decision making euro and handled 705 000 and effective manner. are the keys to building an op- movements in Swedish airspace timally structured and environ- during 2011. Read more at: As a result of this collaboration mentally effective airspace for LFV has, since 2010, facilitated all users. www.lfv.se

Untitled-2 2-3 19/06/2012 09:50 Optimal Use of Airspace The Swedish Way – through civil and military co-operation – Optimal use of airspace means that LFV Benefits History and Sweden are front runners in terms of the • Direct routes between depar- LFV was the first organisation Single European Sky initiative. This delivers ture airport and destination in the world, and still have a returns on the environment, economy and airport. unique position, to integrate safety, says Lars Håkansson, Managing Director • Access to airspace in an opti- civil and military aviation in full mal manner for all airlines. operational mode. We foresaw of LFV Aviation Consulting. • Predictability for airlines, mili- a single solution that would tary organisations and other handle the anticipated growth In Europe, large blocks of the use of Free Route Airspace and capacity. This can be dem- stakeholders. in both civil and military air airspace comprise military Sweden (FRAS) which means onstrated through the mutual • Flow control for optimal route traffic movements. exercise areas which are not that any airline can choose the use of airports, air traffic con- planning. accessible to civilian air traffic shortest flight path to a destina- trollers and airspace. • Significantly reduced Co2 The solution was to have a thus leading to long diversions. tion at cruising altitude. – Our concept contributes to emissions and sole organisation responsible LFV’s unique concept builds maximum flexibility and clearer diminished fuel consumption. for all air traffic management on a close collaboration be- This tradition of cooperation benefits for all stakeholders • Assurance that all stakehold- through one single technical tween civil air traffic control and has given LFV a unique position using the airspace, says Lars ers have sound access to system. military stakeholders, whereby from which we have been able Håkansson. the airspace now and in the LFV is the Air Navigation Ser- military ”fighter control” is al- to increase our effectiveness future. vices Provider of Sweden. It is lowed to “separate” their traffic LFV have improved airspace a state enterprise with 1 300 in relation to commercial traffic. access and responded to many employees that operates air This is coordinated through different customer needs in a traffic control services at 35 civil an active military exercise area variety of ways. Flexible use of and military airports and two which allows commercial air airspace, green flights and control centres. We have an annual turnover of 270 million traffic to pass through in a safe collaborative decision making euro and handled 705 000 and effective manner. are the keys to building an op- movements in Swedish airspace timally structured and environ- during 2011. Read more at: As a result of this collaboration mentally effective airspace for LFV has, since 2010, facilitated all users. www.lfv.se

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FOCUS OPENING THE SKY TO UNMANNED AIR VEHICLES

nmanned air vehicles could “The period from now through There may be technical, regulatory and Ube ying in unsegregated 2015 is one of consolidation perceptual obstacles but proponents of European airspace as early as in which, under the auspices 2016, say some in the industry. of the European Commission, unmanned aerial systems (UAS) are convinced How big a challenge does this national regulations will be that UAS will one day appear routinely present for EUROCONTROL further harmonised and visual in European skies, writes Tim Mahon. and its partner organisations line of sight (VLOS) operations will in developing a regulatory become a daily occurrence and The question is when? framework to cater for unmanned initial integration will take place in and manned aircraft operating in some countries, like Switzerland, the same airspace? for instance. From 2016 onwards Mike Lissone is EUROCONTROL’s we will have relevant standards focal point for the UAS integration and recommended practices issue and he sees the calendar of (SARPs) in place and from 2018 events unfolding in three distinct a slow integration process will phases over the next decade. begin. This will not involve

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a tsunami of UAS suddenly continue its mission – or land safely of the spectrum for other uses “It is, perhaps, entirely logical appearing in our airspace, but to be re-launched at a later point? in an increasingly crowded that the public have this fear, there will undoubtedly be a rapid “I believe there is not a single electromagnetic environment. because the only UAS they hear acceleration, as we expect a solution that will meet all In addition to the technical about regularly are the armed dramatic growth in the demand eventualities – it’s going to be challenges, however, probably reconnaissance drones operating for light UAS once the integration more a case of developing a the greatest challenge is the in Afghanistan and elsewhere. issues are overcome,” he said. ‘system of systems’ approach to critically important one of public What they do not get to hear According to Mike Lissone, the the ‘sense and avoid’ question,” opinion. Fears over the safety of about are the statistics that show obstacles that stand in the way said Mike Lissone. unmanned aircraft operating over millions of ight hours of safe of this programme are mostly Less obvious, perhaps, though urban areas, and the associated operation in an environment technical. certainly no less critical, is the issues of invasion of privacy, fuel much more hostile than civil The most obvious is the issue issue of communications. To cater debate and discussion around the airspace,” said Lissone. He of ‘sense and avoid’ – the ability of for the safe routine operation dangers of wholesale integration points out that Japan has the UAS to replicate the human’s of UAS in airspace, where they of UAS into the air tra c had 2,000 to 3,000 remote ability to see and be seen. In an need to be integrated with management (ATM) world. controlled helicopters Q environment that is fully controlled other tra c, secure and robust by air tra c control (ATC) the communications in the form of The prospect that European skies will soon host unmanned aerial vehicles such as the EADS Advanced UAV, shown here, technology already exists to data links need to be provided. has inspired the rigorous examination of how to ensure ensure safe execution of a ight. Here the challenge is that we are that an unmanned aircraft is capable of ying as safely However ‘sense and avoid’ covers in a chicken and egg situation and securely as a manned aircraft. more than just tra c and collision as we need su cient spectrum, avoidance. It addresses issues like but regulation is not yet in obstacle clearance, meteorological place – because we do not have conditions, visual signs, distance UAS ying – to create a stronger from clouds and other possible business case for the next World hazards, such as what happens Radio Conference in 2015. when an unmanned aircraft “The challenge in making encounters an unexpected appropriate frequencies available problem in the shape of another is a signi cant one,” Mike Lissone aircraft nearby. Should the UAS said. Not least is the fact that react in such a manner as to national governments have, preserve overall airspace safety and in many cases, sold o chunks

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Launched from hydraulic or pneumatic catapults, as for the Ranger UAV shown, or taking o on a runway in more traditional style, UAS will occupy airspace at low, medium and high altitudes, according to role and mission requirements.

series of workshops we have which has to be weighed against UAS such as the BAE Systems participated in there has been their potential intrusion into the Mantis will have to operate in close proximity to and in a plan developed for just such a daily life of the populace. collaboration with manned programme,” said Lissone. Obstacles and perceptions aside, military aircraft. The privacy issue may be more what is EUROCONTROL’s current di cult to overcome. There level of activity in the UAS space? are major concerns by many of “We started the process early the continent’s citizens about in 2002, having recognised this the potential infringement of was an issue that would have privacy that UAS operated by signi cant impact. law enforcement and security “We were instrumental in agencies may cause. However, this setting up EUROCAE WG-73 with is an aspect of social development the goal to develop industry rather than technology insertion, standards. In this we provided in Lissone’s view. “There are WG-73 with a foundation of concerns, true, but the UAS simulations, studies and scenarios component is only part of the ranging from the capability to problem – the UAS has not caused conduct routine VLOS operations the privacy debate,” he said. The through to the use of Instrument Q in operation in agricultural almost no urgent investigation United Kingdom (UK), for example, Flight Rules (IFR) in Class A, B and applications for a decade, of the concomitant risk factors, has the reputation of being the C airspace,” Mike Lissone said. with a near perfect record of or any means of mitigating them. European State with the highest The Directorate Single Sky safety in routine use. “The answer would seem to be incidence of civil surveillance, works closely with partner By comparison, Germany has a better public relations and in the form of CCTV cameras on organisations and other agencies 28,000 wind turbines in operation, outreach programme (to provide motorways, in car parks and on involved in the regulatory whose blades can delaminate more detailed information and urban high streets. The use of process, including EUROCAE, and cause massive havoc if emphasise the real nature of UAS in such applications arguably EASA, ESA, EDA and the European struck by lightning. Yet there UAS operations) and certainly makes surveillance more e ective Commission itself. At this moment seems to be little public fear and in the European Commission and provides social protection, we are awaiting the conclusions

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would not need a licensed pilot in UAS such as the Alenia Aeronautica order to y under such rules. Sky-Y will potentially operate over urban Flying UAS in civil airspace under areas and in congested airspace, making the issue of adequate air safety IFR or VFR will require the UAS and air navigation procedures of to be equipped as required per paramount importance. airspace class and the operator will have to be licensed and the UAS will have to be certi ed. For example Skyguide in Switzerland will be accommodating ights by the Ranger UAS with ground-based ‘sense and avoid’ in Class C and D airspace by the end of May. “The Ranger has been operated in Swiss airspace and has su ered lost links only once, the occasion being human error,” Mike Lissone commented.

Growth in demand But regulators need to ensure that UAS represent no greater a risk than current manned aircraft – and need to be seen to do so. There are some side issues that are almost of the EC UAS Panel workshops Eurohawk, for example – weigh as important, however. “Some that will ensure a consolidated more than ten tonnes and can 90-95 per cent of current UAS European approach towards UAS be similar in size to a business jet. operations are military in nature, integration. Nevertheless, the ATM integration but that will not last. Predictions “The pressure for making civil issues are relatively simple, in are for the growth in demand to operations (of UAS) has become Lissone’s view. be little short of phenomenal once very high – such that some States the green light is given,” Lissone are developing their response in As safe as or safer said. The United States, by way of isolation. Although some of these The overall approach towards illustration, is working towards the responses are quite robust – the integration is that UAS will have objective of an open sky policy UK’s CAP722, for example, is an to  t into the ATM system and for UAS by 2015, and has major excellent guidance document, not that the ATM system needs companies such as FedEx lining up on which such operations can be to adapt to enable UAS to in the wings to take advantage of conducted – (this fragmentation) integrate safely. Just like manned the bene ts unmanned operations is clearly something we are aviation UAS will have to prove would a ord them. trying to avoid,” Lissone said. to be as safe as or safer than It would seem the steepest hill Until agreement is reached at a present manned operations. to climb in the foreseeable future, pan-European level, however, UAS operations will also have to however, will be resolution of the States will continue to struggle to be as close as manned aviation ‘sense and avoid’ issue.  nd interim solutions in response certainly for ATC as it will not be “Some have suggested that to mounting pressure from the possible for them to e ectively ground-based ‘sense and avoid’ aviation community. handle many di erent types of is the ‘silver bullet’ solution – but “Some 90-95 per Not all UAS, of course, UAS with di erent operational it isn’t. It is much more likely to are the same, nor do they characteristics. “The visual line be resolved by a federated or cent of current UAS necessarily present the same of sight (VLOS) requirements ‘system of systems’ solution, operations are military level of challenge for air tra c could be relatively low, if the which will accelerate the process in nature, but that will management (ATM) professionals. vehicles operated in this regime considerably and will also bring Some can almost  t in the palm of are relatively low in weight. It is safety bene ts to manned not last.”

Images courtesy of EADS Military Air Systems, RUAG, BAE Systems, Alenia Aeronautica Images BAE Systems, courtesy of EADS Military RUAG, Air Systems, the hand, while others – like the envisaged that UAS under 25kg aviation,” said Lissone. Mike Lissone

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FOCUS ROUTE CHARGES: HOW THEY CAME ABOUT AND WHAT’S NEW

should be as simple as possible. Lynn Koch, from EUROCONTROL’s Corporate At the time, most States Communications, reports on the origins of provided ANS free of charge, but the 1958 conference recognised EUROCONTROL’s route charging system and that the nancial burden was a how it has changed. heavy one and that user charges would be inevitable. The 72 participating States did not reach nal agreement on the method t was the Paris Convention of and foreign users to have the of charging but they did think I1919 which rst addressed the same treatment and charges; about di erent ways of calculating issue of recovering the costs transparency and cost-relatedness, charges – these could be based on for providing services to ‘aerial which meant the charges had the weight factor only, on the kind navigation’. In those days, there to correspond to actual costs of  ight/facilities needed, or the were no air navigation services incurred. route  own. They also considered (ANS) as such, just services The rst ICAO conference adding levies on fuel and oil. provided at airports, but the on “Route Facilities Charges in In 1965, the Federal Republic of principles laid down then have International Air Transportation”, Germany asked EUROCONTROL to stayed the same ever since. held in 1958, added to these carry out an ‘enquiry into charges These principles were principles, stipulating that: for the use of air tra c control elaborated on in the Chicago charges should not be imposed charges’. An intergovernmental Convention of 1944 and included: for facilities not used or required; working group was set up and it equal access to airports and ANS; charges should not discourage was this group that came up with non-discrimination: national the use of services, and the system the system that is still used Q

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Aviation Conference (ECAC) tried to address the issue with its harmonisation programme, European Air Tra c Control Harmonisation and Integration Programme (EATCHIP) for en-route delays and Airport / Air Tra c Systems Interface (APATSI) for airports. In their Institutional Strategy for Air Tra c Management in Europe, the ECAC Ministers also laid the foundations for independent performance monitoring. Following the signature of the revised Convention of 1997 and Q today to calculate charges. The made to it before the advent of the early implementation of some formula is based on the distance the Single European Sky: The of its provisions, the Performance  own and the maximum take-o rst change came in 1983. Up Review Commission and Unit were weight of the aircraft. until then, historical costs had established in 1998. ICAO held another conference been recovered two years later, For the rst time in Europe, on “Charges for Airport and for example, costs identi ed in key performance areas were Route Air Navigation Facilities” 1980 and incurred in 1979 were examined and benchmarks in 1967 and the working group’s recovered in 1981. But from 1983 provided in full transparency. But conclusions were presented onwards, costs for forecasted there was an inherent weakness: there. The Conference decided tra c were charged for, with a recommendations were not that their approach was right and possibility of carrying over under- binding and their implementation recommended that charging or over-recoveries. depended wholly on States’ systems should indeed be based In 1998, there was a switch goodwill. So although some States on  ight distance and aircraft from the ‘most frequently used did their best to meet the new weight and three years later route’ – the route that was most standards, others did nothing at EUROCONTROL’s multilateral route often used between any given pair all and progress was frustratingly charges system was set up. The of cities – to the ‘route per state slow. All the same, it was very clear seven Member States at the time over own’ which was much more that performance monitoring was signed bilateral agreements with accurate and fairer for the user. valuable and papers presented EUROCONTROL and the system But there is a distinct drawback to ICAO on this topic were well began operations in 1971. to the full cost recovery approach. received. When amending When tra c declines, the costs of The European Commission, EUROCONTROL’s Convention in providing the service are shared by in the meantime, became 1981, these arrangements were fewer users – and so the charges increasingly aware of how the formalised with the signature of per user are higher. Any additional consensus approach was failing. a Multilateral Agreement relating revenue generated by, for instance, In a communication presented to Route Charges and this entered the service provider’s good in 1999, they called the airspace into force on 1 January 1986 for management or cost containment situation “disastrous” and cast ten Member States. Europe had has to be returned to the users. doubt on the e cacy of ECAC’s led the way, becoming the rst So, there is absolutely no incentive initiatives. “Structural reforms region in the world to have set for service providers to reduce are needed,” they declared, “to up a simple, cost-e ective system costs or heighten productivity. This permit the creation of a single “For the rst time with only one charge per  ight drawback has become more of an European sky by way of integrated in one currency, made by one issue over time. management of airspace and the in Europe, key institution, with user consultation. The 1990s saw the intense tra c development of new concepts performance areas And it was a model that was growth, which had begun in the and procedures for air tra c were examined and to endure. The route charges previous decade, compounded. management.” system proved to be robust and Delays mounted – as did public The Single European Sky benchmarks provided only two major changes were frustration. The European Civil dawned. It was obvious from in full transparency.”

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the rst that the best way to possibility of establishing a fully could be clearly plotted. presented for both service construct the Single European transparent, cost-related and cost- Secondly, it had real gate-to- providers and airspace users but Sky (SES) was to create a e cient charging scheme to cover gate scope because it covered these were optional – a drawback performance benchmarking both en-route and terminal phases en-route and terminal costs to the rst SES legislative package. system and to give the European of  ight for a genuine gate-to-gate whereas before then, there had The regulation also made Community competency on air approach. been no rule on terminal costs other improvements, by making navigation charges. The legal Of course, the nal version of and tari s. Some States recovered provision for more consultation basis for a common charging the regulation was based on a these costs through en-route and more timely consultation with scheme was laid down in the number of compromises – and did charges – in contradiction to the users; clari cation on exemptions rst SES package in Chapter III, not satisfy all parties. As a result, ICAO principles of “user pays” and from charges and compliance ‘Charging Schemes ’, of the service a number of stakeholders called that “civil aviation should not be review and enforcement – the provision regulation No 550/2004 it just a “prudent enhancement”. asked to meet costs which are not Commission was given the of March 2004. Basically, the All the same, the regulation properly allocable to it.” There was authority to investigate cases of regulations de ned principles of did present some fundamental a variety of schemes and formulae suspected non-compliance – a transparency, set out principles changes. Firstly, it went a long for calculating terminal charges; no tool that did much to discourage for establishing cost bases that way to ensuring the separation of centralisation of information and misuse.

complied with – but went beyond service provision and regulation no way to benchmark or compare. The first SES package was – ICAO’s recommendations, and in States by insisting on the The regulation made for a level on the right track but it had described measures for reviewing submission of reporting tables playing eld by obliging all service not gone far enough. As time compliance of charges with the that had to be completed providers to calculate costs in the went on, it became clearer SES’s rules and principles. The independently by the air same template and so gradually that safety needed continuous Charging Regulation of December navigation service provider, the converge towards applying the improvement and that aviation 2006 (EC No 1794/2006) laid down meteorological service provider same terminal charging formula had to keep strong and a common scheme for charging. and the regulator/national in 2015. Thirdly it introduced the competitive so as to support It was developed under mandate civil aviation authority. These concept of charging zones with a economic growth. Besides, by the Central Route Charges consolidated tables would also single cost base and harmonised environmental concerns were O ce. The main change that the re ect airport charges for airports rules on, for instance, incentive growing and these needed to be charging regulation brought to with more than 50,000 commercial schemes. The idea was to match addressed. So, the second EUROCONTROL’s system, with movements. This would deliver these zones with Functional SES package focused on its full cost recovery mechanism an unprecedented level of Airspace Blocks (FABs). The fourth performance and sustainability. and charging formula, was that it transparency – which would mean innovation was incentive schemes. Three regulations made a broadened its scope: it set out the the evolution of costs over time, Economic incentives were quantum leap in charging. Q

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Q Together, they made it possible through user charges; FABs – these to end automatic full cost recovery now become a performance – and made the charging scheme tool in defragmenting service into a tool for incentivising provision. However, the performance. The three Commission has agreed that regulations are: the performance it would be unrealistic to have scheme, adopted as regulation completely uniform rules in one EU No 691/2010 of July 2010; charging zone and only expects the amended service provision that “consistency and uniformity regulation, EU No 1070/2009 of are ensured in the application of October 2009 and the amended the regulation … to the maximum charging regulation EU No possible extent.” And consultation 1190/2010 of December 2010. – this must be exhaustive and The new scheme works by detailed before the beginning of allowing ‘determined costs’ rather each reference period. than ‘full costs’ to be recovered. This year will be a pivotal year as These costs are xed in advance / Shutterstock.com Pincasso it is the rst year in which the new for each year of the performance of between +/- two per cent and additional revenue may be kept. charging regulation will be applied reference period (the current +/- ten per cent, both risks and This should be an incentive for – a regulation which encapsulates transitional reference period is opportunities are shared between good management; it should also the nancial aspects of the Single for three years; it ends in 2015. the service providers and the make for economies of scale and European Sky’s performance Subsequent ones will be for ve airspace users. gains in productivity. scheme, providing economic years). Any variations to these The sharing is done like this: If the targets are set at the incentives and allowing both pre-determined rates will service providers bear 30 per cent right level – that is, targets that users and air navigation service be subject to a risk-sharing of the losses or retain 70 per cent are reachable but also su ciently providers to share risks. It should mechanism: an incentive for of the extra revenue. It is expected ambitious – then service providers also help promote the deployment cost-e ciency as from now on, that this 70/30 risk allocation should be able to adapt  exibly of leading edge technology as it there will be a sharing for nancial will make for a reasonable but enough to changes. They enables the nancing of cross- risk between States, service meaningful incentive for service should be able to take structural border projects which will help providers and airspace users. providers, encouraging them to measures to improve productivity improve the performance of the There are two parameters to adapt well to changing contexts. without a ecting safety – such network as a whole. the setting of unit costs: tra c Should there be more than a as collaboration, common The Single European Sky will and costs. Previously, in the case ten per cent variation in tra c procurement, and the merger of improve Europe’s competitiveness of tra c risk-sharing, if the costs full cost recovery can be made. some services in FABs. They will and environmental performance. remained the same, losses or This never happened in the old be encouraged to make optimal It is in everyone’s interest to make over-recoveries were carried system in which tra c forecasts technological choices, as outlined sure that it is properly constructed, over until the next year. This is no were updated every year, but in the SESAR programme. so that people and goods can  y longer the case. Now costs are is conceivable in the new one The re ned charging regulation freely, safely and securely – with divided into those that are not in which tra c forecasts will be also introduces a number of minimal damage to the planet. a ected by variations in tra c calculated up to ve years in changes including: incentives and those which are. advance. This feature will protect – these have been widened to The rst set is costs which are the service providers’ nancial include environmental bene ts incurred by the regulator and stability, allowing them to ensure and investment in SESAR-validated This article is based on François meteorological service providers. safety and continuity of service if technologies; common projects Huet’s Chapter 16, “The As for the second set of costs, a tra c were to fall dramatically. – a link has been forged between Regulation of Air Navigation variation bracket of +/- two per The determined costs principle charges and SESAR deployment. Charges”, in the book Achieving cent is now applicable. The ANSP is applies to all those bodies that The common projects concept the Single Sky, published by obliged to cope with all variations may recover their costs from makes it possible for large, cross- Kluwer Law International, the within this margin. If there is airspace users, that is, regulators, border projects validated by the Netherlands, in 2011. You more tra c than expected, then ANSPs and meteorological service European Commission to bene t can nd an electronic version the extra revenue can be used providers. If costs are higher than from tailor-made governance and on the EUROCONTROL Route to provide extra capacity. If the planned, then the loss is borne nancing. It will be easier to apply Charges website: http://www. tra c goes down, then the loss by the body concerned. If they incentives, if necessary, and to eurocontrol.int/articles/full- must be absorbed through cost are lower than expected, thanks inject public money to decrease integration-single-european-sky containment. For tra c variations to good cost control, then the the amount to be recovered

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FOCUS REDUCING FLOW MANAGEMENT RESTRICTIONS ON TRAFFIC

The Network Manager is pursuing multiple initiatives in its e orts to maximise capacity and reduce delays, managers tell Bernard Fitzsimons.

he key to reducing delays period are agreed next year, the actually handle. The declared accurate  ight plan and stick to it. Tin the future European air plan will be reviewed to determine capacity values determine “The  ight plan is the means tra c management network will whether the actions it describes the regulations and measures for ATFCM to prepare the be a new capability of accurate are still appropriate. required to deal with lack of network, so if it does not re ect predictability. The strategic plan includes a capacity for a given demand. So the real operational intention The basis for future work by Network Manager Performance a lower declared capacity has an then we already have built in the Network Manager is the Plan which describes in some immediate negative impact on the unpredictability,” he says. “The Network Strategic Plan. Currently detail what the Network Manager performance of the network. adherence campaign tries to under review in draft form by the can do to support the network increase all the players’ awareness Network Management Board, the in addition to improvements Improving predictability of the impact of deviating from plan de nes the main operational made by Air navigation services “We are looking at whether we the  ight plan. We had a  ight drivers for two reference periods – providers (ANSPs), airports and can reduce that margin between level adherence trial in 2010 and up to 2014 and from then to 2019. other stakeholders. what they can handle and what we may hold more local trials in Chistopher Bouman, who heads The plan identi es predictability they declare by improving the  ight level domain, but we are the network development unit, as an important operational predictability,” explains Mr looking for adherence in all three says it focuses on the  rst period, driver. Lack of predictability Bouman. So a  ight plan and dimensions –  ight level, route “because we know what can be means ANSPs may receive air tra c  ow and capacity and time.” done and what the performance more tra c than planned for, so management (ATFCM) adherence In line with the adherence targets are.” Once performance they typically declare a slightly campaign started in 2009 campaign is a potential move to targets for the second reference lower capacity than they can encourages operators to  le an make operations more time-based.

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Currently, Mr Bouman points out, work is on-going to quantify the more of a fuel penalty. Others one ATFCM measure to manage performance bene t of improved might be less interested in arrival congestion is a calculated take-o predictability. Mr Bouman says: time and more aware of  ight time (CTOT) or ATFCM slot clearing “Everybody knows that the ANSPs e ciency.” an aircraft to depart in a 15 minute have these margins to be able to window. The problem, he says, cope with additional tra c when Anticipating weather is that the CTOT applies only at it comes, but after the adherence The Network Manager operations the airport of departure: once the trial, which saw a 30 to 40 per room is also taking a more aircraft has taken o the pilots may cent improvement in  ight level proactive approach to weather try to catch up or ATC give a direct predictability, we have asked disruption. “We can’t do anything routing, negating the original a number of ANSPs about the about the weather itself but we intent of the ATFCM slot. impact on their declared capacity if can manage its impact better,” The Network Manager, in that improvement was permanent. says Mr Bouman. At the moment coordination with its SESAR “If an improved predictability the ANSPs decide when to ask colleagues, is looking at an of ten per cent or 20 per cent the Network Manager to reduce alternative approach that would can result in an improvement the amount of  ights into their operationally use the calculated of declared capacity by two per airspace because of severe time for the aircraft to arrive at cent that would already be major. weather. Under a new procedure the congested airport or en-route Everybody understands that lack the ops room looks at the weather sector. Making both pilots and ATC of predictability is a penalty to from a network perspective aware of the target time so that performance, but we need clear and noti es ANSPs in advance they both try to achieve it should  gures.” The results of the study of anticipated weather events greatly help predictability. should be available in the summer. such as severe thunderstorms, An improved predictability The Network Manager so that they can make their campaign might be better Performance Plan also includes own preparations rather than received, Mr Bouman suggests, short-term actions. One is delay reacting after they arrive. “These since adherence carries sharing: This aims to distribute are important developments to suggestions of an in exible the tra c away from a sector improve the performance as a constraint. “We need  exibility su ering signi cant delays in whole,” he comments. “People in the system, we’re just trying order to reduce overall network see tra c not growing as fast as to remove that  exibility which delay – even at the expense of expected and some say that with is not required. You always need slightly increased delays in the this lack of tra c growth the single the operational  exibility to deal sectors receiving the diverted European sky delay targets set by with new circumstances, with tra c. Another on-going activity the European Commission, will be operational issues, with weather, focuses on reducing the number of met easily. I’m not convinced of with optimising tra c from an ATC  ights with delays of more than 15 that. We said that in earlier years perspective. But at the moment minutes or 30 minutes by looking when the tra c went down and the amount of  exibility and at individual  ights rather than we thought the delays would go “Everybody the amount of deviation is so simply the average delay per  ight. down, but the delays did not go understands that high that I think there is a lot of Mr Bouman stresses that down.” lack of predictability improvement possible which will re-routings of  ights su ering such The ANSPs’ moves to improve have direct impact on network delays must be acceptable to the cost-e ectiveness in reaction to is a penalty to performance.” aircraft operator: “Operators have reduced income could also impact performance, but we The introduction of target di erent business models. For a on delays. So apart from the fact times would have to provide a hub and spoke system they need that everybody expects growth to need clear gures.” clear bene t to the operator and punctuality so they might accept resume, “I think we Q Chistopher Bouman

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the  ight pro les. “Thanks to this across the main  ows in and out improvement we are now able of London. “They synchronise the to switch from hourly counts departure of that  ight to avoid the to sector occupancy,” says Mr con ict with the main  ows in the Richard. “Sector occupancy is sector,” Mr Richard explains. “They giving minute by minute the can keep the  ight on the ground number of  ights that will occupy for ten minutes so that it departs the sector as much as four or  ve when there is a gap in the tra c.” hours in advance, and with the This process smooths tra c reliability of the predictions some into the sectors, identi es and  ow management positions are resolves major complexity issues starting to gain con dence in the and increases safety and tra c predictability and trying to avoid throughput. ANSPs operating regulations in the congested area under this concept can manage by acting on some  ights.” tra c levels far beyond their As well as monitoring the tra c, conventional hourly capacity. the process applies sustainable In SESAR terminology such and peak monitoring values – measures are called dynamic respectively the level of tra c that Demand Capacity Balancing a sector can handle continuously (dDCB), Mr Richard says: “We have and the level that has never made an investigation of this been exceeded. When a tra c working practice. We have de ned peak occurs and is between the common operational concepts ‘sustainable’ and ‘peak’ levels, the and procedures and we have now complexity of the tra c is then de ned the tools that are needed analysed to determine whether to facilitate this process. the peak is sustainable or action is “The main one is a coordination required. In most cases acting on tool that needs to interface all a few  ights is enough to resolve a the  ow management positions, Q have to continue working at signi cant complexity problem. ATC tower, airline operators and preparing for improvements that the Network Manager in order are very much still required,” he Flight level capping to coordinate these measures added. A typical measure is  ight level and maintain the stability of the Focused or short term ATFM capping, applied when a  ight is network. A successful trial using measures (STAMs) are being about to climb into a busy sector prototype tools was conducted developed to supplement existing so that it climbs later into another in November 2011, and we measures such as reroutes or sector. Flight level capping can also are now de ning new re ned ATFCM slots. EUROCONTROL be applied in the descent to keep requirements for the next trial ATFCM expert Marcel Richard says a  ight in upper airspace longer or that will take place at the end of many ANSPs and  ow managers descend it earlier to avoid speci c September 2013.” rely on hourly counts to monitor tra c. “We can also use small The STAMs are also being tra c and de ne the capacity of re-routings, which is the case on coordinated in the context en-route sectors and airports. “In departure from Frankfurt going to of SESAR work on trajectory the de nition of the capacity it’s Maastricht,” says Mr Richard. “They management. “It is a cooperative always a compromise that the air can redistribute the tra c from e ort with the SESAR people tra c control centres (ACCs) have one sector to another by using involved,” adds Christopher to make to translate the workload di erent departure procedures. We Bouman. “The SESAR planning “They can redistribute and the tra c that the controller can also use pre-de ned scenarios, determines the overall direction the tra c from one in the sector can process into an but for the time being they are and, of course, what we do is hourly  ow,” he explains. used more as pre-tactical measures implementation-oriented and sector to another Now accurate data updates than as a dynamic measure.” should be on the same track. by using di erent from ACC radars and airport Another measure can be used And the  ndings of this work will collaborative decision making for transversal  ights. A  ight from provide important inputs into the departure procedures.” (CDM) systems are signi cantly Southampton in the UK to Paris SESAR programme, so we need Marcel Richard improving the predictability of CDG, for example, will be  ying that cooperation.

Summer 2012 | www.eurocontrol.int Attention! Involved in ight plan processing? Are your systems, operational procedures and sta ready for the ICAO 2012 ight plan changes?

Amendment 1 to PANS-ATM: “The nature and scope of the amendment is to update the ICAO model ight plan form in order to meet the needs of aircraft with advanced capabilities and the evolving requirements of automated air tra c management (ATM) systems, while taking into account compatibility with existing systems, human factors, training, cost and transition aspects.”

ICAO State Letter (AN 13/2.1-08/50) - 25 June 2008

Make the worldwide implementation of ICAO Flight Plan Changes on 15 November 2012 go smoothly! Ensure you take part in the planned test sessions so you can be con dent that your operations will continue unimpeded, with no costly surprises!

Consult this website for more information www.eurocontrol.int/fpl2012

■ explore the guidance material ■ take part in the test sessions ■ use the training material ■ put your questions to [email protected] 46 Skyway

Summer 2012 | www.eurocontrol.int Skyway 47

FOCUS COLLABORATIVE ENVIRONMENTAL MANAGEMENT GOES VIRAL Talking together about converting operational improvements into environmental bene ts is one way in which Europe’s aircraft operators, airports and air navigation service providers are tackling the growing environmental challenge – and EUROCONTROL has a unique role to play, writes Philip Butterworth-Hayes.

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n Geneva this year leaders of (CEM) where all the operational as planning authorities and local Ithe aviation industry – airlines, stakeholders can meet to discuss, community representatives. airports, air navigation service prioritise and agree a common As part of the CEM process providers (ANSPs) and aircraft and vision on how to collaboratively increasing numbers of ANSPs, engine manufacturers – signed address environmental challenges airports and aircraft operators an industry-wide agreement of at their airports. are now sitting down around the cooperative action to reduce fuel “CEM is a way of thinking, to table, agreeing the environmental use and emissions. “In 2008, we join the dots up between the challenges and discussing some “There should be 200 were the rst global sector to operational bene ts and the of the system-wide impacts of commit to global cross-industry environmental challenges. You mitigation measures. Although airports in Europe action on climate change,” said get operational bene ts but EUROCONTROL is not involved in by 2014 which o er Paul Steele, Executive Director of they are not always quali ed as all these discussions, it can play CDOs at some point the Air Transport Action Group environmental bene ts and that’s an important role in providing (ATAG) which organised the the missing link,” said Sharon the key data sets which all during the day.” March summit on aviation and Mahony, Environmental Analyst at partners need to measure their Andrew Watt the environment where the EUROCONTROL. When an airport environmental impact and by agreement was signed. “That is developing its environmental facilitating initial meetings. declaration set the agenda for strategy CEM can play a vital By early 2013 EUROCONTROL cooperative action across the role in ensuring that all internal plans to have developed a web- aviation industry to reduce fuel stakeholders are focused and portal (SOPHOS) that will consist use and emissions. The existing can agree a way forward. “Due of two functions. The rst is an cooperation between industry to a lack of communication emissions estimator for ground partners and the projects you don’t necessarily always operations, which will provide underway are impressive. They have the right people in the European airport operators, have led to a reduction of millions room, the environmental and aircraft operators and ANSPs of tonnes of carbon emissions.” the operational people from with customised, secure and Cooperation at the highest the airports, ANSPs and aircraft con dential access to fuel burn leadership level is vital if the operators. and associated carbon dioxide industry is to reduce its emissions (CO) and nitrogen oxide (NO) and noise performance levels Severe regulations emissions estimates. It will also – but how far is cooperation This also concerns the provide a means to assess the fuel, really working at an operational stakeholders in the airport, such environmental and cost impact level? How closely are aircraft as ground handlers, collaborating of, for example, altering taxi times operators, airports and ANSPs and communicating their with the operational stakeholders collaborating to assess what they environmental priorities and at an airport thus sharing a can do together and ensure that making sure they have the buy-in common harmonised information a fuel-saving bene t in one part from the respective CEOs. It’s not source, which should facilitate of the operation does not lead always about quick wins.” enhanced cooperation. to an unwelcome environmental Environmental regulations The second function provided impact in another? around airports are already severe by the SOPHOS portal will give The airside area of the airport and this pressure can be expected subscribers access to a repository is one place where the issues to continue. CEM – when of environmental legislation, of noise and emissions are implemented by operational regulation and scienti c particularly focused and where all stakeholders at airports – has the papers which directly relates the main operational stakeholders potential to send a strong signal to their industry. Static pages – plus all the other airport to regulators and policy makers on best practise will also form partners active on the ramp, such that environmental issues are an important part of SOPHOS’ as ground-handling organisations, being addressed in a collaborative content. Participants can share fuel companies and de-icing and transparent process as part experiences and ask questions vehicle operators – have di erent of a long term vision and strategy through secure blogs and forums. but connected roles to play. for each “airport business”. It There are other good The Directorate Single Sky (DSS) is crucial, however, to build reasons for CEM partners to use of EUROCONTROL has developed internal commitment and vision EUROCONTROL data. “A common a protocol called Collaborative among the CEM partners before data source gives you credibility Environmental Management engaging with stakeholders such and robustness so that when you

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are addressing the concerns of methodologies, so there is no saving 100kg fuel burn (over 300 providers reaching de nitive the local community you can be danger of comparing apples to kg of CO2) per  ight. “CDOs are environmental improvement sure that the data you are using pears.” being developed in cooperation targets when the environment comes from an objective, robust With overall tra c numbers with the ANSPs, the airport comes under increased focus European source,” said Sharon static or falling currently and operators and airlines, who agree during the second period (2015- Mahony. airlines and ANSPs having to to introduce CDOs at some part 2019) of the Single European “Historically many of the consider major cost-cutting of the day and then try to increase Sky’s performance scheme. At the environmental improvements exercises in the face of a turbulent their frequency as well as raise the same time, the rst deliverables which have been made in economic climate, it would altitudes at which CDOs can start. will be entering operations from our industry have delivered not have been surprising if The initial target of having them the SESAR “business trajectory” environmental bene ts but environmental issues were to slip o ered at 100 airports by 2013 research, where the aircraft they were not quanti ed but down the agenda of priorities has been doubled so there should operator will propose its optimum this is increasingly changing,” for many aircraft operators and be 200 airports in Europe by 2014 trajectory for each  ight and said Andrew Watt. “And ANSPs. But for a number of which o er CDOs at some point the environmental cost of that providing robust, accurate, reasons the opposite is true. during the day,” said Andrew Watt.  ight will be included in the mix. timely and independent data on “Airlines are making tremendous The aim is to get rid of stepped EUROCONTROL’s Directorate of environmental performance is a e orts to reduce fuel burn descents altogether; by 2020 SESAR and Research is leading the role which EUROCONTROL will primarily to reduce costs; but they CDOs should be available virtually work to assess the environmental develop even further in the future. also recognise this helps them to everywhere in Europe, though impact of the various SESAR “The emissions trading reduce their emissions and this is this will only be possible with initiatives; this will help to gauge

scheme (ETS) for aviation, to take a particularly important issue at the introduction of some SESAR the extent to which the SESAR an example, is something for the moment given the political initiatives, particularly software Programme reaches its stated which EUROCONTROL already discussion about the EU-ETS,” tools that provide support objective of reducing emissions provides a support facility to according to Andrew Watt. to air tra c controllers in the by ten per cent per  ight. the States – a central source The Agency has therefore not organisation of inbound tra c. “Deploying the SESAR business web service which allows us to been surprised to the extent with But by 2020 the performance trajectory and system wide provide Competent Authorities which aircraft operators, ANSPs of the aviation environmental information management (SWIM) with tailored information about and airports have embraced system will be di erent from is absolutely fundamental to aircraft operators within the ETS environmentally bene cial that of today. EUROCONTROL’s reducing environmental impact such as how many  ights should programmes which have reducing environmental initiatives and gives everyone the ability be included and excluded from fuel burn at their heart. For cover research, operations and to monitor,” said Andrew Watt. the scheme, and our estimate example, there are now more than regulatory support. The Network “With the designation of the of the CO2 emissions generated,” 80 airports which o er continuous Management Directorate, which Network Manager that changes said Andrew Watt. “Information is descent operations (CDOs) at is focused on ensuring aircraft the mind-set – people see there is processed in the same way with some point in the day, limiting the operators are given the safest and an organisation that is under the the same level of quality. This is a occurrence of segments of level most fuel e cient route possible, performance scheme as well; it central source, with harmonised  ight whenever possible, typically will start supporting service has to deliver network Q

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Q performance and that will have to be cascaded into the ANSPs and airport operators and airspace users.” EUROCONTROL’s specialist environmental department within the Single Sky Directorate focuses on providing States, the European Commission, EASA and ICAO with expert support, The other main challenge is should be moving from oil-based

including assessment modelling climate change and CO2 emissions. fuels to sustainable bio-fuels. and environmental databases. This We don’t know what will happen “The challenge for the ATM is where the Agency’s ETS-related in the ICAO process on how to system then will be to maintain work is managed. But it also apply Market-Based Measures that optimum performance provides sta to support the other to control aviation’s emissions, as tra c grows – and grows directorates’ environmentally- but it is fairly well accepted that in complexity with more and related work. For example, the the polluter- pays principle is bigger hub airports, coupled with comsoft – your integrated atm solutions partner DSS Environment Unit works being introduced into aviation secondary airports becoming closely with EUROCONTROL’s for climate change reasons. So more important. But, ATM will Training Division to o er that means the political pressure also be expected to ensure Active partner for leading ANSPs specialised training, comments around airports on noise issues that future aircraft designs can across the globe Sharon Mahony who develops and the political and economic be successfully integrated into and manages two courses a pressure on the industry on network operations. Although Harmonized product portfolio for year in the Luxembourg training climate change issues will be even we’re not really sure what they integrated ATM solutions centre on “Environment in ATM” higher in 2020 than now.” will look like, exactly how they Proactive, customer-centric approach for regulatory and operational Environmental and fuel-burn will perform or when they will personnel. We also maintain links priorities will increasingly drive roll o the production lines, I Comprehensive support and advice on the operational side through industry’s performance, with am sure that ATM will rise to the ISO certified in critical management ACI Europe’s Environmental the new aircraft rolling o the challenge. Once again, industry- and support services since 1993 Strategy Committee and production lines in the next ten wide collaboration that includes with the Civil Air Navigation years – such as the Airbus A350 regulators will be the key to our Established industry player for Services Organisation’s (CANSO) and A320neo and the Boeing success. “ over 30 years Environment Work Group. 737Max – all being designed The Director General has around competitively improved announced that EUROCONTROL Increased pressure fuel e ciency and environmental will develop a Speci cation in The environmental pressures on performance. support of CEM. This will provide all aviation stakeholders are likely But by 2020 the environmental local regulators and airport our product portfolio AFTN/CIDIN/AMHS Systems to increase in the coming years focus of the Agency will change. operational stakeholders with a not reduce. “Take a look at what “In the end there’s only so much generic framework by which they ICAO Doc. 4444 FPL 2012 Converter has been happening in Germany we can do,” said Andrew Watt. can voluntarily shape their local Aeronautical Information Management – with night curfews at Frankfurt “Obviously we can’t shorten the strategic response to the multiple airport now and at the new Berlin/ great circle distances between environmental challenges that ATM Systems & Safety Nets Brandenburg International when airports so once we have a system they face. The drafting of the ARTAS Installations & Services it opens next year,” said Andrew in which the o er is at its optimum Speci cation will involve a wide Watt. “Many cargo movements it will be extremely di cult to range of industry stakeholders and Surveillance Communication from Frankfurt have now moved make any further improvements. should be completed in the Spring Surveillance Display & Processing “All stakeholders must up to Cologne and this may now Beyond 2020, air tra c of 2013. acknowledge that lead to increasing pressure around management (ATM) will be there In conclusion, observed Sharon Integrated Radar/Voice Recording they cannot achieve Cologne for further noise controls. to ensure that what it does is done Mahony, to maintain optimal ASTERIX Tools & Systems There are still many airports to the best of its ability. The real operational and environmental COMSOFT ADS-B & Multilateration this acting individually, which operate 24 hours per day di erence then in environmental performance in ATM, all and that collaboration and I don’t see the pressure on performance will come from stakeholders must acknowledge is making the link them decreasing from a noise technology improvements in that they cannot achieve this is key.” perspective. That will be a big airframes and engines and the acting individually, and that Sharon Mahony challenge. fuel they will be burning. Aviation collaboration is the key. COMSOFT GmbH – Wachhausstr. 5a – 76227 Karlsruhe – Germany – T +49 721 9497 0 – www.comsoft.aero – [email protected]

Summer 2012 | www.eurocontrol.int

comsoft_skyway_02_2012.indd 1 30.05.2012 13:11:49 comsoft – your integrated atm solutions partner

Active partner for leading ANSPs across the globe Harmonized product portfolio for integrated ATM solutions Proactive, customer-centric approach Comprehensive support and advice ISO certified in critical management and support services since 1993 Established industry player for over 30 years

our product portfolio AFTN/CIDIN/AMHS Systems ICAO Doc. 4444 FPL 2012 Converter Aeronautical Information Management ATM Systems & Safety Nets ARTAS Installations & Services Surveillance Communication Surveillance Display & Processing Integrated Radar/Voice Recording ASTERIX Tools & Systems COMSOFT ADS-B & Multilateration is making the link

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comsoft_skyway_02_2012.indd 1 30.05.2012 13:11:49 52 Skyway

FOCUS ARTAS BRINGS CLARITY TO SURVEILLANCE

Costas Christodoulou from EUROCONTROL and Robert Clauß from COMSOFT report on how an Agency product and its related services have transformed surveillance capabilities throughout Europe.

20 years since the launch of the ARTAS concept and 10 years since the establishment of the Centralised ARTAS Maintenance and Operational Support (CAMOS). CAMOS has played an important role in the success of the product since its beginning, providing national administrations with software maintenance and support. Coupled with its outstanding cost-bene t ratio, CAMOS has contributed to ARTAS’ popularity among users. When CAMOS was initiated in 2001 three operational sites ontrollers need a clear and European ATM systems and an and a further nine test sites were Caccurate picture of the tra c example of EUROCONTROL’s pinned on the implementation “ARTAS is an excellent  ows in their sector in order to successful contributions to the map. Today over 100 ARTAS units keep the separation standards. harmonisation of ATM in the Single are running in approximately 30 example of how a With the number of surveillance European Sky. It is a system which civil and military ATC centres in united approach sensors and technologies forms the core of the surveillance Europe, including almost every can bring real multiplying it is a challenge to chain, fusing information from EUROCONTROL Member State. provide them with the right various surveillance data sources Besides the increasing number bene ts, reducing surveillance picture. into one seamless and highly of installations, software versions fragmentation and The European ATM Surveillance accurate air situation picture. and hardware platforms, there is Tracker and Server, ARTAS, is one Last year marked a signi cant continual growth in functionality improving integration.” of the core elements of current milestone in the systems history: to meet the needs of users. David McMillan

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As with many things in life, the ARTAS also supports classical EUROCONTROL undertook and de nes systems to serve system has to grow with the size multi-radar tracking, which forms an extensive and expensive as future communication of the task; today’s CAMOS service the surveillance backbone of most programme to provide all the and surveillance services, the team consists of an experienced European air navigation service missing evidences identi ed ground system wide information and well-coordinated group of providers (ANSPs), whose maturity during a safety assessment management (SWIM) backbone. professionals at EUROCONTROL means that such high accuracy exercise, to ensure compliance EUROCONTROL’s Director and at COMSOFT, CAMOS’ is the benchmark to be met by with SWAL3. The programme General, David McMillan, industrial partner. The ARTAS User modern tracking systems. and the related roadmap are highlights the meaning of Group (AUG) and Change Control The demand for safety well under way. This includes ARTAS for SESAR: “ARTAS, when Board (CCB) oversee all activities assurance and certi cation of the maintenance activities and launched 20 years ago, was seen and manage corresponding systems in the ATM domain is recently all CAMOS related as a stepping stone towards the actions and developments. ever increasing. EUROCONTROL activities follow processes goal of a consistent, coherent According to David Safety Regulatory Requirements according to SWAL3. ATC system. Now we talk about McMillan, Director General of (ESARR) are an important part The ARTAS teams are it being an enabler for the SESAR EUROCONTROL, “ARTAS is an in the evolving ATM safety also involved in SESAR, the operational concept”. excellent example of how a united regulatory framework and implementation programme for ARTAS, as the surveillance data approach can bring real bene ts, have been transformed into the Single European Sky (SES). processing system at the core of reducing fragmentation and European Community law. The This implies the modernisation the ground infrastructure, is thus improving integration.” EUROCONTROL Safety Assessment of the CNS technology including an important building block of The  rst ARTAS system Methodology (SAM) o ers the broad introduction of ADS-B SESAR, enabling interoperability was shaped on behalf of the guidance material for the required and multilateration as preferred and seamless operation by EUROCONTROL Member States safety assurance, the de nition of surveillance methods, as these ensuring a common high accuracy in the1990s. After 20 years of SWALs (software assurance levels) deliver improved performance of the air situation based on all continuous development the and their application in the system in terms of accuracy, update surveillance technologies. It greatly system has evolved into a precious development and maintenance rate, coverage and ultimately propagates defragmentation of tool for the work of controllers processes. SWAL relies upon costs compared to conventional system topologies (European de- and an important enabler for the planned and systematic actions radar. In the context of working facto standard), airspace (ARTAS integration of new surveillance necessary to provide con dence package 15 “Non-avionic CNS capacity is ready for the larger techniques into existing ATC and assurance that software system” the SESAR programme airspace volumes of functional infrastructures, such as Mode S satis es given requirements. For addresses the development of airspace blocks) and organisations enhanced surveillance, WAM (wide a legacy system such as ARTAS CNS technology and identi es (an example for a united Q area multilateration), ADS-B and

ADS-C (automatic dependent ARTAS Deployment Across Europe surveillance – broadcast and contract, respectively). With ARTAS, the downstream systems – for example, controller working positions,  ight plan data processing systems, safety nets or metering applications, systems in remote towers or military sites – can immediately bene t from the new surveillance technology, while the track service interface to ARTAS remains largely the same. Consequently, the impact of the change in the ATC environment due to new surveillance techniques is limited to a minimum. This kind of interoperability is further supported by using explicit messages in ASTERIX standards.

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Enabling the Surveillance Services

“As for every product it is not only the functionality that convinces, but most important are the people, the framework and the services around the product that decide on success, stagnation or failure.” both air and ground surveillance Costas Christodoulou is an important  rst step to overcoming this situation and to enable gate-to-gate services. Both EUROCONTROL and the ARTAS user community have identi ed the development of surface movement surveillance (SMS) for ARTAS as crucial and EUROCONTROL has already started to set up the  rst prototype. There is also the challenge of maintenance service for an ever growing ARTAS community of

Successfully Responding to Emerging Challenges users. To address these challenges, COMSOFT, the current CAMOS Q European approach to system an integrated gate-to-gate ATM industrial partner, decided to development and maintenance). operational concept: airport apply the ITIL (information EUROCONTROL’s ARTAS team surface movement. technology infrastructure library) can look back on a successful past, With the growth of air tra c philosophy to its ARTAS support but the future holds a multitude of and the resulting congestions and services. The result is a service new challenges. delays, the integrated gate-to- management that is certi ed to During 2012, EUROCONTROL gate operations are seen as an comply with ISO/IEC 20000-1. will issue an ARTAS Declaration important component in future ITIL provides guidelines for IT of Suitability for Use according ATM systems. At present both the service management and covers to the EU interoperability operational responsibility as well the complete range of processes regulation (Regulation 552/2004 as the system chains for ground required for service delivery and - Interoperability of the European surveillance and air surveillance support. The processes include ATM Network - as amended by typically di er, whereby the air quality and safety assurance Regulation (EC) No 1070/2009). tra c controller has to hand over procedures to enhance the But despite being an important a  ight to a colleague as soon overall environment. The reliable, element of the European as the aircraft leaves their area traceable, structured and well surveillance chain, ARTAS lacks of responsibility – procedures documented IT service procedures a capability that is gaining consuming valuable time. A and the achieved quality of more signi cance to support tracking system that integrates services are e ective measures to

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counteract the steadily increasing Delivering Cost e ectiveness costs and number of tasks. They improve overall e ciency and productivity of the CAMOS service, thus contributing to maintain an optimum cost-performance ratio. ARTAS and all related services around this mature and high quality product will continue to be at the forefront of ATC technology and destined to play a key role for enabling a Single European Sky. Moreover, as current developments will be concluded, ARTAS will be a major contributor to the SESAR programme and for air tra c management in Europe. The central service concept for Europe plays a signi cant part and is envisaged to stay at the same level and to be delivered with the same dedication. In this way, ARTAS is providing and will continue to provide to airspace users high quality, cost-e ective surveillance services.

Deployment of new airborne surveillance capabilities

A major advance in safety, capacity enhancement, reduced fuel

consumption and carbon dioxide (CO2) emissions was achieved in February 2012 with the operational deployment of surveillance capability in the cockpit using an Automatic Dependent Surveillance Broadcast (ADS-B) system. An Airbus A330-300 of Swiss International Airlines equipped with a certi ed Airborne Tra c Situational Awareness (ATSAW) system from Airbus – including a Honeywell tra c computer – took o from Zurich Airport in Switzerland for Montreal, Canada. ATSAW provides pilots with a real-time picture of the surrounding tra c. It gives pilots the ability to move more frequently to a more e cient altitude when operating outside ground surveillance coverage. ATSAW also supports visual separation on approach and can provide tra c situational awareness on the airport surface. airborne surveillance systems for operational use. It also involves the The aircraft is part of the ATSAW Pioneer Project initiative of the UK and Icelandic air navigation service providers, NATS and ISAVIA. EUROCONTROL’s CASCADE programme, which coordinates the “This is a major achievement, resulting from the close partnership deployment of initial ADS-B applications and Wide Area Multilateration between stakeholders and EUROCONTROL. It reinforces our ability (WAM) in Europe. The project involves 25 Airbus and Boeing aircraft of to deliver performance for the European ATM Network in short, British Airways, Delta Airlines, Swiss International Airlines, US Airways medium and long-term” said Joe Sultana, Chief Operating O cer of and Virgin Atlantic and aims at supporting deployment of new EUROCONTROL’s Network Management Directorate.

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FOCUS DATA LINK IS KEY TO MORE PREDICTABLE FLIGHT TRAJECTORIES

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oday, EUROCONTROL’s (CDPLC). Data link communications Data link is more than TMaastricht Upper Area are so important the European just the replacement Centre (MUAC) and Deutsche Commission published an Flugsicherung GmbH (DFS) at implementing rule in 2009 that of air-to-ground voice Karlsruhe are the only facilities requires all European navigation communications with equipped to communicate with service providers (ANSPs) and pilots using data link messages airspace users ying above FL 285 electronic messages – supplementing conventional to be equipped by 2015. it’s a vital enabler for a voice. MUAC has been using data Data link provides a foundation new generation of safer link since 2003 and sees capacity for many longer term SESAR plans and safety bene ts, for example to automate air tra c services and more predictable allowing routine messages to be and introduce more e cient ways ight operations, writes sent by a second controller while to manage the airspace. Studies the radar controller can focus reveal up to one in four voice Jenny Beechener. on tactical issues. The bene ts messages are misunderstood, and multiply as more centres equip, routine messages account for half leading to an estimated 11 per the total voice exchanges between cent capacity increase once 75 per controllers and pilots. In contrast, cent of ights operate controller data link reduces unexpected pilot data link communications events and will in future Q

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Q support more accurate agreed time of arrival. adds: “The road from your  rst trajectory management. The LINK The operation relied on data test ight to full implementation 2000+ programme introduced exchange between the aircraft is a long one. There is also a lot the  rst services at Maastricht in ight management system (FMS) of business analysis on bene ts 2003 with more than 400 pioneer and the ground automation which has to be done in parallel aircraft, while an additional 500 systems. Indra (Indra Sistemas with technical validation.” The next aircraft will equip in 2012 with S.A) supplied the ight data step is pre-operational validation “The long term the aid of EU grants. All European processor (FDP) for MUAC with that will put the system in front challenge is moving ANSPs are upgrading their ight the information displayed on an of real operational controllers, on from a position-based data processing capability to in-house developed controller the ight deck with real pilots, support the new technology display, while controllers in and execute the system in daily system to time-based and comply with the Single Sky combined Danish/Swedish revenue ights. control.” implementing rule. airspace used a Thales Group The long term challenge is Meanwhile, MUAC has display to interact with the test moving from a position-based Martin Adnams embarked on the next phase of ight. The aircraft received route system to time-based control,” development, adding further clearances and time constraints explains Adnams. “There is a lot to messages that enable the via CPDLC over the aeronautical learn for controllers and pilots, and aircraft to follow an optimum telecommunications network there is a lot more work needed to ight trajectory. In addition to (ATN) to agree six separate merge complete the validation process.” height and direction, time over points during the ight, each of Simulation activity at Toulouse and waypoints is included as part of which were met to within ten MUAC, which started in 2011, will the more advanced Initial 4D (I-4D) seconds. continue in 2012. There will be operations. The  rst validation The EUROCONTROL Programme another trial, taking feedback from “The ability to ight took place on 10 February Manager for data link Martin the  rst ight trial and simulation downlink the FMS 2012 when an Airbus 320 test Adnams says the ight served as work, at the end of 2013. data gives controllers aircraft ew from Toulouse to a  rst validation of standards that EUROCONTROL has joined with Copenhagen then to Stockholm have been under development the SESAR Joint Undertaking (JU), far better knowledge and back. The ight was able for the past three to four years. Airbus and MUAC to draw up an of what the aircraft is to establish in an early phase These standards have been implementation strategy plan a coordinated time to over y developed by EUROCAE working for I-4D. The draft plan outlines a going to do, and when merging points into busy terminal group WG78 in Europe and RTCA pre-operational phase involving it will do it.” airspace. It ew its optimum pro le Special Committee SC214 in the controllers and pilots using the Chris Adams up to those points without any US and their veri cation is part of technology in real environments vectoring or speed instructions SESAR validation exercises under between 2015 and 2017. I-4D will from the controllers and met its its Release 1 programme. Adnams re-use Link 2000+ infrastructure Copyright AirbusCopyright

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and technology but it will require element from arrival management a connection to the FMS on systems to avoid aircraft going board the aircraft, upgraded into holding patterns, the result controller HMI, electronic ight is less noise, less emissions and strips and more advanced less environmental impact. We ground to-ground coordination. are trying to look more and The minimum requirement for more to network management this phase includes at least two improvements.” adjacent air navigation service Technology upgrade is also providers (ANSPs) with connected required in ground-to-ground airspace and an airport. At least communications, to facilitate one operator conducting regular data exchange between ATC revenue generating ights in centres, network management the relevant airspace will also be GmbH DFS Deutsche Flugsicherung and controllers. “To really achieve needed. The airborne systems I-4D, the ground-to-ground will need to be certi ed and the infrastructure has to evolve,” ground systems approved before explains Martin Adnams. “We this can begin – it is a prelude need better ground-to-ground to Initial Operational Capability coordination, otherwise the (IOC) that would be the  nal data you exchange between demonstration of the bene ts of the ground and the air is not I-4D prior to full implementation. going to be put to good use.” The The implementation plan OnLine Data Interchange (OLDI) also includes airport services, protocols that have been in use as the I-4D package is not just since the 1990s, will be enhanced limited to en-route airspace, but by modern IP-based infrastructure extends to the terminal area. As able to communicate with more predictability is introduced multiple users. While many ANSPs into the system, the planning NATS have the capability embedded in process needs to include airport accrue in relation to di erent the aircraft to y its pro le in the their automation systems, so far operations like start-up, pushback, equipage levels by airspace users most optimal way to meet that only three – in Denmark, Finland taxi time, meteorological reports and ANSPs. constraint. The ATM system relies and Sweden – use advanced and special airport operations. I-4D Honeywell and Thales both on all actors having the same system-supported coordination eventually aims to connect the developed prototype FMS for view; it is therefore essential to exchange electronic messages automation on the aircraft with the validation ight in February that the trajectory in the FMS between centres. automation on the ground. CDPLC 2012. Tested on four descents and is synchronised with that held European data link work systems that are integrated with two en-route waypoints made on the ground in the ight data coincides with similar activities the ight management system during the ight, the equipment processing systems and the in the US, where the FAA’s Data (FMS) will allow direct input of performed well within the +/- network management systems. Communications Integrated more complex clearances. ten-second tolerance speci ed. MUAC operations expert Chris Services (DCIS) programme aims “The biggest challenge in The suppliers are using the test Adams says the ability to downlink to establish a data link network implementation is synchronising results to re ne the technology the FMS data gives controllers between the cockpit and the the investment in the air and and develop an avionics package far better knowledge of what ground in the airport domain on the ground,” says Adnams. for the I-4D programme. The the aircraft is going to do, and within the next six years, and “The basic problem we have is earliest this would be available for when it will do it, so they can plan en-route environment from that the return on investment certi cation would be 2018. ahead earlier and more e ectively. 2018 to 2023. Adnams says: cycle for airlines is shorter than “We can put information we did “EUROCAE WG78 and RTCA for ANSPs. To synchronise, you Network bene ts not have before about the ight 214 are working on converged probably need incentives backed I-4D operations can be broken pro le into our con ict detection standards in order to bring us up by regulation.” The simulations down into two steps: the  rst is tools. We can do conformance to the point where oceanic and planned during 2012, using the synchronisation between checking so we know there is no domestic standards are the same the Airbus cockpit simulator air and ground of the ight path discrepancy between the FMS globally. A convergent solution at Toulouse and test controller or reference business trajectory. and the ground. If you can give will be presented at the ICAO working positions at MUAC, will The second step is imposing a a 3D pro le down to an initial Air Navigation Conference in help to assess the bene ts that time constraint and allowing approach  x, and use the time September 2012 (ANC 2012).”

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FOCUS NEW WAYS OF CAPTURING REAL SAFETY DATA

Traditional safety performance indicators do not always give a full picture of how the air tra c management (ATM) system is performing, writes Jenny Beechener, so some innovative thinking is needed.

he number of accidents EUROCONTROL’s Head of Licu warns that because we regulatory and military authorities, Tcaused directly or indirectly Safety within the Network have not had a collision since the European Commission and by ATM continues to fall year Management Directorate Tony Uberlingen in 2002, the classic EUROCONTROL. It follows similar on year in Europe. But this is no Licu says that safety has to be approach to safety to look just at initiatives in other priority areas reason to take safety for granted, managed in combination with negatives – incidents, accidents, air such as runway incursions. and Europe has a number of capacity and e ciency. One proxes – needs to be updated by “We are working on a process monitoring programmes in place of his key messages is to relate also focusing on the positives, at where we collate data and end to check safety trends and measure safety improvements to the best practice. up with 30 plus operational issues progress. The 2011 Annual Safety bene ts these bring for improved EUROCONTROL is working and then we work together as a Report published by the European business practices and that a to  nalise a priority list of  ve network to look at the top  ve Safety Regulatory Committee culture change, rather than just operational issues that need to be and link this with the process of (SRC) identi ed several areas of a focus on the technical issues, addressed. These include runway reporting,” says Tony Licu. “We concern and highlighted growing is what is needed to improve incursions, which increased by 26 see with runway incursions that pressure on operating budgets safety. He says many ANSPs have per cent in 2010 (the most recent whenever you target this the for air navigation service providers adopted a safety culture over the reporting year), separation minima reporting doubles. This is not (ANSPs) and regulators. past decade, but to really work infringements, level busts, loss because we have double the The SRC stated: “The lack of it needs to involve the whole of separation and sector over- runway incursions, but because “When we have a resources and quali ed sta at organisation. In the context of deliveries. Airspace infringement we have put a focus on it. You project that links across national level dedicated to safety Single European Sky, it also needs has increased in severity and is have to marry the data with expert data collection and analysis is to extend across national borders. now the focus of an Action Plan judgment.” borders or involves a factor of concern. States and “When we have a project that approved by the Provisional Council EUROCONTROL’s principal safety avionics, then we need National Supervisory Authorities links across borders or involves aimed at incident risk reduction. data analysis tool is the Safety (NSAs) have di culties in avionics, then we need to be The plan was developed with Analysis Function EUROCONTROL to be careful.” complying with the timelines given careful. These interfaces have to the support and contribution of and associated Repository (SAFER). Tony Licu for their full range of activities.” be top priority for us.” airspace users, service providers, This receives data from two Q

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FOCUS NEW WAYS OF CAPTURING REAL SAFETY DATA

Traditional safety performance indicators do not always give a full picture of how the air tra c management (ATM) system is performing, writes Jenny Beechener, so some innovative thinking is needed.

he number of accidents EUROCONTROL’s Head of Licu warns that because we regulatory and military authorities, Tcaused directly or indirectly Safety within the Network have not had a collision since the European Commission and by ATM continues to fall year Management Directorate Tony Uberlingen in 2002, the classic EUROCONTROL. It follows similar on year in Europe. But this is no Licu says that safety has to be approach to safety to look just at initiatives in other priority areas reason to take safety for granted, managed in combination with negatives – incidents, accidents, air such as runway incursions. and Europe has a number of capacity and e ciency. One proxes – needs to be updated by “We are working on a process monitoring programmes in place of his key messages is to relate also focusing on the positives, at where we collate data and end to check safety trends and measure safety improvements to the best practice. up with 30 plus operational issues progress. The 2011 Annual Safety bene ts these bring for improved EUROCONTROL is working and then we work together as a Report published by the European business practices and that a to  nalise a priority list of  ve network to look at the top  ve Safety Regulatory Committee culture change, rather than just operational issues that need to be and link this with the process of (SRC) identi ed several areas of a focus on the technical issues, addressed. These include runway reporting,” says Tony Licu. “We concern and highlighted growing is what is needed to improve incursions, which increased by 26 see with runway incursions that pressure on operating budgets safety. He says many ANSPs have per cent in 2010 (the most recent whenever you target this the for air navigation service providers adopted a safety culture over the reporting year), separation minima reporting doubles. This is not (ANSPs) and regulators. past decade, but to really work infringements, level busts, loss because we have double the The SRC stated: “The lack of it needs to involve the whole of separation and sector over- runway incursions, but because resources and quali ed sta at organisation. In the context of deliveries. Airspace infringement we have put a focus on it. You national level dedicated to safety Single European Sky, it also needs has increased in severity and is have to marry the data with expert data collection and analysis is to extend across national borders. now the focus of an Action Plan judgment.” a factor of concern. States and “When we have a project that approved by the Provisional Council EUROCONTROL’s principal safety National Supervisory Authorities links across borders or involves aimed at incident risk reduction. data analysis tool is the Safety (NSAs) have di culties in avionics, then we need to be The plan was developed with Analysis Function EUROCONTROL complying with the timelines given careful. These interfaces have to the support and contribution of and associated Repository (SAFER). for their full range of activities.” be top priority for us.” airspace users, service providers, This receives data from two Q

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Q main data  ows: mandated reports from Member States and voluntary reports. Mandated reports, known as Annual Summary Template (AST) submissions, were introduced by ESARR 2 in 1999 and include key safety indicators such as runway incursions, separation minima infringements, (near) controlled  ight into terrain, airspace infringements and level busts. The EUROCONTROL Voluntary ATM Incident Reporting (PRB), through cooperation with Furthermore, a number of (EVAIR) encourages all European the Performance Review Unit EUROCONTROL Member States stakeholders to report occurrences (PRU). The data is also provided are still not submitting ASTs, and from a range of sources including to the European Aviation Safety among those that are submitting pilot data, accounts from air tra c Agency (EASA) for its annual safety reports, the severity assessment at controllers and from airspace review, as a so-called ATM chapter, occurrence level is deteriorating. users. Charlie Govaarts is senior published for the  rst time in 2011. The main reason for this, as already safety expert for the Safety “All this output has a meaning mentioned, is limited resources. Oversight Division. “The two data and contributes to possible safety But in order to achieve common  ows complement each other. improvements,” explains Govaarts. assessment targets, the States Certain elements can be reported “Because you can  nd trends, need to adhere to Europe-wide in far more detail in the voluntary you can identify risk areas and consistent assessment criteria. data  ow, revealing key causal give input to certain initiatives There is also under-reporting of elements for occurrences. You get to improve safety in ATM. We incidents, estimated at 50,000 more granularity,” said Govaarts. have valuable examples of input in 2010 across ECAC States. More than 100 airlines from voluntary and mandatory The absence of a ‘just culture’ in contribute to EVAIR under reporting systems which have favour of incident reporting is a con dential bilateral agreements worked together and the input has contributory factor among some with EUROCONTROL. Airline led to safety improvements in level ANSPs and regulatory authorities. associations including IATA and bust and runway incursions.” Tony Licu would like to see the European Regions Airline The PRB uses the data to stronger leadership. “The ultimate Association (ERA) also participate, monitor safety performance and resource for us is the senior but the direct airline reports to establish safety performance management leadership. Having are the most e ective. “You can indicators which are incorporated CEOs committed to safety is approach the airline directly and in the  rst reference period (RP1) key and essential for driving it is possible to set up a quick of the European performance safety improvements and better solution with the relevant ANSP,” review scheme. While the performance.” explains Govaarts. “It is a faster indicators are used to measure Achieving regional harmony process.” safety performance, there are no becomes more important as the SAFER is also connected to binding safety targets included in Single European Sky takes shape. data repositories held by the EC RP1. “You need more experience Safety has to be maintained and ICAO and shares a common in monitoring key performance across di erent ATM systems taxonomy in respect of ATM indicators (KPIs) before setting irrespective of hardware and occurrences. The integrated targets,” says Govaarts. “Safety is software infrastructure. “The way analysis forms the basis for safety not as straight forward as cost the performance framework “You can approach the improvement measures and safety or e ciency.” It is still uncertain develops is key,” says Licu. “To airline directly and it management. whether safety targets will feature help understand the issues, we The SAFER safety analysis system in RP2. “There is a lot of discussion are looking to learn from mergers is possible to set up a supplies data to a number of going on between Member States, of large multinationals. It is a big quick solution with the reporting outlets. These include EUROCONTROL, PRB, EASA and safety issue and we are working on the SRC annual safety report and the EC in order to re ne the safety the solutions, but the  rst thing is relevant ANSP.” the Performance Review Board KPIs.” to raise awareness.” Charlie Govaarts

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FOCUS AIRSPACE USERS AT THE HEART OF DEFINING THE FUTURE ATM SYSTEM

By 2020 a new concept in airspace management systems used by the ight operations centres (FOCs), should be available in Europe to replace ight data processing system (FDPS) equipment. FOCs will rede ne the way aircraft of all types can y their most e cient routes – and rede ne the relationship between their operators, air tra c management agencies and airports, writes Philip Butterworth-Hayes.

he key to Europe’s future planning stages through to the need to make a few compromises which includes automatic Tair tra c management ight itself and the post- ight along the way to ensure the con ict detection, military tra c system (ATM) lies in the perfect analysis all the participants have safety and e ciency of the entire management and automatic synchronisation of aircraft, to share enormous amounts of network. coordination with ATC adjoining ground-based data processing detailed dynamic information, At the heart of this complex centres and Network Manager. systems and communication links as the ight cannot be managed operation lies the FOC systems. It is a hugely complex task between air navigation service in isolation but as part of a Currently aircraft operators in and involves, as never before, providers (ANSPs). constantly changing tra c Europe plan each ight in detail the integration of airborne The future system is being scenario. Terminal push-back and then  le a simpli ed ight and ground-based systems. In planned around the concept and arrival times need to be plan to the relevant ANSPs Europe much of the work to of the four-dimensional (4D) coordinated, take-o and landing and EUROCONTROL’s Network de ne, model and develop this trajectory, called a ‘business slots, ascent and descent paths Manager Operations Centre new generation of systems is trajectory’ (or ’mission trajectory‘ will need to be planned, and – previously the Central Flow taking place among partners of for military ights) where the de-con icted from other tra c. Management Unit (CFMU). These the Single European Sky ATM aircraft operator de nes a Weather conditions, actual and simpli ed plans are passed to Research (SESAR) Work Package detailed, optimum route and the forecast, will need to be input, sector controllers who coordinate (WP)11.1, within the Flight ATM and airport systems work to and the aircraft’s own ight the ight plan data with radar and Wing Operations Centre ensure the route can be own as management system will need to pictures, tactically ensuring the (F/WOC) team. In June 2011 close as possible to the operator’s be linked to the data processing safe separation of tra c and, if EUROCONTROL, on behalf of the original plan. The pilot enters systems on the ground so the there is time, the most direct ight SESAR Joint Undertaking, awarded into an agreement with ATC ight can be optimised for speed, possible. the Fly4D consortium – led by to ensure that a point in space fuel e ciency, cost, or all three. But in the future, the Airbus with members Cassidian, and a required time of arrival at As well as crunching all this current role of the ight data Honeywell, Lufthansa Systems and that point shall be met within a dynamic data the synchronised processing system (FDPS) will Sabre Airline Solutions– the job of prede ned time slot. systems will have to make be elevated from basic ight- carrying out the project. The technology which available to all participants the plan display system to that of “We have de ned four major underpins this concept provides exact amount of data they will the FOC, managing the business areas of work within this a sti challenge for researchers need in order to optimise the trajectories (from the airspace programme,” said Daniel Chiesa of planning a new generation of safety and e ciency of the ight – user perspective) of all aircraft in Airbus, leader of both the Fly4D ATM systems. Right from the early while bearing in mind they might a particular sector, a workload Consortium and WP11.1 Work Q

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Q Package. “These are ow-down of requirements and of strategic importance by the management of the business reducing external dependencies. airspace user community within mission trajectories, ight “SESAR Work Packages are the SESAR Joint Undertaking planning the trajectories, mainly systems development and it is strategic for us, too,” said operations control management or operational,” said Daniel Giuseppe Murgese, SESAR WP (both ground and air) and Chiesa. “We will produce the 11.1 Contribution Manager at support to the post- ight system based on operational EUROCONTROL’s Experimental “Systems analysis reporting.” requirements which we will Centre. “We’re talking about manufacturers But WP11.1 is slightly di erent consolidate. Our  rst two projects a major improvement in the will have to from many of the other SESAR are operational by nature operational coordination Work Packages. First, the and projects three to  ve are between users, industry and ATM adapt to the new involvement of airspace users broadly concerned with systems organisations. That’s why we have technologies has played a crucial role in the development.” developed a modus operandi work to de ne and develop the Thus projects four and  ve with the SESAR Joint Undertaking available in technical requirements for FOC will demonstrate one or more which goes beyond just the market.” systems and their in uence within solutions which meet the SESAR administration, there’s a strong Daniel Chiesa the programme is particularly requirements. cooperation in the technical issues high; the view of what a business It was clear from the start of the as well. As Network Manager it trajectory really means has been programme that WP11.1 was also is very important that we have de ned by the community of all of strategic importance, beyond this type of link with the airspace involved airspace users, not just the generation of new technology users. We need this for the future.” the airlines. systems and procedures, closing As well as funding the work, Second, the Work Package the loop for SESAR future EUROCONTROL is providing contains itself both operational developments between the technical support (through the and systems development Network Manager and airspace involvement of identi ed experts), projects, contrary to the rest of users. and acts on behalf of SJU as SESAR WP, thus improving the “WP11.1 is considered to be the customer (buyer). There is

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the ight planning process and system today.” The research work is complex and throws up a number of technical challenges. “Systems manufacturers will have to adapt to the new technologies available in the market – they will have to consider cloud computing, for example, to support the multiple calculations required. It is a challenge,” said Daniel Chiesa. SESAR work package 11.1 “The main technical component is data sharing,” said Giuseppe the constituent parts Murgese. “We have collaborative decision making (CDM) links today Among the Fly4D consortium members Airbus The Work Package 11.1, to de ne and develop but they are local. And in terms has overall responsibility for progress on the a next-generation FDPS, is broken down into of technology aircraft operators work, with Lufthansa Systems dealing with the  ve research areas: are isolated, though they do have operational and systems requirements and the links with the EUROCONTROL prototype of the new ight planning system. ■ First, de ne the operational concepts of the Network Operations Centre. Sabre is also undertaking software development requirements of the business and mission That is why the system wide work in these areas plus prototyping the new trajectories (this is being led by Airbus). information management (SWIM) ight plan system and new operational control ■ Second, input these requirements to de ne element will become so vital – management software. Cassidian is managing the functional requirements for the and we cannot forget airspace the state users perspective (including military) FOC/WOC (Airbus) users who are not airlines and for all projects. ■ Third, de ne architecture and systems do not run Aircraft Operations Honeywell is de ning the operational system speci cations (Lufthansa Systems) Centres. They are starting to requirements for the Business and General ■ Fourth, development of the system have technology available today Aviation communities and for those prototype (Sabre) such as iPads and tablets – used operators with no FOC. ■ Fifth, pre-operational validation (Airbus) mainly by business and general aviation users – which are not yet common in the ATM world.” also a crucial role played by the management concept from The in-coming technologies are Civil-Military ATM Coordination the airspace user perspective,” likely to change not just the way Division (DSS/CM) of said Giuseppe Murgese, to aircraft are operated but the way EUROCONTROL for the de nition complement the views of the the systems owners cooperate. of operational and system ATM management world. “With data sharing the same development requirements, a “Although the validation information and CDM processes complex but vital task as Member project has not started yet, Fly4D integrated with other ATM “WP11.1 is considered States have di erent de nitions partners have also agreed to systems, the future will be very to be of strategic of requirements for a mission support other Work Packages’ di erent,” said Giuseppe Murgese. importance by trajectory. EUROCONTROL also validation activities. This can “Today the major interaction plays a role in ensuring security be seen as a “quick-win” within is between the pilot and the the airspace user issues are also being addressed the whole SESAR Programme. controller, with the Network community within throughout the programme. This year and next year the Manager playing a major role into There has been relatively rapid consortium is involved in the de nition of the operations. the SESAR Joint progress on the programme in supporting other Work Packages In the future this will change. Undertaking and it is recent months with the  rst three such as WP7, Network Operations, The airspace users themselves will strategic for us, too.” research projects now up and by sharing the additional play a major role; the link between running while the fourth has just information needed via  les aircraft and ATC will be reinforced Giuseppe Murgese completed the initiation phase. exchange. It’s an important but there will also be a strong link “Project one has already achievement because we are between the aircraft operator, the developed a view of the trajectory talking about improvements to airport and the ATM system.”

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FOCUS IMPROVING NETWORK CONNECTIONS

he Network Management “In summer 2000 we recorded Aircraft operators and EUROCONTROL’s Network Toperations room is a symbol an overall daily delay up to 250,000 Management operations room will have to forge of change in the air tra c minutes” according to Giovanni management industry. It is not Lenti, one of the  ve Current even closer links in the future if the European merely the technology which Operations Managers in the air transport system is to operate at its most is di erent, but the culture and Network Management operations philosophy have evolved too – room. “A single  ight could be e cient level, write Bernard Fitzsimons and Europe’s strategic air tra c  ow subject to up to ten regulations Philip Butterworth-Hayes. management operations centre and there was no possibility of has become a blueprint for a new individual delay improvement way for aircraft operators and at all. Now regulation is the last infrastructure providers to work resort. Once we have identi ed a together. The result has been a potential capacity overload, we dramatic improvement in the way work with the air navigation service demand and capacity has been provider (ANSP) to  nd another re-balanced. existing sector con guration

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which will avoid a regulation. If not operations, from the strategic to other aviation stakeholders an possible, we then coordinate and the tactical management of any up-to-the minute view of the state apply o oading measures (aiming event (sport, military, national) that of the European air tra c network. at reducing delays) as level capping might lead to a tra c bottleneck The portal o ers headline news or geographical reroutes, all in full and consequently delays, on possible areas of congestion, agreement and coordination with such as the European football accurate weather forecasts and ANSPs and air operators (AOs). We championships this year in Poland access to the EVITA (the European don’t apply re-routing of more than and the Ukraine.” crisis visualisation interactive tool “Since we took over 20 or 25 miles – a few years ago In the operations room the for ATFCM) system which supports the role of Network these could have been between number of AOLOs (Aircraft decision making in times of crisis, Manager we have 80 and 100 miles. Cost is a major Operator Liaison O cers) has also such as industrial actions or the issue for aircraft operators and we recently risen. Up to seven AOLOs appearance of volcanic ash clouds. been able to ensure understand how important it is.” are the main operational pre- The NOP also includes a huge that ‘best practice’ A visitor to the former Central tactical/tactical points of contact amount of relevant information Flow Management Unit (CFMU) with individual aircraft operators. and data (AIMs, the valid Route procedures can now in 2000 would immediately see Availability Document, lists of be applied by all that today’s ops room is very Dynamic data air tra c  ow and capacity personnel in all ops di erent from its predecessor. It It is not just airlines who are management (ATFCM) scenarios, is much larger – with 43 tactical involved. The military has a key etc.) helping aircraft operators room domains.” operators now working in shifts role to play. The ops centre (AOs) to perform more and more Giovanni Lenti on reducing delays and managing automatically receives dynamic e cient  ight operations. peaks and optimising radar sectors’ data from each State’s airspace But what’s the view of the users and airports’ available capacity. It management cell on the of the system? The introduction also works to clear performance availability of routes to civil tra c of increased automation in targets – the average delay-per- in dedicated military airspace areas. communications between the  ight target is 0.7 minutes and as It automatically correlates this with ops room and airspace users is an Network Manager, EUROCONTROL the  ight plan processing database evolving process. is aiming for a further reduction so airlines can quickly be made Ian Pauls is Air Tra c of ten per cent by the end of the aware of potential short cuts. Operations Manager at British “It’s nice when you 2012. “But it is not perfect – one of Airways. “Since they (the ops have personal contact “Since we took over the role of the reasons that these routes are room) created the e-help desk Network Manager we have been not always taken up is because our relationship is not any worse, for a speci c airline able to ensure that “best practice” some airlines don’t have enough but because its been automated, and they can solve procedures can now be applied  ight dispatchers available to we don’t have the same by all personnel in all ops room check when these routes become interaction. your problem.” domains. So all the Flow and free. That’s why we are trying to “We do actually think it’s a Martin Dijkzeul Tactical Network Managers have improve our coordination with good idea, but we’re very keen been trained to apply measures to aircraft operators – we send still to maintain that daily contact the bene t of the overall network,” colleagues to talk to aircraft with the human beings there, said Giovanni Lenti. operators, to gain a knowledge of because you can’t do some of Another of the key changes their respective operating systems,” the things on the help desk that is the way in which aircraft said Giovanni Lenti. you could do through human operators are integrated within the Heading towards a level interaction. So I know why they operation. of “perfect” coordination is a automated it, but I still want to “There are two permanent constant process and depends see more daily interaction. airline representatives at on improving communications “If it warrants it, my guys will EUROCONTROL, called AOLC at both systems and personnel still call the ops room and say, (Aircraft Operators Liaison Cell), level. A key element in the delivery “How about this?” And 99 times from IATA (the International Air of automated data is the NOP out of a hundred they’ll get what Transport Association) and IACA portal (see https://www.public. they wanted,” said Ian Pauls. (the International Air Carrier cfmu.eurocontrol.int/PUBPORTAL/ “I think the other thing they’re Association). They are totally gateway/spec/index.html), which very keen to do is recovery from involved in the coordination of all gives aircraft operators and all network disruption. Q

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Q So when there is potential problems are exactly the same. function is in a state of constant “If it warrants it, my disruption, strike action or any British Airways has more to do with evolution and in the future natural disaster like a volcano, NATS, for example, while we have that will mean increasing the guys will still call the they are quite quick to set up more to do with DFS, and there are spread of information between ops room and say, conference calls and give updated some di erences. So it is nice when stakeholders throughout the information on the network so you have personal contact for a network. “Further improvements ‘‘How about this?’’ people can plan. Then they’re very speci c airline and they can solve are linked to exchange of And 99 times out of good at managing disruptions your problem.” information,” said Giovanni Lenti. a hundred they’ll get through the event, seeing where “That means more automation. the capacity is and what they can Finding their way We will expand the NOP Portal what they wanted.” give in terms of capacity round But he sees encouraging signs of and eventually we will have the Ian Pauls di erent parts of the network,” said progress: “The Network Manager is bene t of the SESAR (Single Ian Pauls. relatively new. We see some progress European Sky ATM Research But even with increased and they have to  nd their way programme) system-wide coordination there are still limits to too and see how much pressure information management what the ops room can currently or power they can give to it. I hope (SWIM) concept which will allow achieve. the Network Manager will be very all parties to have increased Martin Dijkzeul is ATC (Air Tra c proactive in solving problems or common situational awareness, Control) Coordinator/Flowcontrol trying to prevent problems - and if by allowing more decision makers at KLM Royal Dutch Airlines. “What they prevent problems then we, to access the same information happens now is that the ANSPs as an operator, won’t see it - and available on a single screen. Even have the  nal say despite the that’s a good thing.” now we’re working hard to collate advice that the Network Managers Ian Pauls believes there are all this information in place.”

will give them. For example, if the improvements to be made: “They need to exploit all ANSP wants a particular scenario “I think they need to be a bit more available capacity through the Network Manager has to put it dynamic on sector recon guration, di erent ANSPs and provide that in place. I think that is something but then that obviously relies to the carriers,” said Ian Pauls. “So that should change in the near on the ANSPs giving them strategically they’ll look at where future.” information.” the demand is in advance and Mr Dijkzeul also believes “The ATC world sees  ight then o er solutions to carriers personal contact is important: “The e ciency as the shortest way to mitigate any delays on the main carriers in Europe – British from A to B, and often they don’t day, I would say. The other side Airways, Lufthansa, KLM – have take wind or over- ight cost into of it is looking at  ight e ciency, dedicated desks working on ATC account,” said Martin Dijkzeul. emissions and noise, but I guess problems, and it’s nice if you have “We might prefer a longer route that comes under the SESAR a small group of people who because of positive winds or lower package and working with carriers have contact with a small group over- ight costs. The equation is about what they really want – of network managers, especially di erent for every operator.” parabolic descents, perfect  ight on a personal basis. Not all our So the Network Management plan and so on.“

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VIEWPOINT GREATER CLARITY REQUIRED

AND BENEFITS

he European air tra c concern to our members. Linked For some of Europe’s smaller Tmanagement (ATM) sector to delays is also an environment airlines the costs and is in a period of major transition impact. Under the EU Emissions – and it’s a di cult transition Trading Scheme, for example, benefits of the continent’s for both the ATM industry and airlines will need to buy extra new air traffic management the airline industry. Airlines carbon credits in order to o set have high expectations on the the ine ciency of the current programmes remain obscure, cost reduction and e ciency ATM system. Equally airlines face writes Simon McNamara, improvement that must be very penalising legislation for Deputy Director General of delivered and the ATM industry compensation and assistance to has some tough choices to make passengers in the event of delays the European Regions Airline in order to deliver. However, even when the ATM industry, Association (ERA). there is currently a great deal of not the airline, causes the delay. uncertainty about whether the Add to this the fact that most of project is going to be able to ERA’s members operate multi- deliver the improvements needed sector days with typically  ve, six, while making the system more or seven sectors a day so they cost-e ective. are particularly exposed to ATM The ideal ATM infrastructure – knock-on delays. for an airline – should be a totally As ERA sees it, there are two seamless service. It should allow critical elements to the reform an airline to plan and execute of European ATM. Firstly, the its operation with the least technology side, or SESAR (Single interference at the lowest possible European Sky ATM Research cost. However, air tra c delays programme), which is being and congestion remain a serious developed with the support Q

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“We have the prospect of something very exciting when it comes to ATM reform, a chance to make Europe more e cient and competitive.” Simon McNamara

Q of the industry, including ERA. ERA’s members, especially some and the challenges of streamlining The De nition Phase of SESAR of the smaller airlines, know that a very fragmented and was a success in that it delivered new technologies and procedures nationalistic airspace. What Europe a Master Plan. Some momentum should deliver more capacity at needs, as far ATM infrastructure was lost due to the delay in a lower cost – but they do not is concerned, is a great deal setting up the Joint Undertaking know how they will be deployed, of consolidation. The case has which is managing the current, what the costs will be and what been clearly demonstrated by Development Phase. However, the exact bene ts will be to them. independent review bodies that is now running with a large It’s a question constantly asked such as the EUROCONTROL number of projects launched. by operational planners and Performance Review Commission. One of the major challenges those needing to plan investment The ine ciency comes through for the Development Phase is budgets. fragmentation, with a multitude communicating to non-ATM of di erent national ANSPs professionals what all these Consolidation required providing airspace control over projects are destined to deliver The second aspect is the Single their State’s sovereign airspace. and how they might bene t Sky project as a whole and that Despite years of debate there still di erent airlines in the short, brings with it highly political seems no clear path to reduce this medium and long term. Many of issues surrounding sovereignty fragmentation.

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Functional Airspace Blocks (FABs) which could then be recovered as were put forward as a way of and when the bene ts come on trying to drive greater integration, line for individual operators. but to date they have yet to really Despite these concerns we deliver what is needed by the remain optimistic that bene ts airspace user industry. will  ow from the Single The implementation of the European Sky and SESAR projects. Single Sky II (SESII) regulatory For example, the ability to provide package was a big step forward tools which give far more control in incentivising change – it to operators to allow them to imposed a form of economic see in real time what is going regulation on the air navigation on within the network and to service industry in Europe. The take decisions to optimise their European Commission (EC) own networks. The new Network deserves credit for aiming high Manager should be another on this package and trying to bene t to the network as a whole deliver real change in Europe. allowing a top-down control and However, what we saw after the optimisation of how airspace is base legislation was put in place operating either in the core of the bene ts will be to them managed. was a progressive watering down the continent or on long haul, individually. As an Association We have the prospect of by States of the recommended possibly trans-oceanic, services. we can play an important something very exciting when it targets put forward by the EC’s It is therefore important that the role in feeding information to comes to ATM reform, a chance to own independent Performance di erent types of airspace users our members but ultimately make Europe more e cient and Review Body in the  rst reference have control over deployment individual operators need to be competitive. But to do this we period of the scheme. If we are and that is something we are able to challenge, accept or reject need to move beyond the status still to meet the overall goals of working hard to achieve at the any deployment plans depending quo, all parties need to have high SESII there is a lot of catching up moment. on the associated business case. ambitions and ideally we need to to be done. On the cost side we also need As an Association, we are also take politics out of the equation. An additional risk for the to understand what the likely campaigning for both public and Above all, in Europe, we need to overhaul of the European ATM costs will be, so operators can private  nance to be used to fund accept that change in ATM is a system is cost. In particular, plan deployment and see what the upfront investment required, good thing for all concerned. the risk that the investment in the new airborne and ground technology needed to deliver e ciency improvements will be expected to be picked up solely by airlines and other airspace users without a clear bene t being shown. A European deployment plan and governance model is currently being developed and it will be important to ensure this plan generates the maximum return on investment and also addresses funding of the required investment. The governance structure will have to ensure users have a right to determine and in uence what is needed, when it is needed and at what cost. For example, for ERA’s members operating in the remoter regions of Europe, it’s very likely that the technologies will be very di erent from those needed for airlines

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VIEWPOINT

FAB-Europe Central, comprising cost targets in response to weaker But Europe’s network airlines France and Germany as well as than anticipated tra c – in other are held back by a number of Benelux and Switzerland, and words, to perpetuate the vicious factors, including the persistent SINGLE EUROPEAN tackling the congested core of circle of cost-recovery pricing that sluggishness of the European Europe’s airway network, there are the cost-e ciency provisions of economy and the burdens clear divisions already emerging SES were designed to eliminate. imposed by vast layers of SKY  CAN THE over such fundamental matters The point is rapidly approaching regulation. as which operating system where the Commission will have The same applies to the computers will use. Even a to take the initiative with respect infrastructure. The newest and less-complex entity such as the to enforcement proceedings next generations of global AIRLINES HOPE Baltic FAB (FAB-Baltic) is using against States which are failing to competitors to European national procurement policies meet their targets. It goes without airlines are coming from areas as a stumbling block to realising saying that the largest countries of the world where national FOR THE BEST? e ciencies through equipment – those which would be the most administrations are fully aware rationalisation. politically daunting to tackle – are of aviation’s contribution Meanwhile, the issue of also those which account for to social and economic performance targets is showing the bulk of the airlines’ user fees. development, and naturally Athar Husain Khan, acting Secretary General of the Association up the gulf between the Nonetheless, the airlines remain receptive to its infrastructure of European Airlines (AEA), believes that, for the moment at least, commitments made in the optimistic, for the time being, needs. The Single European there is more hope than expectation that the Single European system-wide target-setting that the Commission’s resolve Sky o ers an opportunity to exercise of late 2010 and the will hold, and that the Single Sky echo the steps being taken in Sky (SES) will deliver on its performance targets. reality of what individual FABs legislation is su ciently robust to aviation infrastructure provision and national service providers begin delivering the cost bene ts elsewhere in the world, and go “As long as the FABs are are willing or able to deliver. At which have been promised for a very long way to restoring essentially collectives present a number of Member so long. the European industry’s States are falling short of either The stakes could scarcely competitiveness. It’s good for of national airspaces, uropean airline professionals strike a discordant note with the SES capacity and cost-e ciency their cost-e ciency or capacity be higher. Europe depends passengers and it’s good for the governance issues are Eare, for the most part, an readership of this publication. targets being translated into rm targets. Moreover, some States are on its network airlines for its environment. Will it deliver? We optimistic species. They need Still, we have to keep believing commitments for the coming actively lobbying the European connectivity, both internally in the airline sector continue to bound to be in uenced to be, because the industry as that things will get better, and the years. In both cases, our optimism Commission for a revision of their and to the rest of the globe. hope for the best. by national politics.” a whole has delivered just one SES initiative has been a source is sorely tested. decent annual pro t in the last for optimism since it rst received As far as the FABs are ten years. Consequently, there is political endorsement in the late concerned, they are of course a widespread belief that ‘things 1990s. Justi ably so: the more the ‘functional’ only up to a point. will get better’, even when all the price of fuel rises, the greater the A glance at their geography will evidence is to the contrary. bene t of the estimated 12 per reveal the obvious – that they are This year is proving to be cent fuel burn reduction that SES collections of existing national a particularly tough one for can deliver; the more damage airspaces whose boundaries optimists. The combination of a in icted on airline revenues by continue to follow national feeble European economy and the global economy, the more frontiers. Consequently, many sky-high fuel prices is a particularly welcome the cost-e ciency intra-European  ights will be toxic one, and also highly unusual. savings promised by SES. And with transiting the same number of The negative e ects of previous a 12 per cent reduction in carbon airspaces as they do now. recessions have been at least footprint at stake, airspace users As long as the FABs are partly o set with depressed oil look forward to providing their essentially collectives of national prices, but not this time around. environmental antagonists with airspaces, governance issues If that weren’t bad enough, we solid evidence that their green are bound to be in uenced have the prospect of European credentials are sound. by national politics. It was just airlines becoming caught up in But is all as it should be on the such stresses which led to the numerous trade wars arising from Single Sky front? We should, right breakdown of the prototype the EU’s Emissions Trading Scheme now, be seeing the ne-tuning FAB project Central European Air (ETS). Some of the threatened of the Functional Airspace Blocks Tra c Services (CEATS) in 2008, sanctions include restrictions on (FABs), in readiness for their which could not even agree on access to airspace – a politicisation roll-out on 4 December this year. where to locate its headquarters. of ATM which, I imagine, will We should also be seeing the If we consider the giant

Summer 2012 | www.eurocontrol.int Summer 2012 | www.eurocontrol.int Skyway 73

FAB-Europe Central, comprising cost targets in response to weaker But Europe’s network airlines France and Germany as well as than anticipated tra c – in other are held back by a number of Benelux and Switzerland, and words, to perpetuate the vicious factors, including the persistent tackling the congested core of circle of cost-recovery pricing that sluggishness of the European Europe’s airway network, there are the cost-e ciency provisions of economy and the burdens clear divisions already emerging SES were designed to eliminate. imposed by vast layers of over such fundamental matters The point is rapidly approaching regulation. as which operating system where the Commission will have The same applies to the computers will use. Even a to take the initiative with respect infrastructure. The newest and less-complex entity such as the to enforcement proceedings next generations of global Baltic FAB (FAB-Baltic) is using against States which are failing to competitors to European national procurement policies meet their targets. It goes without airlines are coming from areas as a stumbling block to realising saying that the largest countries of the world where national e ciencies through equipment – those which would be the most administrations are fully aware rationalisation. politically daunting to tackle – are of aviation’s contribution Meanwhile, the issue of also those which account for to social and economic performance targets is showing the bulk of the airlines’ user fees. development, and naturally up the gulf between the Nonetheless, the airlines remain receptive to its infrastructure commitments made in the optimistic, for the time being, needs. The Single European system-wide target-setting that the Commission’s resolve Sky o ers an opportunity to exercise of late 2010 and the will hold, and that the Single Sky echo the steps being taken in reality of what individual FABs legislation is su ciently robust to aviation infrastructure provision and national service providers begin delivering the cost bene ts elsewhere in the world, and go “As long as the FABs are are willing or able to deliver. At which have been promised for a very long way to restoring essentially collectives present a number of Member so long. the European industry’s States are falling short of either The stakes could scarcely competitiveness. It’s good for of national airspaces, their cost-e ciency or capacity be higher. Europe depends passengers and it’s good for the governance issues are targets. Moreover, some States are on its network airlines for its environment. Will it deliver? We actively lobbying the European connectivity, both internally in the airline sector continue to bound to be in uenced Commission for a revision of their and to the rest of the globe. hope for the best. by national politics.”

Summer 2012 | www.eurocontrol.int 74 Skyway

VIEWPOINT “WE ARE CONCERNED WITH THE SLOW PROGRESS ON FABs”

Pedro Vicente Azua, Chief Operating Officer of the European Business Aviation Association (EBAA), talks here with Skyway about how Europe’s business aviation operators view progress towards implementing the Single European Sky performance targets of 2020.

Skyway: What would you say and Ireland are doing better. But airways and providing a big chunk is your major concern when it when we look at the heart of the of cost reductions. We need to comes to implementing a less continent, at FABEC (FAB Europe consolidate some of the centres fragmented, better- performing Central), which is responsible for – we still have ANSPs you cross in air tra c management (ATM) around 50 per cent of our tra c,  ve minutes. system for Europe? we are really disappointed. We are all promoting We are increasingly concerned We should remember the globalisation and a modern about the slow progress being key objectives of the  rst Single economy and we need to get made in implementing functional European Sky package in 2004: a ANSPs into the second decade airspace blocs (FABs). We have reduction of costs of 50 per cent, a of this century. We’ve seen been waiting ten years for these. three-fold improvement in safety, consolidation impact most of They  rst appeared in the initial a ten per cent reduction in carbon our industries and now ANSPs Single European Sky (SES) package dioxide emissions and substantial will have to go through the same of Commissioner Jacques Barrot increases in capacity. These targets process. in 2003/2004, but we have been I know are being reviewed by the FABs are essential for really disappointed by the results Commission and will probably safety, cost-e ectiveness and so far. We believe that FABs are be pushed to the right because environmental improvement. If the best way for States and we are a long way away from we increase  ight e ciency as a national air navigation service them. But these are the targets consequence of fragmentation providers (ANSPs) to improve we all signed up to and FABs were that will reduce emissions. At their ATM performance through a large portion of the political the moment the whole world clearly de ned key performance targets. We know SESAR (Single is looking at Europe’s emissions indicators (KPIs), but in the last European Sky ATM Research) trading scheme (ETS) with very few years we have seen very slow technology alone will not give critical eyes but on the other hand progress in political and technical us the cost-savings we need, we have delays because we don’t programmes. We recognise that especially when we compare the have FABs in place and that has a Sweden and Denmark are moving European system to that of the signi cant impact on emissions. faster than most of the FABs and USA. FABs are fundamental to It is something very di cult to we know the United Kingdom (UK) reducing fragmentation, clarifying explain.

Summer 2012 | www.eurocontrol.int Skyway 75

Skyway: How do you see it will be the fast growth forecast in We will continue to invest “We’ve seen business aviation tra c evolving the early years of the last decade. in infrastructure as we have in over the coming years? There are now around 4,000 the past, operating mainly from consolidation impact We continue to represent seven business aircraft in Europe and by secondary airports which are most of our industries per cent of all IFR (instrument 2020 this could well rise to 5,250 sometimes dedicated business  ight rules) tra c in Europe, which aircraft. So that’s healthy growth. aviation airports. We need to and now ANSPs will is a signi cant amount. While the The work-horse of the  eet is continue to do this which is why have to go through economic crisis is still not over and the smaller type of jet,  ying we are involved in SESAR and the the same process.” we are still su ering from that, and typically sectors of just one-and- Single European Sky; we believe growth in  eet and tra c numbers a-half hours. These are not very it is essential that in the future is still not what it was four or  ve comfortable for the passengers we will need more  exibility and years ago, our forecasts still say but they are small, agile and can continued regional access. that in the next two years we will access many di erent types of We are also deeply involved in be out of the current era of  at airports. the current European Union (EU) performance and start to grow Business aviation, which discussions on slot allocation, again in a healthy way, though forms the basis of our business, as we are a signi cant partner perhaps not as fast as before the will continue to o er the same in the European airspace user crisis. amount of  exibility, agility and community. The  eet will continue to grow reactivity it does today. These probably with the same mix of small jets tend to  y with more Skyway: But you are not aircraft types. I don’t think we have than one or two passengers on impacted too badly by issues of already answered all the questions board – normally they have a congestion at the continent’s about the potential very light jet team of business colleagues as largest hub airports? (VLJ) demand and the issues of with these numbers they make One day some of the regional the business model for operating economic sense as an alternative airports will also be congested these aircraft. There will be growth to scheduled airline business and and slot coordinated. But this is in VLJ operations but I don’t think  rst-class travel. not a problem for today. Q

Summer 2012 | www.eurocontrol.int 76 Skyway

Q However, business aviation result will be a system which has will be introduced easily. But in But whatever happens should have the right to protect been certi ed and which gives more southern regions where these technologies will be very access to these airports as we you a synthetic vision system weather is not a problem, it will be expensive. Some will be easy to have built businesses there for and a database image on the harder to introduce. pay for but others will be hard, many decades. So we are involved same screen. That, coupled with So our view is that it’s great to especially when we compare our in discussions to protect our the SBAS approach, can easily have options but let’s not make community to that of the airlines. operations there into the future. provide you with a category two them compulsory. approach, which means a decision Some technologies will  y Skyway: So what will be the best Skyway: How will business height of around 100ft. but there are a lot of elements way to ensure business aviation aviation bene t from new air So that’s where we are really in SESAR which are for the is equipped with compatible tra c management (ATM) making big steps. It gives you bene t of the overall network, systems and that it can a ord technologies and procedures huge  exibility and enhanced rather than a single airspace user to pay for them? Should these such as those being developed safety. And it means ANSPs will be group. In many cases we have new systems be mandated or by SESAR? able to create LNAV/VNAV( lateral been disappointed in the way introduced by a “best equipped, The EBAA has been involved navigation/vertical navigation) new technologies have been best served” principle? in SESAR from the very start. We precision approaches which we introduced. Take the mandates I think we need a mixture of were partners in the de nition can start using tomorrow as most for data link, for example, or both. Some of these systems will phase and we are now involved of our  eet is equipped with  ight surveillance performance which need to be mandated otherwise in the development phase. We management systems (FMS). have been designed for other there is no way the system is have a contract with the Joint Airlines go to hundreds of airports airspace users. These were going to work; you need a critical Undertaking and have formed a in Europe but we go to thousands, imposed on us even though our mass of airspace users to carry consortium with Dassault Aviation which is why this is such an aircraft are just too small and we the new equipment for it to be and NetJets to bring expertise important technology for us. don’t have the physical room for e ective. from across the industry so we But if you look at new can have a positive impact inside communications technology, SESAR. And we are cooperating in for example, we need to have actual research projects alongside improved communications. We other airspace users and airports. want data link, CPDLC (controller In particular we are involved in pilot data link communications) work packages where there is a and ACARS (aircraft link to business aviation, helping communications addressing and to develop new technologies reporting systems). After all, we go which will have a direct impact to a lot of remote areas of Europe on safety. For example, with but we also have to operate the certi cation of EGNOS in the core regions too,  ying (the European Geostationary through complex TMAs (terminal Navigation Overlay Service) at manoeuvring areas). We recognise many airports throughout Europe there’s a price to pay for improving we are helping to create approach the network. procedures using EGNOS-LPV So some of the new systems London Oxford Airport Oxford London (Localiser Performance with and procedures will also have Vertical guidance) approach Skyway: It still sounds expensive. the equipment. to be introduced on a “best procedures which will introduce a And as we are in the middle of an The Commission had to accept equipped best served” principle lot of  exibility at many European economic crisis I wonder whether that we had to be exempted and other types – such as EVS – airports which currently don’t you are convinced that the from the mandate, along with the will need to be introduced in a have any precision approach cost-bene t analysis of some regional aircraft community which more  exible way. procedures. EUROCONTROL of the SESAR outputs is in favour had the same problems as us. Of But we are concerned with the and the European Commission of your members? course these new technology prices we see. We have a negative consider SBAS (satellite based It doesn’t look too good. For programmes o er many potential cost-bene t-analysis to overcome augmentation systems) some new technologies and bene ts but there are also many and we have told the Commission approaches to be precision- procedures they will be easily things we need to be careful that if it is trying to build a approaches. We are coupling this accepted. A lot depends on about. We need to ensure that completely new ATM system it technology with enhanced vision where you are based. In the they have been designed for us will have to fund at least part of systems (EVS) inside the cockpit, more northern regions, such as and that the overall network will it, as it would for the road and rail head up and head down. The Scandinavia, such technologies actually bene t if we retro t. networks.

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210x297 ANGLAIS.indd 1 20/06/12 17:25 78 Skyway

Forthcoming events

Date: 11 - 12 September 2012 Date: 12-14 February 2013 LSSIP 2012 Kick-O Event EUROCONTROL at the World ATM Congress An event to launch the 2012 Local Single Sky In 2013 EUROCONTROL will be attending Implementation mechanism (LSSIP) cycle, to the World ATM Congress for the rst time. present the changes in the ESSIP objectives, This is a new and key event for the international lessons learned from the previous cycle and air tra c management (ATM) industry. ways of working for the production of the EUROCONTROL will have a stand at the LSSIP document. Exhibition and take part in the Conference, Workshop and Seminar programme. The Location: World ATM Congress combines a large-scale EUROCONTROL’s Headquarters, exhibition, an industry conference and social Brussels, Belgium events, providing networking opportunities Date: 19-30 November 2012 and the chance to nd out the latest trends Date: 12 - 14 September 2012 EUROCONTROL at the ICAO Twelfth Air and developments in air tra c control. HCI-Aero 2012 Navigation Conference (AN-Conf/12) International Conference on Human The key European actors in the international Location: Computer-Interaction in Aerospace e orts to achieve global aviation operability – Madrid, Spain “Transition of science into reality” EUROCONTROL, the European Civil A scienti c and industrial event and a unique Aviation Conference, the European Aviation opportunity for a dialogue between Safety Agency, the European Commission and Advertising index researchers and practitioners. the SESAR Joint Undertaking – will play a key AENA 10 role at the AN-Conf/12. Continuing EURO- ARINC 4 Location: CONTROL’s contribution to achieving greater BOEING IFC EUROCONTROL’s Headquarters, ATM interoperability, an Agency delegation of CESSNA 25 Brussels, Belgium experts, who have been actively involved in COMSOFT 51 the ICAO Technical team and Challenge team, DASSAULT 77 Date: 24 - 25 September 2012 led by Bo Redeborn, Principal Director ATM, will EUROCONTROL 8 FMP Exchange Workshop be present at the event. The goal of this global GNSS 21 A Workshop to foster EUROCONTROL’s event is to bring the entire aviation community ICAO 45 partnership with one of the Network Manager’s together with a view to de ning the next steps LFV 30 most important stakeholder group: the  ow towards a seamless global navigation system. LOCKHEED MARTIN OBC management position community. The Single European Sky is just the beginning. QUINTIQ 41 The eventual aim remains a single global sky. SITTI IBC Location: THALES 6 EUROCONTROL’s Headquarters, Location: WORLD ATM CONGRESS 2013 12 Brussels, Belgium Montreal, Canada

Summer 2012 | www.eurocontrol.int SITTI.indd 1 15/02/2012 20:16 RISING TO THE CHALLENGE OF GLOBAL HARMONISATION

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