The European Civil Aviation Conference Magazine

CIVIL AVIATION IN THE ASIA PACIFIC REGION

NUMBER 56 AUTUMN 2015 CONTENTS

1 Editorial Salvatore Sciacchitano 3 Interview of ICAO Secretary General Fang Liu 5 Aviation development outlook in China Jean-Philippe Dufour 7 The civil aviation landscape in Indonesia Pak Suprasetyo 11 The Australian approach to economic regulation of the aviation industry Stephen Brothwick 14 Civil aviation cyber security: possible actions by regulators and stakeholders Bernard Lim 17 ICAO’s developments on flight tracking Sven Halle 20 News from the JAA Training Organisation (JAA TO) 22 ECAC in brief Editorial

Salvatore Sciacchitano Executive Secretary of ECAC

he spotlight of this issue of the ECAC News is on In this issue of ECAC News, some of ECAC’s partners TAsia-Pacific, one of the strongest emerging aviation share with us their outlook on the landscape of their regions in the world that has undergone dramatic civil aviation sector and introduce us to the ways in changes and the most prominent development in the which they address national and global challenges, global air transport sector over the past two decades. such as Australia’s scheme on air transport economic regulation and Singapore’s take on cyber security Based on 2014 results, the Asia-Pacific region now regulation. manages 32 per cent of global air transport capacity and it is estimated that this region will contain more In matters of global cooperation, Dr Fang Liu, who was than 50 per cent of global traffic within the next appointed ICAO Secretary General last August, answers 20 years, with an additional 12,000 aircraft and 350 air - ECAC News’ questions with regard to her top priorities ports to be added by 2030. and strategic objectives during her tenure, the role of regional organisations, as well as where she expects While reaping the benefits of such growth and devel - the challenges of tomorrow to lie and how she pro - opment, the Asia-Pacific region is also confronted with poses to prepare for them through the ICAO Forum. numerous challenges in order to meet the success of its dynamism. Regulators and the industry need to The attainment of safe, secure and environmentally keep pace with the projected growth in a changing friendly air transport across the globe requires a strong globalised world, facing new risks while benefiting commitment and close collaboration amongst all from new opportunities, in order to guarantee high regions. ECAC looks forward to strengthening its rela - safety, security and environmental standards, the re - tionships with its partners in the Asia-Pacific region, tention of skilled personnel, and the sustainable devel - and facing together the pressing challenges of the opment of infrastructures and their related services. continuing development of the air transport sector.

Since its inception in 1955, ECAC has always sought to I hope you enjoy this first digital edition of the ECAC establish relations and foster dialogue with external News! partners, including major aviation States, well aware of the international dimension that is at the heart of the sector. In less than a decade, ECAC has formalised cooperation agreements with six major players in the Asia-Pacific region, first with Singapore in 2007, then the Republic of Korea in 2009, Australia in 2011, Indonesia and China in 2014, and the latest with Malaysia earlier this year. It now looks towards India to further its external relations.

ECAC NEWS # 56 1 INTERVIEW

Fang Liu ICAO Secretary General

With effective implementation of SARPs comes the Strategy/Priorities critical regulatory framework that builds trust between States and assures global connectivity. Only then can You have recently been appointed Secretary Gen - there be growth in traffic, trade and tourism, and the eral of ICAO. What are the major changes you wish resulting economic benefits for a State which help lift to bring to the Organization and where do you people out of poverty and allows States to invest in hope to see major achievements? What will be your further aviation development, commitments which priorities for ICAO as newly-appointed Secretary then reinvigorate the cycle of increased air transport General? connectivity and mutually inclusive growth. Aviation First of all, please let me acknowledge how truly is also critical to other economic sectors, such as travel honoured I am to have been given the opportunity to and tourism, telecommunications, and trade. serve ICAO in my capacity as Secretary General. Being a very strong proponent of measures to A key goal I will have going forward will be to optimise human, financial and physical resources, I will implement initiatives that can help Organization enhance related activities by initiating results-based transcend its past achievements while continuing to budgeting on the basis of a business plan and an inte - rapidly address emerging issues. Timely development grated corporate performance management system. and updating of ICAO Standards and Recommended ICAO will also invest in the modernisation of business Practices (SARPs) will therefore continue to be the processes and increase staff motivation by building a fundamental priority for the Organization. performance-based culture to support management I will also endeavour to streamline ICAO assistance and programme activities. We will also seek to estab - activities to ensure that States are effectively sup - lish and refine partnerships with relevant organisations ported in the implementation of SARPs. This will be to share best practices and synergies and avoid unnec - realised by establishing a performance-based account - essary duplication. ability framework in the Secretariat, by playing a more I am fully confident that this strategic and prag - active coordination role between States and the donor matic approach will help to positively transform the community, and by generating political will. Organization, making it more modern, effective, Effective execution of the Council’s No Country Left efficient, responsive, and results-based. These are the Behind initiative will be achieved by implementing an best steps ICAO can take to help ensure its continued improved Headquarters and regional coordination position as the global leader in civil aviation. mechanism, and by empowering the Regional Offices to assist Member States with the provision of resources ICAO recently turned seventy years old. Do you and tools tailored for the benefit of individual States. consider that it is evolving sufficiently to keep pace Safety is paramount in aviation, and there is a need with the tremendous changes in the air transport to actively promote the important role of safe, secure sector? What do you see as ICAO’s fundamental role and sustainable aviation for the socio-economic devel - and mission in the 21 st century? What do you opment of States and for the public in general. It is im - believe are the strengths of the organisation? portant that we garner the commitment of high-level Where do you see room for improvements? State decision-makers and establish synergies with our The Chicago Convention, which established ICAO, partners to support the achievement of ICAO’s Strate - has proven to be a very durable and flexible multilat - gic Objectives and the targets of global plans for avia - eral agreement, even to this day. It has been recog - tion safety and air navigation (GASP and GANP). nised by scholars as one of the most successful For that purpose, I am initiating new and expanded international arrangements ever realised, and the fact partnerships with Member States, United Nations the Annexes to the Convention now contain over organisations, as well as other international and regional 12,000 ICAO Standards and Recommended Practices organisations, with whom ICAO will work together to is further testament to ICAO’s ability to respond to the contribute to the realisation of the United Nations needs of our sector and to accommodate all opera - Sustainable Development Goals by 2030. tional, technological, political and legal progress.

ECAC NEWS # 56 2 Interview

With the Convention to guide us, ICAO and its ment and sustainable socio-economic prosperity in its States have evolved consistently with the needs of our Member States, serving as a source of global strategic sector, adopting new Standards, technologies and guidance to guide State planning, a helping hand capabilities quickly and effectively. Our ability to react when it comes to the development of solid business rapidly to new developments was clearly in evidence cases supporting long-term aviation investment and after the events of 2014 relating to conflict zones and the return on that investment, and of course as a facil - flight tracking Standards, but I would also point out the itator for State and donor networking at the interna - proactive engagement we have undertaken with other tional level, consistent with our intensively multilateral recent emerging needs, such as the safe integration of mandate. remotely-piloted aircraft into the global system. This last point also applies to how closely we affil - In this context, ICAO’s fundamental relevance, mis - iate ourselves with and support the work of the entire sion and leadership role have not changed. We still UN network towards the newly-adopted UN 2030 serve as the global forum where States need to delib - Sustainable Development Agenda. Air transport pro - erate and agree upon how our sector responds to vides a solid platform from which States can more emerging issues and adopts innovations, keeping in realistically reach toward many of the Sustainable mind our fundamental responsibility to sustain or Development Goals, providing as it does the essential improve aviation safety, security, efficiency and envi - connectivity supporting access to global travel and ronmental performance at every turn. trade, expanded local tourism, and other sustainable More efforts can and should be exerted towards economic activities. the effective implementation of SARPs, primarily through systematic approaches to assist Member States as we are currently pursuing under No Country Left Behind. And we also continue to work in close Regional Offices/ cooperation with industry as well to ensure the solu - Regional Organisations tions we derive are practical and fully supportive of the targets and objectives established in our complemen - tary Global Plans for Aviation Safety and Air Navigation How do you see the role of the ICAO Regional (the GASP and the GANP). Offices? I am always grateful to be able to highlight the valuable efforts and contributions of our Regional Offices as integral components of ICAO. They play a major and continuing role in supporting our current “ECAC is instrumental to ICAO’s Strategic Objectives, most especially through relevant and sustainable Technical Cooperation and Assistance ability to maintain pan-European Programmes for ICAO’s Members States in close coor - relations beyond the EU member - dination with our HQ Bureaus. I am also very aware of the fact that our Regional ship, not to mention assisting us in Offices will be expected to take on more work and responsibility in this regard, for instance with the new building on relevant EU achieve - AFI SEC-FAL programme and other activities related to ments where appropriate.” the No Country Left Behind initiative. Efforts are being made during our budget plan - ning to help ensure that the resources we have dedi - cated to our Regional Offices will be aligned with the ICAO’s strengths are in fact more accurately de - business plan. And it is important in this context that scribed as aviation’s strengths, and these relate we outline not only the programmes and activities of strongly to our community being a very early adopter the Regional Offices, but also clear deliverables and of new technologies, as just mentioned, as well as the expected outcomes. Enhanced transparency and historic tendency of our sector to cooperate on com - accountability are critical in this respect. mon goals and achieve practical, sustainable progress on a consensus-driven basis. Where do you see the added value of ECAC and its In terms of where there may be room for improve - sister organisations ACAC, AFCAC and LACAC? How ment, ICAO is constantly re-assessing the organisation do you see the future evolution of the relationship and delivery of its core work on the basis of State and between ICAO and Regional Organisations? industry expectations, the latest management and ECAC is a sister organisation to ICAO and an essen - monitoring approaches, and the realities of a funding tial platform for the regional sharing of best practices, environment which can be very dynamic based on the coordination of initiatives and programmes, the global forces beyond our control. In essence we always exchange of views, and through which we can provide have room for improvement and are looking for new mutual assistance to one another on our shared prior - efficiencies and cost savings wherever appropriate. ities in the region. Lastly, with respect to both our strengths and chal - More generally, ICAO has been strengthening lenges as an organisation, it is my strong belief that many of its relationships through a significant and ICAO can do more to foster effective aviation develop - diverse expansion in the number of cooperative

3 ECAC NEWS # 56 Interview

memoranda we have been entering into with regional ECAC’s role as coordinator of European positions organisations. This supports our need to ensure ele - on key strategic issues is also important and I would ments of a shared vision, shared priorities and shared hope to see greater levels of coordination and cooper - targets between the regional Civil Aviation Commis - ation between ECAC and ICAO’s EUR/NAT Regional sions around the world through continually enhanced Office in Paris in the coming months and years, espe - communications and collaboration on joint activities cially where No Country Left Behind capacity-building in order to gain synergies and avoid duplication of and our new goals to enhance SARPs implementation efforts. and aviation development are concerned. Further progress has also been achieved in recent years by revising how our Regional Offices interface Since September 2010, an additional MoC has been with their local States and stakeholders. Each has be - in place between ECAC and ICAO. What do you see come much more proactive in fulfilling their assistance as the most important activities which the two and coordination role with States and closer coopera - organisations could pursue together in this con - tion with related regional bodies is particularly instru - nection? mental to success in this area. They are also becoming The most important objective of the 2010 MoC was more performance-based and accountable, a process to improve the general level of coordination and which will only continue as per my previous reply, and cooperation being undertaken by ICAO’s EUR/NAT each Region now has a real-time dashboard on its Office and ECAC. In other words, the regular exchange website where progress against a variety of critical of information on respective activities, the organisa - regional targets is transparently presented. tion of joint meetings/ seminars in fields of common interest, joint attendance at each other's technical meetings, and related cooperative objectives at the leadership and secretariat levels. ICAO and ECAC Aviation safety, air traffic management, security and facilitation, and environmental protection are the You have recently attended ECAC Directors General areas where this enhanced cooperation is expected to Special meeting in Turkey, at the end of August deliver the most helpful results. 2015. How do you see the role of ECAC from your Besides the ongoing work on our current Strategic perspective of Secretary General of ICAO? Objectives and the technical assistance and capacity- ECAC is instrumental to ICAO’s ability to maintain building we are engaged in under No Country Left pan-European relations beyond the EU membership, Behind to improve SARP implementation, I would high - not to mention assisting us in building on relevant light that joint efforts promoting the ratification of the EU achievements where appropriate. Montreal 1999 and 2009 treaties, as well as the Beijing It also serves to ‘stand-in’ for ICAO at major Euro - 2010 treaties, by both ECAC and other ICAO EUR/NAT pean meetings and events where our direct resources Region Member States, continue to be a priority for us. cannot be present, in addition to helping in the devel - Similarly, the general goal to promote greater har - opment and maintenance of inter-relationships with monisation in State legislation, regulations and proce - regional organisations and other States outside of dures, with ICAO’s SARPs, policies and guidance material, Europe. is a key objective of this improved cooperation. I

Dr. Fang Liu is the Secretary General of the International Civil Aviation Organization (ICAO), having been appointed for a three-year term beginning August 2015. Prior to her appointment, Dr. Liu served for eight years as the Director of ICAO’s Bureau of Administration and Services (ADB). Previously, Dr. Liu served the General Administration of Civil Aviation of China (CAAC), where over the course of twenty years she successively held the posts of Legal Counsel, Deputy Director, Director and Deputy Director General, Department of International Affairs and Cooperation. She was responsible for China’s international air transport policy and regulations, bilateral and multilateral relations with international and regional organisations including ICAO, the World Trade Organization, the Asia-Pacific Economic Cooperation (APEC), the European Union, and the Association of Southeast Asian Nations (ASEAN). During her career with the CAAC, Dr. Liu was elected chair of the Aviation Group of the Asia-Pacific Economic Cooperation (APEC) and was nominated by China to sit on the Air Transport Regulation Panel in ICAO. She also served as an expert on mediation and dispute resolution. She was chief negotiator for the Chinese government for bilateral and multilateral air transport agreements with foreign countries. Dr. Liu earned a PhD in international law at Wuhan University, China, and a Master’s degree in air and space law at Leiden University, the Netherlands. She is the Director of the Association of Air Law of China and of the Association of Private International Law of China, and has published articles and delivered lectures on a wide range of topics in international air transport regulation and air law. She speaks Chinese and English and has knowledge of French.

ECAC NEWS # 56 4 Aviation development outlook in China

Jean-Philippe Dufour Aviation and aeronautics advisor to the French Embassy in China

ir transport in China has in - ble for fostering relations with next two decades. Regarding the A creased almost six-fold since foreign authorities (dialogue on re - aviation sector, the general effects of 2000 in terms of the number of pas - spective positions and interests, China’s economic slowdown should sengers carried, to reach 390 million technical cooperation actions) and be offset by specific growth drivers: in 2014. Over the same period, the for supporting the development of we can mention the rapid develop - activity of Chinese airlines rose from French economic players (watching ment of low cost airlines and the in - 12 to 74 billion revenue passenger- foreign markets, supporting com - crease in the “long-haul” segment in tonne kilometres performed. This ac - mercial or investment contracts). legacy airlines as well as the macro - tivity has demanded a considerable economic development trends of the increase in the fleet of commercial In China, the “Civil Aviation and service sector and the rebalancing of aircraft in service; from 450 aircraft in Aeronautics” representative of growth factors in favour of house - 2000 (which included 90 Airbus planes) the French Embassy works closely hold consumption. to 2,400 at the end of 2014 (includ - with the representation in China of ing 1,100 Airbus, i.e. approximately the European Aviation Safety In the end, we can reasonably con - 50% of over 100-seater planes). Agency (EASA), with the diplomatic clude that the development of representations of the other Mem - Chinese aviation should continue The bottom line is that air trans - bers States and the European Union over the next twenty years, but at port has developed by an average and with the European Union Cham - a slower pace than over the past 15% a year over the past ten years. ber of Commerce in China whose two decades. As a result, China Its development reflects Chinese “Aeronautics and aviation” task force should remain the principal market economic growth overall (+10.5% brings together the main economic for aircraft sales in the world and it on average a year between 2005 and stakeholders. will no doubt eventually match 2014). After more than a century of Europe and North America in terms decline, China got back on its feet in Beyond noting the development of aircraft fleets and traffic. 1949, opened up its economy to the of air transport in recent years, West in the 1980s and the country, the outlook for Chinese aviation In this context, we must prepare now the world's second economic in the short and medium term to rise to the numerous chal - power since 2009, has regained sta - should be considered, and the lenges that future air traffic devel - tus as a major global business player. main inherent challenges for China opment will bring, both in this analysed. In proportion to the Chi - country and the rest of the world, to Therefore, the French authority in nese population, air traffic is still little guarantee optimal safety, economic charge of the air sector, the Direc - developed (there are four times less efficiency and environmental sus - torate General for Civil Aviation air passengers per inhabitant than in tainability. Among the different is - (DGAC), decided in 2007 to have a Europe) and the future rise in the sues to be resolved, four deserve to permanent presence in China manned standard of living will continue to be spotlighted as they are emblem - by a seconded executive. More gen - mechanically fuel growth in air atic of the role Europe is expected to erally, the DGAC has set up a net - transport. Although the national play: (i) what consequences will the work of experts in civil aviation and context is one of relative slowdown emergence of Chinese aircraft man - the aeronautical industry within the in Chinese economic growth (prob - ufacturers have, (ii) how can we sup - economic services of French em - ably of the order of 5% on average port the modernisation of air traffic bassies in Brazil, China, India, Russia per year in future), the latest analyses management in China, (iii) how can and the United States – and at the carried out by aircraft manufacturers Europe-China air traffic be organised French Representation to the ICAO and specialised firms in the second on a basis of fair competition be - in Montreal – to contribute to devel - half of 2015 estimate that the air tween Chinese and European air - oping relations with France’s main transport market and aviation sales lines and (iv) how will market-based partners in these economic sectors. in China should continue to grow at measures to combat climate change These agents are primarily responsi - around 5 to 7% per year over the be used in aviation?

5 ECAC NEWS # 56 Aviation development outlook in China

All aviation economic players agree that Chinese aircraft manu - facturers will emerge among the world leaders in the sector sooner or later insofar as, above and beyond the commercial interests, Beijing re - gards this development as a strate - gic objective and is taking the necessary steps to achieve it. Fur - thermore, aviation is a cornerstone of the Chinese industrial modernisa - tion programme “Made in China 2025”. This ambition lays particular © BNAH Joint Design Team – ADPI (Aéroports de Paris) winner of the International Design Competition emphasis on technical cooperation in Europe with the SESAR pro - experimental carbon emissions trad - in aeronautical certification imple - gramme and the development of ing projects implemented since mented at the request of the Sino-European cooperation on these 2013 in seven pilot regions, domes - Civil Aviation Administration of questions is obviously in the two tic flights of airlines based in Shang - China (CAAC) with EASA. Above all, parties’ best interests. hai are subject to the offsetting the main aircraft manufacturers – system (measure soon due for ex - including the European leaders – Air traffic between Europe and tension to Canton). This experiment legitimately intend to move closer to China is expected to triple over with emissions trading in Europe their Chinese clients by establishing the next twenty years, whereas the and China should foster pragmatic industrial operations in China while rest of European activity outside Asia talks on the use of MBM in aviation. ensuring they retain their techno - is only forecast to multiply twofold logical lead. On all these aviation (intra-European, with Africa and Ultimately, the development of issues, Beijing regards European America). Europe-China traffic there - Chinese aviation, its dynamism players as stakeholders of primary fore represents one of the main and its challenges illustrate Bei - importance, and they are respected sources of growth for European car - jing's search for its place in the and listened to. riers which should fully benefit from globalised economy today. Year it alongside their Chinese partners. after year, China is again becoming Future growth in traffic means To do so, European and Chinese one of the world’s biggest economies that extensive modernisation of regulators must agree on rules that – like it was until the 18 th century – air space management is vital. In enable the activity to develop in fair and this rebirth compels it to find a particular, priority reforms include a and competitive conditions. place on a par with its stature in thorough review of the system of al - an economy which, over several lotting slots at airports, better coor - The environmental conditions in decades, has become globalised in dination between the different air which Chinese air traffic should its absence. Aeronautics and avia - traffic control regions and rebalanc - develop will be decisive for the en - tion are no doubt vital attributes of ing between commercial and mili - vironmental sustainability of avia - sovereignty to attain status as a tary users in favour of civil aviation. tion overall, given the size of the global power. This is therefore a cap - To be successfully carried out, such Chinese market. This observation ital goal for China. But as powerful as a project requires organisational particularly applies to actions to limit it may be, it cannot succeed on its changes (between civil and military carbon emissions to preserve the cli - own. Europe has many political, authorities, inter alia) and human mate. Now, the implementation of a technological and economic assets and equipment investments. The global offsetting market-based to assist and thus influence Beijing Chinese regularly express their wish measure (MBM) is certainly essential, in this process. It is in our European to cooperate with private and public in addition to various technological interest, and in the collective inter - European players on these topics. A measures, to achieve growth in avi - est, to take action along these lines, vast modernisation of air space ation without any increase in emis - as our own position on the future management is precisely underway sions as of 2020. In China, as part of global aviation scene is at stake. I

Jean-Philippe Dufour has been the aviation and aeronautics advisor to the regional economic department of the French Embassy in China since September 2014. Trained as an engineer, he began his career at the Institut Géographique National before joining the Ministry of Foreign Affairs, and then the French Embassy in South Africa between 2003 and 2007. In 2007, Mr Dufour joined the French General Directorate of Civil Aviation and represented France at the ICAO Committee on Aviation Environmental Protection (CAEP) from February 2013 until August 2014.

ECAC NEWS # 56 6 The civil aviation landscape in Indonesia

Pak Suprasetyo Director General for Civil Aviation for Indonesia

through 36 radar stations simulta - Indonesia in Numbers neously monitoring and providing surveillance backed up by 30 ADS-B ndonesia is the world’s largest ar - 2, 219, 629 square miles, the air - stations installed and covering all I chipelago with 34 provinces and space allows for airline savings and of Indonesian airspace. ADS-B of is located in a strategic position greater efficiencies. data sharing has been agreed with with abundant potential of natural neighboring countries (i. e. Australia resources. With a population of An airways Performance Based and Singapore) toward a seamless more than 250 million people mak - Navigation (PBN) facilitates and regional Air Traffic Management ing it the world’s 4 th most populous provides safety and efficiency on (ATM) to enhance the capabilities country, its stable economic flights today, particularly in newer of each Air Navigation Service growth and available investment planes equipped with the latest Provider (ANSP) at the same level. opportunities have made Indone - satellite-based computer technol - sia a significant business and ogy. An optional, more economical, HF, VHF and Extended Ranges (ER) tourism destination for the interna - flight level available with the paral - covered our airspace as a communi - tional community. Due to Indone - lel route PBN–can save significant cation facilities strengthening avia - sia’s geographical position and fuel consumption. tion safety assurance and are back up substantial economic potential, air by data communications (ADS-CPDLC) transportation is a very important The dual surveillance system pro - that can reach all of the oceanic factor in its national economic vides safe and efficient separation region in the Indonesian airspace. growth.

Indonesian airspace is located in the heart of the Asia-Pacific region and plays an important role as a bridge for the regional air space and transcontinental route net - work. Stretching from east to west along 3,264 NM with a total area of

7 ECAC NEWS # 56 The civil aviation landscape in Indonesia

SUPPORTING FACTORS PIONEER ROUTES TO AIR TRANSPORT To create access, encourage Currently, there are 170 routes SERVICES NEEDS development in remote areas connecting 24 provinces and of Indonesia, and in order to 165 cities. At present, there are To ensure domestic and interna - promote the national economy, 33 fleets consisting of DHC-6 tional connectivity, Indonesia is DGCA Indonesia has developed (Twin Otter), CESSNA 208B supported by 18 airlines serving the so-called pioneer routes (Grand Caravan), and PILATUS scheduled flights and 47 airlines using a subsidy mechanism. PORTER (PC-6) to accommodate serving non-scheduled flights. Pioneer routes play a crucial these routes. The Indonesian Directorate role in national and regional General of Civil Aviation (DGCA) economic development in the has issued permits for 294 country. routes connecting113 cities in the country, served by 18 airlines (15 for passenger and three for cargo). For interna - tional routes, Indonesia’s DGCA has issued permits for 56 routes which connect eleven cities in Indonesia with 28 cities abroad. These routes are served by nine domestic airlines (six passenger and three cargo airlines).

Air Transport Services

n order to improve air transport NATIONAL AIRLINES As the airline embarked on its I services, the DGCA of Indonesia Garuda Indonesia, one of the transformation programme cover - commits to give transparent, effec - national airlines, serves as a full ing all aspects of the company tive and efficient service by provid - service carrier and provides low starting in 2005, the International ing technology-based information. cost carrier services to multiple Air Transport Association (IATA) cer - The Directorate of Air Transport as Indonesian destinations under its tified Garuda Indonesia as a regis - the working unit which is responsi - subsidiary PT Citilink Indonesia. tered operator under the IATA ble for preparing the policies and Founded in1949, the airline is now Operational Safety Audit (IOSA), a standardisation in Indonesia’s air one of the world’s leading airlines global best-practice standard for transport sector, has launched a and the newest member of the flight operations, aircraft mainte - user friendly, technology-based exclusive group of 5-Star Airlines nance and safety management sys - information service for the flight by Skytrax. tems, in 2008. approval online application, flight The airline operates regularly route permit online application, air - scheduled flights to a large number lines licenses application, on-time of destinations in Southeast Asia, performance report on line appli - East Asia, Middle-East, Australia cation and hub payment. and Europe from its main hubs in Jakarta, Surabaya, Medan, Den - SLOT TIME COORDINATOR pasar, Balikpapan and Makassar. To support a fluent time slot set - Presenting a new level of service ting, based on the Regulation of excellence in air travel, Garuda the Minister of Transportation Indonesia seamlessly connects 76 No.PM 13 of 2015 on the imple - destinations worldwide to not only mentation of all location of airport one of the largest economies in flight time availability (slot time), Southeast Asia, but also an array of the time slot arrangements in exotic locations in the beautiful ar - Indonesia, which were once chipelago of Indonesia all at once. performed by the Indonesian Slot With close to 600 daily flights and The progress of Garuda In - Time Coordinator, has now been a fleet of 169 aircraft with an aver - donesia’s transformation pro - accommodated by an organisation age age of less than five years, gramme can be seen from named the Indonesian Airport Slot Garuda Indonesia serves its pas - achieving a Skytrax 5-star airline Management (IASM). sengers with the award-winning rating, ranked as the 7 th best airline “Garuda Indonesia Experience” in the world in the 2014, as well as service, which highlights Indone - winning the prestigious “World’s sia’s warm hospitality and rich Best Cabin Crew” award in 2014 diverse culture. and the “World’s Best Economy

ECAC NEWS # 56 8 The civil aviation landscape in Indonesia

Class” award in 2013, also from Sky - AIRPORTS DEVELOPMENT IN INDONESIA trax. Garuda Indonesia has also (APIS) at all international airports. dio Airport-Pontianak, and for the been named the best airline of the To further improve air transport establishment of Kerta Jati Airport- Asia and Australia region by the services, Indonesia is dedicating Krawang, as well as the relocation Airline Passenger Experience Asso - special attention to the efforts to of Temindung Airport-Samarinda. ciation (APEX) for two consecutive develop and improve the facilities To support the implementation years. in its national airports. Based on of the ASEAN Open Sky Policy 2015 Minister Regulation Number 69 of and the AFTA agreement, Indone - NATIONAL FACILITATION 2013 on Airport Affairs, Indonesia sia has prepared its five interna - COMMITTEE has currently 237 airports located tional airports to support those In order to facilitate and promote between Sabang and Merauke, policies, i.e. Kuala Namu Interna - reliable aircraft services, the DGCA with 29 among those being inter - tional Airport-Medan, Soekarno- of Indonesia has established a national airports. Indonesia also Hatta International Airport-Banten, National Facilitation Committee plans to build 62 new airports. Juanda International Airport- (FAL) and Airport Facilitation Com - Airport expansion and devel - Surabaya, Ngurah Rai International mittees in each province of the opment demonstrate Indonesia’s Airport-Bali, and Hasanuddin Air - country. The Indonesian DGCA is goal to improve air transportation port-Makassar. These five interna - acting as the lead coordinator of services to meet public needs. It tional airports were chosen based the committee and working closely has also become a key considera - on their readiness level in comply - with other institutions such as Cus - tion for Indonesia’s major expansion ing with the policies of the ASEAN toms and Excise, Immigration, of Terminal 3 of Soekarno-Hatta In - Open Sky Policy. Health Quarantine, Animal and ternational Airport-Banten, Labuan Plant Quarantine and others. Bajo Airport-Komodo Island, Supa - To ensure optimum service, the Immigration Authority is imple - menting border control manage - ment and passenger analysis units in all international airports of Indonesia. Immigration, Customs and DGCA are currently coordinat - ing to implement the Advanced Passenger Information System

9 ECAC NEWS # 56 The civil aviation landscape in Indonesia

International cooperation

s an ICAO Member State, In - Adonesia always strives to com - BILATERAL AND REGIONAL COOPERATION ply with all the Annexes, Standards To be able to advance the national some countries including the USA, and Recommended Practices that air transport sector, Indonesia Japan, Australia, France and the have been published by ICAO on recognises the importance of es - Netherlands. It has also engaged in aviation safety and security. In - tablishing technical cooperation partnerships with two regional civil donesia underwent ICAO USOAP on civil aviation with other coun - aviation bodies, the African Civil audits in 2009 and 2014, and set tries and international organisa - Aviation Commission (AFCAC) and the establishment of corrective tions. With this purpose in mind, the European Civil Aviation Confer - action plans to follow-up on the Indonesia is actively involved in in - ence (ECAC). audits’ results as a priority, in order ternational cooperation without In 2014, Indonesia signed a to ensure full compliance with neglecting national interests. It has Cooperation Arrangement with ICAO requirements. mutual cooperation with 75 coun - ECAC to foster cooperation specifi - Recently, Indonesia hosted sev - tries in the form of Bilateral Air cally on safety and accident inves - eral major ICAO events. It was an Service Agreements and closely tigation, security, environment and honor and a pleasure for Indonesia cooperates in the frame work of other topics of common interest. to host, in particular : The ICAO Air multilateral cooperation of the The participation in interna - Services Negotiation Event, from Indonesia, Malaysia, Thailand tional events and meetings, the or - 17 to 21 November 2014, in Bali; Growth Triangle(IMT-GT), the Brunei, ganisation of training activities and the USOAP & CMA Regional Work - Indonesia, Malaysia, Philippines of joint initiatives are also foreseen shop, from 30 April to 2 May 2014, East ASEAN Growth Area (BIMP- under the Cooperation Arrangement, in Jakarta; and the International EAGA), ASEAN, APEC, D8, and which is perceived by the DGCA of Green Aviation Conference (IGAC), World Trade Organization (WTO). Indonesia as an important element in August 2015, in Bali. In the future, To increase the safety and secu - to forge closer ties with Europe in Indonesia is hoping to be able to rity of its flights, Indonesia has also the field of civil aviation. I contribute more to both technical formed close technical partnership and non-technical programs of ICAO. cooperation on civil aviation with

Pak Suprasetyo is the Director General of Civil Aviation, Ministry of Transportation, Republic of Indonesia. He graduated in 1985 from Gadjah Mada University, Yogyakarta, Indonesia with a Bachelor in Chemical Engineering and thereafter received specialised training at the Indonesian Civil Aviation Institute (ICAI) and other training institutions in aviation security and related civil aviation subjects. He began his career in the Directorate General of Civil Aviation in 1992 as Chief of Terminal Operations and continued as Chief of Rescue and Fire Fighting Services and then as Deputy Director, Aviation Security Standardisation and Emergency Services. From 2007 to 2011, he was posted as Transportation Attaché at the Embassy of the Republic of Indonesia in Washington DC, USA. From 2011, he was Deputy Director of Quality Control in the Directorate of Aviation Security and then Deputy Director of Emergency Services. In 2014, he became Head of the Airport Authority at Soekarno-Hatta Airport, Jakarta, and in early 2015 he was appointed Director General of Civil Aviation.

ECAC NEWS # 56 10 The Australian approach to economic regulation of the aviation industry

Stephen Brothwick General Manager, Aviation Industry Policy Branch of the Australian Department of Infrastructure and Regional Development

tries and six major emerging ices (passengers and cargo) by the Introduction economies. Maintaining a liberal, Australian Government, leaving Aus - focussed approach to economic reg - tralian-based airlines free to operate ustralia is a geographically vast ulation in the aviation industry has any flights and serve any markets Aisland nation with a small, been the key to unlocking the Aus - they deem commercially viable. highly urbanised population, lo - tralian aviation market’s potential. While there is state government reg - cated some distance from the ulation of entry and capacity on world’s major population and trad - some thin intra-state routes (3) , most ing centres. Consequently, the na - intra-state and all inter-state routes tion is heavily reliant on airline Airlines are free of these restrictions. Domes - services for the timely transport of tic airlines may be 100% foreign passengers and cargo, and an effi - he aviation sector is estimated to owned, subject to consideration by cient and competitive aviation mar - Tcontribute AUD$41.3 billion to the Foreign Investment Review Board ket is critical to Australia’s economic Australia’s GDP per annum, and is under the Foreign Acquisitions and performance. forecast to add 2.4 per cent in total Takeovers Act 1975, which provides Despite our relatively small pop - net new jobs growth over the years an economy-wide framework for ulation, Australians are highly mo - 2013-2018 (1) . The aviation sector also managing foreign investment. In bile and our nation remains one of indirectly supports employment in this respect, Australia is one of the the most open aviation markets in the mining industry (which employs few countries to have opened its the world, both internationally and 54,900 people and generates domestic aviation industry to Mode domestically. Australia pursues a AUD$160 billion in export earnings), 3 services imports via the commer - ‘light-handed’ approach to regula - and the supply chain/logistics cial presence of foreign investors (4) . tion of airlines and airports, with the industries (which employed 373,500 This framework promotes a strongly primary objective of supporting a people in 2013 with revenues of competitive industry that benefits safe, competitive and productive AUD$19.1 billion in 2014-15) (2) . the tourism industry and the aviation transport industry. This The Australian domestic aviation broader community. approach provides industry with passenger transport industry is International aviation forms a certainty and creates an incentive to dominated by a small number of air - significant part of Australia’s aviation plan and invest for the long term, to lines competing at various levels of industry. Australia has two major in - maintain our excellent safety record intensity for increased market share. ternational airline groups – Qantas and safeguard the interests of Smaller operators provide important Group and Virgin Australia Group. travellers, airport users and those specialist services such as remote Some international passenger affected by aviation activity. area aviation, charter services and routes are served by Qantas’ low- Since the process of liberalisa - other general aviation activities such cost subsidiary Jetstar International, tion and privatisation began in 1992, as flight training, surveillance and and Tigerair Australia (part of the Vir - passenger and international aircraft crop spraying. gin Australia Group) has announced movements have trebled. Underpin - In the domestic market, there is it will commence international serv - ning this is a longstanding policy of no economic regulation of air serv - ices from March 2016. maximising flexibility in a way which enables industry players to remain nimble and responsive to the chal - (1) Transport and Logistics Industry Skills Council Ltd, 2015 Transport and Logistics Environmental lenges of a highly volatile industry. Scan, 9. (2) Tourism Australia, Tourism 2020 Overview, 2011. The openness of the Australian mar - (3) Generally this regulation is part of a Community Service Obligation and may be accompanied by ket is acknowledged by the OECD, subsidies to airlines operating services on routes that are otherwise commercially unviable. which has ranked Australia’s air (4) The World Trade Organisation gives the following example of Mode 3 consumption of services: transport services industry as the “The service is provided within an ‘importing country’ by a locally-established affiliate, subsidiary, or representative office of a foreign-owned and controlled company (bank, hotel most liberalised of all 34 OECD coun - group, construction company, etc.).”

11 ECAC NEWS # 56 The Australian approach to economic regulation of the aviation industry

In 2014, Australian international Package’ – which provides for unre - anti-competitive arrangements, airlines ranked among Australia’s stricted third and fourth freedom including airline alliances, when it largest employers, with Qantas rights to/from the rest of Australia’s is satisfied that the public benefits Group employing 32,841 people (5) international airports. outweigh the public detriment, in - and Virgin Australia Group employ - Due to the Australian Govern - cluding from any lessening of ing over 9,400 (6) . Reflecting its his - ment’s longstanding policy of keep - competition. Decisions about the tory of public ownership, Qantas ing available capacity entitlements public benefits and detriments was previously subject to separate ahead of airline demands, in the vast likely to result from such arrange - foreign ownership restrictions in the majority of Australia’s aviation mar - ments are made by the ACCC fol - Qantas Sale Act 1992 which limited kets sufficient capacity entitlements lowing a public consultation total ownership by foreign airlines to are available to permit continued process. To grant authorisation, 35 per cent and ownership by a growth in the market. the ACCC must be satisfied that in foreign individual to 25 per cent. In all the circumstances: the benefit contrast, other Australian interna - Australia’s competition framework to the public outweighs the public tional airlines are only subject to an as it applies to airlines detriments constituted by any overall 49 per cent foreign owner - The principal agency responsible for lessening of competition that ship limit under the Air Navigation enforcing and regulating airline would likely result; and the public Act 1920. On 18 July 2014, the Qan - competition is the Australian Com - benefit is such that the conduct tas Sale Amendment Act 2014 passed petition and Consumer Commission should be authorised. through the Australian Parliament, (ACCC), an independent statutory • The capacity available to Aus - aligning Qantas’ foreign ownership authority with legislated responsibil - tralian international airlines under restrictions to those imposed on ity for regulating competition across bilateral air services arrangements other Australian international air - the entire Australian economy, is allocated for existing and lines. including the aviation market. prospective routes by the Interna - Of the 32.378 million interna - Briefly: tional Air Services Commission in tional scheduled passenger move - • The ACCC enforces Australia’s accordance with the International ments in 2013-14, the share of traffic competition, fair trading and con - Air Services Commission Act 1992 accounted for by Australian desig - sumer protection laws pursuant to (Cth). This also includes capacity nated airlines was 29.9 per cent (7) . the Competition and Consumer under code share arrangements. The importance of this industry un - Act 2010 (Cth). This includes tak - The IASC is empowered to ap - derpins the Government’s policy to ing action and/or accepting court prove applications for capacity on seek the removal of barriers in air enforceable undertakings to rem - public benefit grounds (8) . Parties services arrangements which restrict edy breaches of: that receive IASC approval are not the growth of this significant serv - – the trade practices provisions of exempt from general competition ices export industry. the Act such as anti-competitive and consumer laws, including The Department of Infrastruc - practices that substantially those enforced by the ACCC. ture and Regional Development (the lessen competition, the misuse • Notably, while Australian legisla - Department) is responsible for ne - of market power and cartel con- tion includes provisions to direct gotiating Australia’s air services duct, and mergers and acquisi- that details of proposed tariffs be arrangements with foreign tions that have the effect or submitted for approval our policy economies. In all aviation talks the would be likely to have the approach is not to exercise these Department seeks to increase global effect of substantially lessening provisions in favour of a market- aviation liberalisation, negotiate the competition in any market; based approach to determining removal of barriers to access and en - and airfares. sure we have the capacity necessary – the consumer protection provi- to meet future demand, while sions of the Act, including mis- recognising the need to protect our leading or deceptive conduct national interest. by businesses and misrepresen- Airports In its bilateral agreements, Aus - tations with respect to price. tralia typically seeks to negotiate As these laws apply to the aviation he regulation of aviation infra - third and fourth freedom rights in sector, the Australian Government Tstructure has also followed the two separate capacity allocations. does not consider aviation specific long-term trend toward liberalisa - Third and fourth freedom rights at regulation of the type imple - tion and deregulation, although Australia’s four ‘gateway’ points (Syd - mented in other jurisdictions to some restrictions remain on foreign ney, Melbourne, Brisbane and Perth) be necessary in the Australian ownership of federal leased airports are often subject to a weekly capac - context. and some elements of service provi - ity limit, expressed either in a maxi - • The ACCC has the power to autho - sion by airport corporations at such mum number of services or rise airlines to engage in certain airports. maximum number of seats that can be offered by airlines of both sides. In many bilateral arrangements Aus - (5) Qantas Data Book 2014, 19. tralia also looks to negotiate a sepa - (6) Virgin Australia Annual Report 2014, 28. (7) Tourism Australia, Tourism 2020 Overview, 2011. rate entitlement – the ‘Regional (8) See the International Air Services Commission Act 1992 (Cth) and associated regulations.

ECAC NEWS # 56 12 The Australian approach to economic regulation of the aviation industry

Ownership maintenance of essential national gateway airports including Gold The operation of Australia’s twenty- infrastructure. Coast, Cairns and Darwin. The man - one major airports was privatised The ACCC monitors pricing and agement of slots across Australia’s between 1997 and 2003 by selling service delivery at the four major air - gateway airports is undertaken in long term leases over airport sites to ports, reporting annually on prices, line with global practices estab - private sector operators. The Depart - costs, profits and the quality of serv - lished by industry through IATA. Slot ment regulates ownership and con - ice levels related to the supply of Management at Sydney Airport is trol matters at federal leased airports aeronautical services / facilities and governed by the Sydney Airport in accordance with the provisions of car parking and transport services at Demand Management Act 1997 and the Airports Act 1996 (the Act) and the four largest airports: Brisbane, several associated legislative instru - associated regulations. The key Melbourne, Perth and Sydney air - ments. This body of legislation sets objects of the Act in relation to air - ports. Part of the price monitoring out a framework for the long-term port ownership are to: regime includes the ACCC monitor - management of demand at the • ensure majority Australian owner - ing quality of certain airport services Sydney Airport. ship of Airport Operator Compa - and facilities. The objectives of qual - Slot management underpins a nies (AOCs - 49% limit on foreign ity of service monitoring are to assist night-time curfew of between ownership); in the assessment of an airport op - 11pm-6am at Sydney and Adelaide • limit the ownership of certain air - erator’s conduct in a prices monitor - airports and a movement cap so no ports by airlines (5% limit on air - ing environment; and improve the more than 80 runway movements line ownership); transparency of airport performance may occur in any hour. These meas - • ensure diversity of ownership and to: ures are an essential element limit - control of certain major airports • discourage airport operators from ing the impact of noise on the (15% limit on cross-ownership of reducing standards for services community and achieving balance certain airport pairs); and that are associated with significant between the efficient use of the air - • promote the efficient and eco - market power; port and broader environmental im - nomic development and opera - • provide further information to pacts. The legislation also reflects tion of airports. users of airport facilities, including unique policy priorities for the Aus - The Department conducts an an - passengers and the aviation in - tralian Government such as guaran - nual review of ownership matters dustry, as a basis for improved teed slots for New South Wales relating to federal leased airports consultation and negotiation on based regional services during peak to monitor AOCs’ compliance with pricing and investment proposals; operating periods and greater Part 3 of the Act and associated Reg - and access for new entrant airlines to ulations. • assist the Government in its industry maximise competition and benefit One of the explicit objects of the analysis and inform public debate. consumers. Act is to ensure majority Australian The ACCC also assesses notified ownership of federal leased airports. price increases sought by Sydney As such, the majority of the paid up Airport in relation to the provision of Conclusion capital, voting power, and rights to regional air services and by AirSer - distributions of profits and capital of vices Australia in relation to air traffic Australia’s aviation industry is unique each company holding an airport control and aviation rescue fire- in that it provides safe and efficient lease and each management com - fighting services. services to an entire continent – pany for a leased airport should be a continent where but for the Australian. Slot management availability of reliable air transport Slot management or slot coordina - services, our cities and our remote Airport price monitoring tion is implemented at all of the communities would be subjected to The Australian Government recog - major international gateway airports the ‘tyranny of distance’. Our aviation nises that a degree of regulation is in Australia. Management of slots for economic framework ensures that required to minimise the potential all domestic and international flights vital links between remote, metro - misuse by airports of their market occurs at Sydney, Brisbane and politan and international destina - power and the capacity for airports Perth. International flights require tions are maintained while ensuring to provide services below commu - slots at Melbourne and Adelaide the long-term sustainability of the nity expectations or to neglect the along with Australia’s secondary industry. I

Stephen Borthwick is the General Manager, Aviation Industry Policy Branch of the Australian Department of Infrastructure and Regional Development. His broad range of responsibilities include overseeing Australia’s international and domestic aviation policy settings and managing Australia’s bilateral air services negotiations program. He took up his appointment in April 2006. Mr Borthwick has held a number of positions within the Department of Infrastructure and Regional Development. He has been extensively involved in policy development and implementation in a wide range of transport areas since the early 1990s. Mr Borthwick’s academic background is in economics. He completed a Bachelor of Economics (Honours) at the University of Sydney in 1987.

13 ECAC NEWS # 56 Civil aviation cyber security: possible actions by regulators and stakeholders

Bernard Lim Director for International Relations and Security with the Ministry of Transport, Singapore

he challenges faced by the tion (CANSO) issued a joint action among airport operators, airlines, Tglobal civil aviation industry re - plan on civil aviation cyber security aircraft engines manufacturers, garding cyber security threats are to address these challenges. The ground handlers, security service an emerging concern for all stake - IATA also developed a cyber secu - providers, security equipment holders. Cyber security attacks and rity tool kit for airlines, while many providers, international organisa - breaches that can disrupt security other airports, air navigation serv - tions, regulators and other relevant and operations have been recog - ice providers and aircraft manufac - aviation security stakeholders. The nised as a real threat in many sec - turers, also undertook various conference was attended by 200 tors. In the civil aviation sector, measures to strengthen the secu - delegates from sixteen countries, caution has been raised about rity of their operations against featuring 30 speakers and modera - whether cyber-attacks can allow cyber security threats. tors from regulators and industry, hackers or persons with the desire including the European Civil Avia - to cause an act of unlawful interfer - Despite the actions being pursued tion Conference (ECAC), and with ence to cripple civil aviation oper - by civil aviation stakeholders, there keynote speeches delivered by ations. These include breaking into are many who are still grappling Mr Pang Kin Keong, Permanent aircraft navigation and control sys - with the challenges posed by cyber Secretary, Singapore Ministry of tems, interfering with radar and security threats to their operations. Transport; Mr Raymond Benjamin, communications systems, and af - One of the key areas that would be then Secretary General of ICAO, and fecting and corrupting various air - helpful is to raise awareness and Mr Tony Tyler, Director General and port systems. The consequences of promote dialogue amongst stake - CEO of IATA. any successful cyber-attack on civil holders on their perspectives on aviation operations can be cata - strophic with the potential of caus - ing human casualties and damage to critical infrastructure. These con - cerns are compounded by the fact that airlines, airports, and other stakeholders, viz., ground handling companies, security service providers, fuel companies, cargo agents, etc., are increasingly reliant on modern and advanced com - puter and information technology and communications (ICT) systems to raise the efficiency of their oper - ations.

In recent years, civil aviation stake - cyber security threats. In this re - There were lively discussions be - holders have been paying more at - gard, the Singapore Ministry of tween the speakers and partici - tention to the challenges posed by Transport (MOT), the Civil Aviation pants. Several key points were cyber security to civil aviation op - Authority of Singapore (CAAS), in highlighted which were useful in erations. In 2014, the International partnership with the ICAO and charting the way forward for civil Civil Aviation Organization (ICAO), IATA, organised a conference on aviation regulators and industry. the International Air Transport As - civil aviation cyber security from These included considerations sociation (IATA), the Airports Coun - 9 to 10 July 2015. This conference regarding preventive measures, cil International (ACI), and the Civil was aimed at promoting the collec - response, as well as contingency Air Navigation Services Organiza - tive awareness of cyber threats and recovery actions in the event

ECAC NEWS # 56 14 Civil aviation cyber security: possible actions by regulators and stakeholders

of a cyber-attack on civil aviation system, given the greater depend - cyber-attacks on the civil aviation operations. The conference noted ency and larger surface area vul - sector, and that the ICAO and that on average, 116 targeted at - nerability that stakeholders would stakeholders could use to develop tacks on companies worldwide are face from potential cyber security effective preventive and respon - registered every day with many attacks. At the stakeholders level, it sive measures. more undetected. Attackers were is important that each stakeholder also assessed to be present in a vic - establishes its own set of responsi - With greater system interdepen - tims’ network for 243 days before bilities and actions needed to pro - dencies between and across air - detection. The civil aviation sector tect their operations against cyber port operators, airlines and is particularly at risk, not only be - security threats. There was agree - stakeholders, sharing of informa - cause cyber-attacks are more likely ment that common global stan - tion and best practices amongst to happen in a sector that had dards to deal with cyber security agencies on civil aviation cyber se - component parts that were highly threats in the civil aviation sector curity challenges and measures interdependent, but also because should be threat-based, risk-man - taken would be useful. The sharing the civil aviation sector currently aged and outcome-focused, and of information and best practices possesses only average cyber de - had to be practical, sustainable and can help States and stakeholders to fence mechanisms. avoid duplication of security re - jointly and collectively detect quirements. Such standards should trends, identify threats and de - One key point that resonated with be developed between regulators velop effective measures against all the speakers and participants and industry in order for much bet - cyber security threats. International was the need for stakeholders to ter appreciation of the challenges, collaboration amongst States, or - take responsibility to address and measures and standards required. ganisations and industry was deal with cyber security threats. strongly encouraged as the threat This includes demarcating respon - All stakeholders would also benefit of cyber security is a global one sibility starting at the global level, from identifying cyber security that goes beyond borders and where delegates agreed that it threats as early as possible. In this boundaries. would be useful and practical for regard, it was important for the civil the ICAO to establish a global aviation sector to develop a greater Training of civil aviation personnel framework for civil aviation stake - understanding of the vulnerabili - to be aware of the threat and risks holders to address and deal with ties and threats from possible posed by cyber security attacks are the challenges of cyber security. cyber-attacks and to develop ways important. With relevant and ap - This framework could contain a set in which such attacks can be propriate training, civil aviation of common principles, guidelines quickly identified and addressed. personnel could help to detect anomalies or raise alert on any sus - picious developments and activi - ties which could prevent or contain a cyber-attack on their operations. In addition, it would be essential to train civil aviation professionals across the different parts of the eco-system to enable them to re - spond to cyber security attacks and activate appropriate measures and contingency actions quickly, so as to minimise disruption to civil avi - ation operations. In the near future, more aviation security courses with focus on addressing cyber security challenges will be needed. It will also be necessary to train and re - and approaches that regulators As cyber-security is driven by both cruit future teams of aviation secu - and industry can take in dealing threat evolution and new technol - rity specialists and auditors to be with cyber security towards pre - ogy trends, the building blocks of familiar with cyber security vulner - venting acts of unlawful interfer - people, process, technology, and abilities and measures, to enable ence against civil aviation operations. systems must come together to en - them to identify the critical gaps At the State level, it is also impor - sure that there is a capability for and work to strengthen the avia - tant that the aviation security au - identifying and mitigating threats. tion security system. thorities develop and provide The conference appreciated the regulatory oversight to deal with work being pursued by the ICAO Enhancing the aviation security cyber security threats. The regula - Aviation Security Panel’s Threat and culture across the civil aviation tory oversight regime should cover Risk Working Group, which in - industry to include a greater appre - the whole civil aviation sector and cludes making periodic assess - ciation of cyber security threats is all players in the civil aviation eco- ments on the threats and risks of also needed. If top management

15 ECAC NEWS # 56 Civil aviation cyber security: possible actions by regulators and stakeholders

sponsibility of addressing the threats, risks and vulnerabilities from cyber security attacks, as well as to develop relevant and effective policies, plans and measures, to mitigate these threats. The cyber frontier is massive and the surface area for cyber-attacks is increasing. There are numerous inroads which terrorists and malicious persons can use to conduct cyber-attacks on civil aviation services providers, stakeholders and their critical infra - structure. Therefore, it is crucial that the ICAO, aviation security author - ities, industry and all civil aviation embraces the need to address the come about from cyber threats, stakeholders, jointly collaborate to threats from cyber security, and many of them may not necessarily raise the level of awareness, de - lends strong support for training of be ready or equipped to deal with velop practical and sustainable personnel and invest in resources such challenges, at the individual policies, approaches, guidelines to deal with these threats, the civil entity and national levels. It is and measures, including training aviation industry will be strength - therefore critical to raise awareness and capacity building pro - ened and able to address such and encourage the relevant avia - grammes, to protect and mitigate threats effectively. The reporting of tion security authorities and all against cyber threats faced by the suspicious and possible cyber se - stakeholders to undertake the re - global civil aviation system. I curity attacks should also be en - couraged, so that stakeholders can respond effectively or take reme - dial actions early.

The global civil aviation landscape transforming at a very fast pace with the use of new and more so - phisticated advanced technology and processes. With this comes greater challenges posed from cyber security threats. While many States and stakeholders in the global civil aviation community are aware of the seriousness and cata - strophic consequences that can

Bernard Lim is Director for International Relations and Security with the Ministry of Transport, Singapore. His key responsibilities include formulating and managing policy matters concerning international relations, transport security and climate change. Mr Lim was previously with the Ministry of Defence and the Civil Aviation Authority of Singapore (CAAS). He has held various positions in areas such as Airport Management and Ground Operations, Air Transport and Air Services Negotiations, International Relations, Aviation Security and Emergency Preparedness. At the international level, Mr Lim served as the Vice-Chairman of the International Civil Aviation Organization (ICAO) Aviation Security (AVSEC) Panel from March 2009 to March 2011, and then as Chairman from March 2011 to April 2015. He was a member of the ICAO’s Secretariat Study Group (SSG) on liquids, aerosols and gels (LAGs) (2007) that developed the ICAO guidelines on the hand carriage of LAGs. He served as the Rapporteur of various ICAO AVSEC Panel Working Groups, viz., Guidance Materials (2009-2011); Screening of Non-Passengers (2011-2012) and the Working Group that developed the ICAO Comprehensive Aviation Security Strategy 2011-2016. He has been the Rapporteur for the Working Group on Air Cargo Security since 2012 and in June 2015, he took on the role of heading the newly formed ICAO AVSEC Panel Task Force on the security of remotely piloted aircraft systems (RPAS). Mr Lim is also the Vice-Chairman of the Asia-Pacific Economic Co-operation (APEC) Aviation Security Experts Sub-Group (since 2008). Mr Lim is a certified ICAO Aviation Security Instructor and has spoken at various international AVSEC conferences and seminars. He also conducted many AVSEC training sessions, including courses for Directors General of Civil Aviation.

ECAC NEWS # 56 16 ICAO’s developments on flight tracking

Sven Halle Safety Regional Officer at ICAO’s Europe and Northern Atlantic Regional Bureau (ICAO EUR/NAT)

s a result of significant events tion industry, the options for im - was developed as a high-level sys - A such as the tragic disappear - proving aircraft tracking with an tem with a description of users and ance of Malaysia Airlines flight emphasis on existing equipment usages of flight tracking informa - MH370 in March 2014 and the and capabilities. The ATTF devel - tion during all phases of flight, accident of Air Asia Flight QZ8501 oped a document which outlined both normal and abnormal flight in December 2014, a number of the characteristics of a routine conditions including timely and activities related to the global flight tracking process taking into accurate positioning of an aircraft flight tracking of aircraft were initi - consideration existing aircraft in distress. The GADSS CONOPS ated by the International Civil Avi - capabilities and distinguishing includes all identified phases of ation Organization (ICAO) during between air traffic control (ATC) such a sequence, including the 2014. The first results of this work surveillance systems and those detection of an abnormal situation, were presented at the second High used by air operators for other alert phase, distress phase and fur - Level Safety Conference in Febru - flight-following purposes. The ATTF ther search and rescue activities. ary 2015. document (report and recommen - Furthermore, it also considers the dations) also described its relation responsibilities of different actors A special multidisciplinary meeting to the broader CONOPS which ad - and vulnerabilities to single-point regarding global flight tracking dresses the role of governments, failures. The CONOPS does not pre - was held in Montreal in May 2014, airlines and air navigation service scribe specific technical solutions where over 200 experts concluded providers in both routine and non- for flight tracking but provides sce - that global tracking of airline routine aircraft tracking situations. narios that can be used to verify flights should be pursued as a mat - The ATTF report addressed aircraft whether a specific solution com - ter of priority in order to provide tracking in terms of existing cover - plies with the concept. The CONOPS early notice of, and response to, age, practices, and technologies. is divided into six sections: intro - abnormal flight behavior. This Finally, based on a review of exist - duction, improvement areas in meeting also concluded that a draft ing technologies and best prac - current operating environment, concept of operations (CONOPS) tices, the ATTF report defined high-level requirements, target on flight tracking should be devel - useful performance criteria, which concept, concept steps and con - oped, which includes a clear defini - established a baseline for aircraft cept scenarios. The GADSS CONOPS tion of the objectives of flight operators that elect to implement must also be seen as an overarch - tracking, defines roles and respon - or enhance aircraft tracking capa - ing framework (complementing sibilities of all stakeholders and bilities in the near-term. These the ATTF report) which is going addresses that information is pro - criteria were based on existing air - to further guide the ICAOs work vided in a timely fashion to fully craft capabilities, equipage and programme on any future develop - support any kind of search and res - industry best practices, which ment of provisions, guidance mate - cue, recovery and accident investi - should facilitate the implementa - rial and other activities regarding gation activities. In addition, the tion in near future. flight tracking, search, rescue meeting also established a frame - and recovery, and accident investi - work (conclusions and recommen - In addition, ICAO also established gation. dations) for near-, medium- and an Ad Hoc Working Group (AHWG) long-term tracking of airline flights. tasked, in the same timeframe as At the second High Level Safety the ATTF, to develop a longer-term Conference (HLSC 2015), the GADSS Under the ICAO framework, the and more strategic aircraft tracking CONOPS was presented and fur - International Air Transport Associ - concept of operations (CONOPS) ther discussed. The Conference ation (IATA) established an Aircraft that would also address the search participants provided suggestions Tracking Task Force (ATTF) which and rescue (SAR) activities. The and recommendations to enhance started in June 2014 to examine, Global Aeronautical Distress and the GADSS CONOPS with specific with experts from the whole avia - Safety System (GADSS) CONOPS text, proposals for provisions, and

17 ECAC NEWS # 56 ICAO’s developments on flight tracking

the inclusion of a performance- It agreed that there is a need for ators shall establish an aircraft based approach. The envisaged provisions requiring operators to tracking capability to track aero - plan to finalise the GADSS CONOPS determine the position of an air - planes throughout its area of oper - by the third quarter 2015 was sup - craft at any time in any location and ations. Operators shall track the ported by all participants. The con - that States, air navigation authori - position of an aeroplane at least ference was also updated on the ties and the industry should begin every 15 minutes for the portion(s) search for MH370 and the lessons the voluntary implementation of of the inflight operation(s) that is learned from this tragic occurrence, global tracking using available planned in an oceanic area(s) in particular the challenges and technologies as a matter of ur - under the conditions that the aero - suggestions to improve search and gency. plane has a maximum certificated rescue (SAR) activities through take-off mass of over 27,000 kg and regional SAR organisations. It These conclusions were even fur - a seating capacity greater than 19, agreed that regional SAR training ther supported with the adoption and where an ATS unit obtains exercises related to abnormal flight of new 15-minute aircraft tracking aeroplane position information at behavior can serve as a means to performance standard in normal greater than 15 minute intervals. maintain proficiency on seldom flight conditions, which is the first- This new standard is performance- used emergency procedures and ever requirement for aircraft oper - based and not prescriptive, mean - also provide feedback to the fur - ators to track the position of their ing that aircraft operators would be ther development of the GADSS aircraft on a global basis. This rec - able to meet it using the available CONOPS. The conference, recognis - ommended Standard in Annex 6 – and planned technologies and pro - ing the essential role of cockpit Operations of Aircraft (Part I - Aero - cedures as described in the ATTF voice recorders (CVR) in the pre - planes), requires that aircraft oper - report (1) . vention of civil aviation accidents and the need to increase CVR recording duration in order to pre - vent the loss of relevant data, noted and fully supported the ongoing work on extending the recording duration of cockpit voice recorders. It also supported the proposed review to improve the interaction between Annex 12 — Search and Rescue and Annex 13 — Aircraft Accident and Incident Investigation when search and res - cue operations are completed but searching continues to locate the aircraft for investigation purposes.

With regards to the flight tracking technology, the conference noted the ATTF Report and especially the set of performance-based criteria that could be used to establish a baseline level of aircraft tracking capability. Additionally, the report also identified future technologies that could support flight tracking in oceanic and remote airspace such as satellite-based automatic dependent surveillance – broadcast (ADS-B). In this regard, the confer - ence supported that ICAO should encourage States and the Interna - tional Telecommunication Union (ITU) to discuss allocation require - ments at the World Radiocommuni - cation Conference in 2015 (WRC-15) to provide the necessary frequency spectrum allocations to enable global air traffic services (ATS) sur - (1) These current proposals will require no changes to existing ATC procedures or aircraft veillance. equipage.

ECAC NEWS # 56 18 ICAO’s developments on flight tracking

with all aviation stakeholders and the aviation industry in order to de - velop achievable and sustainable global aircraft tracking provisions.

Finally, ICAO has also launched on 22 September 2015 a new cen - tralised online information area for aircraft tracking developments The process for the consultation of This global aircraft tracking imple - on the ICAO public website these non-technology specific mentation initiative must be seen (http://www.icao.int/safety/global performance based Standards and as the first important step in the tracking/Pages/Homepage.aspx). It Recommended Practices (SARPs) implementation of the three-tiered provides a detailed timeline, and all started with the circulation of State approach for global aircraft track - supporting reports and documen - Letter AN12/2015 at the end of ing covering normal, abnormal and tation relating to the call for and February 2015 and ICAO is cur - distress conditions. Over the next realisation of the world’s first global rently working on an expedited years, ICAO will also be developing aircraft tracking requirements. This basis to review/refine all details of requirements (2) and assistance meas - new information area responds the tracking requirement with ures for global aircraft tracking in also to calls from the HLSC to lead ICAO’s 36-State Council (supported abnormal and distress conditions, the conduct of a Normal Aircraft by the Air Navigation Commission) which will require more time due Tracking Implementation Initiative by the end of 2015. The proposed to their complexity and potential (NATII) using existing technologies. amendment to Annex 6, Part I is reliance on new technologies. A NATII Steering Committee, with envisaged for applicability from These developments will be in full global participation, was formed 10 November 2016 onwards, as compliance with the finalised and the Asia/Pacific Region was recommended by the High Level GADSS concept and ICAO will con - selected as a representative area of Safety Conference (HLSC 2015). tinue to work in close coordination operations for this initiative. I

(2) An additional requirement was recommended for performance-based flight tracking at one- minute intervals during abnormal/ distress operations. This is intended to determine the location of an aircraft accident site within 6 Nautical Miles and is a longer-term goal under the GADSS concept of operations.

Sven Halle works as Safety Regional Officer in the ICAO European and North Atlantic Office in Paris, France. He joined ICAO in January 2010 and is a Regional Officer, Air Navigation Systems Implementation (Air Traffic Management) with a focus on the support to the States in the Eastern part of the ICAO EUR Region, the implementation of the regional performance framework, civil/military cooperation issues, the crisis management and the inter-regional coordination aspects. Mr Halle started to work as an Air Traffic Controller in 1984 with the Berlin Aeronautics Unit and after the German reunification joined the German Air Navigation Service Provider as an ATC-Expert. In 1995, he moved to DFS (Deutsche Flugsicherung GmbH) Headquarter in Frankfurt, Germany where he started to work in the Air Traffic Management Systems Domain and on Airborne Collision Avoidance Systems (ACAS). As head of the operational ATM-System unit, he became an active member of several international civil (ICAO, Eurocontrol) and also military (NATO) working groups. In 2006, he was seconded to the European Commission DG TREN (Transport and Energy) Air Transport Directorate in Brussels, Belgium, where he was responsible for the development of Community Specifications, the support to Implementing Rules activities and the coordination of all standardisation/certification activities under the Single European Sky Regulations.

19 ECAC NEWS # 56 News from the JAA Training Organisation (JAA TO)

Some changes have taken place at JAA TO recently. The Chairman of the JAA TO Foundation Board and Director General of Civil Aviation of Italy has taken the functions of acting Director for a transition period. Daily operations will be run by the Deputy Director Ms. Paula Almeida.

JAA TO celebrates its 10 th Anniversary

decade ago, in 2005, the Joint Aviation Author - Programme (TPP) member, being nominated as the A ities Training Organisation (originating from 1st ICAO Regional Training Centre of Excellence (RTCE) the former Joint Aviation Authorities) started off as for the European and North Atlantic region and obtain - a separate organisation, providing regulatory ing RITO (Ramp Inspection Training Organisation) aviation safety training courses mainly in the fields approval by the Dutch CAA, to name a few. JAA TO of Maintenance and Certification. Since then, the aims at making aviation safety training globally avail - JAA TO has expanded significantly to a current portfo - able to the next generation of aviation professionals lio of more than 300 training courses across eight dif - by continuing to strive for the best training methods, ferent fields of expertise. Besides developing courses, the highest course quality, and finding ways to train the JAA TO also achieved some huge milestones in professionals in the latest developments and insights the past ten years: becoming full ICAO TRAINAIR Plus in aviation safety.

JAA Training Organisation accepted as EASA Virtual Academy member New training courses

n 19 October 2015, the JAA Training Organi - > AVIATION STRATEGIES AND INTRODUCTION O sation (JAA TO) officially became a member of TO AIR TRANSPORT MANAGEMENT the EASA Virtual Academy. The European Aviation This course is focused on providing a global under - Safety Agency (EASA) initiated the EASA Virtual Acad - standing of the air transport industry by analysing emy to ensure that harmonised and high-quality train - various aviation strategies and business models, to ing is available to the staff of Member States (MS) increase the knowledge and capabilities of partici - National Aviation Authorities (NAAs). pants in order to improve their performance.

JAA TO has been selected by EASA through an > FAMILIARISATION/AWARENESS ON RPAS approval procedure as a qualified external training REqUIREMENTS organisation to provide training within the scope of With the publication of ICAO’s Manual (Doc 10019) and the EASA Virtual Academy. The training is limited to EASA A-NPA 2015-10, JAA TO has introduced a new regulatory courses that support the qualification of MS course on the challenges related to Remotely Piloted NAAs personnel involved in approval and oversight Aircraft Systems (RPAS, also called “drones”). It covers activities and includes the following training course all the relevant evolving international and European fields: Initial Airworthiness, Continuing Airworthiness, concepts, rules and standards applicable to RPAS. Air Operations, Aircrew Licensing, Aircrew Medical, Aircrew FSTD, Aerodromes. > SAFE-RUNWAY OPERATIONS TRAINING COURSE This course is a practical training in addressing runway The EASA Virtual Academy is expected to play an safety-related topics, runway incursion prevention and important role in maintaining and developing the runway excursion mitigating measures. competencies of National Aviation Authorities’ staff. …/…

ECAC NEWS # 56 20 News from the JAA Training Organisation (JAA TO)

> EASA SPO (SPECIALISED OPERATIONS) The course will introduce the new EASA Commission Regulation (EU) No 965/2012. It is designed for any organisation that wants its management personnel to grasp a deeper understanding of the EASA SPO’s im - plications for itself and for the NAA overseeing it.

> CONTRACTING & CONTRACT MANAGEMENT This two-day course is dedicated to a detailed analysis of contracting and sub-contracting with regard to aircraft management with references to operations, maintenance and insurance. It focuses on the financial consequences of specific contractual clauses.

MERGED COURSE EASA Air Operations Management Team Workshop - Flight Operations & Crew Training

s Crew Trainers and Flight Operators need to be Aable to take over in each others’ absence, this train - ing has been designed to combine the Crew Training and Flight Operations courses into one. The combina - tion will benefit both parties with an enriched content and interactions between both groups of participants.

ONE-DAY COURSE Implementing a “Just Culture” within your organisation: why?

he “Just Culture” is possibly one of the major steps Implementing a “Just Culture” requires an effort from Tforward towards a safer aviation industry. Human the whole organisation and it may take a long time error still being the largest contributor to incidents, before its effects become visible and measurable. The there is a need to investigate more often and more organisation must demonstrate its trust in a “Just deeply. However, human error is a normal by-product Culture” by taking the necessary steps to allow its of human performance and, when there are no ad - development. JAA TO’s one-day “Just Culture” course verse consequences, most errors remain unknown. provides all the information needed by those who are These errors, regardless of whether they lead to nega - in charge of its implementation, to not only know what tive consequences or not, need to be recorded. In to do but also to gain a deeper understanding of the order to do so, staff needs to be invited to report their rationale behind it. daily errors on a voluntary basis. This can only happen in a context where people realise that by reporting Participants will leave the course with a deeper under - their errors, they contribute to making the industry standing of the notions of human error, human infor - safer but that there will be no repercussions towards mation processing and their relation to safety. They will them. Hence the notion of a “Just Culture”, a culture in have all the necessary background and knowledge to which everybody feels free to speak up about errors, take the measures that will allow for a “Just Culture” to about problems within the organisation, about lead - develop successfully in their organisation. I ership issues, etc.

21 ECAC NEWS # 56 ECAC IN BRIEF

Composition of the Co-ordinating Member States News Commitee (November 2015)

New Directors General were appointed in: > Ingrid Cherfils – DGCA Sweden – President > Ireland – Mr Fitan Towey Focal Point for External Relations > Greece – Mr Konstantinos Lintzerakos > Patrick Gandil – DGCA France – Vice-President > Moldavia – Mr Mircea Maleca Focal Point for Environmental Matters > Spain – Mr Raul Medina Caballero > Bilal Ekşi – DGCA Turkey – Vice-President > Portugal – Mr Luis Miguel Ribeiro Focal Point for Pan-European Matters > Ukraine – Mr Eduard Diomin (Acting) > Gerold Reichle – DGCA Germany > Peter Müller – DGCA Switzerland > Alessio quaranta – DGCA Italy Focal Point for Training > Pekka Henttu – DGCA Finland Focal Point for Safety > Patricia Hayes – DGCA United Kingdom Focal Point for Facilitation and Security > Dan Simonić – DGCA Croatia > Silvia Gehrer – DGCA Austria Focal Point for Economic Matters > Mario Nemeth – DGCA Slovakia

placed on next year’s ICAO Council elections. In the environmental field, as a number of landmark events are coming up within the next six months (COP/21, GLADs), Directors General discussed the challenges ahead in order to further develop a strong European position. The latest initiatives at the EU level, at EASA and at EUROCONTROL were presented to the meeting by Margus Rahuoja (European Commission), Pierre Jaeger, Director General of Luxembourg, which currently holds the EU Presidency, Patrick Ky, Executive Director (EASA), and Frank Brenner, Director General (EUROCONTROL). Finally, Directors General also Special Meeting of Directors reviewed the status of ECAC’s 2014-15 Special Projects Funds and were brought up to date on the latest General of Civil Aviation (DGCA(SP)/64) developments in security matters. The new function - alities of the ECAC website, launched on 1 September, t the kind invitation of Turkey, Directors General met were also presented during the meeting. A for their sixty-fourth special meeting (DGCA(SP)/64) in Bodrum from 27 to 31 August 2015. Chaired by Pres - ident of ECAC Ingrid Cherfils, the special meeting was joined by several European members of the ICAO Co-ordinating Committee (CC/175) Council and by newly-appointed ICAO Secretary Gen - eral Fang Liu, who delivered a welcome address. Ms Liu n the margins of the Directors General meeting, the shared her priorities for ICAO during her tenure, and IECAC Co-ordinating Committee met on 28 August for her vision for the European role at the global level, un - their one hundred and seventy-fifth meeting (CC/175). derlining that Europe remains one of the leaders in avi - The members, whose election took place during ation. Representing the host country, Turkish Deputy ECAC’s Triennial Session in July, confirmed the alloca - Undersecretary for Transport Özkan Poyraz delivered tion of the ECAC Focal Point portfolios and appointed the opening speech, in which he emphasised the im - a new member, Ms Silvia Gehrer, Director General for portance of harmonising aviation requirements at Civil Aviation in Austria, as Focal Point for Economic both regional and global levels, and presented Turkey’s Matters. Finally, ECAC Executive Secretary Salvatore key priorities in the field of aviation. Among other top - Sciacchitano presented his proposal for the future re - ics discussed during the meeting, a strong focus was organisation of the Secretariat.

ECAC NEWS # 56 22 ECAC in brief

Events to come

DECEMBER 2/ Eighth ECAC Forum of Directors General, Paris 3/ One hundred and forty-fifth meeting of ECAC Directors General of Civil Aviation, Paris 7-9/ Eleventh Best Practices for National Auditors Level 2 course, Belgrade 8-10/ Twenty-fifth Plenary Session of AFCAC, Cairo

JANUARY 6-7/ Fifteenth meeting of the Coordination Group Ad hoc Meeting on Market Based Measures, Paris 13/ Sixteenth meeting of the Ad Hoc Group of Directors General on Security, Brussels 13-14/ Thirty-seventh meeting of the Guidance n 16 October, European Directors General of Civil Material Task Force, Paris Aviation met in Paris for a one-day ad hoc meet - O 13-14/ Meeting of the European Committee on ing. With a single agenda item, ECAC Member States Aviation Environmental Protection Members, expressed their views on ECAC President Ingrid Cher - Observers (13) and stakeholders (14), Brussels fils’ proposal for the next two rounds of elections to the ICAO Council (2016 and 2019), with a view to reaching 20/ Eighth meeting of the ECAC Network of an agreement on eight European candidacies. The Training Organisations, Paris proposal was approved by the meeting, while it was 26/ Meeting of the Common Evaluation Process agreed that future discussions should take place in Management Group, Paris order to plan a European strategy beyond 2019. FEBRUARY 1-3/ Sixty-third meeting of the Technical Task Force, Co-ordinating Committee (CC/176) Paris 3/ Twentieth meeting between ECAC Co-ordinating n 10 November, the ECAC Co-ordinating Commit - Committee and US Authorities, Paris Otee met in Paris for its one hundred and seventy- 4-5/ Fourteenth annual meeting of ECAC auditors, Paris sixth meeting (CC/176), joined by the European 4-5/ Joint seminar for Mediterranean States, Paris Commission as observer. Amongst the topics dis - cussed, a critical share of the exchanges focused on the 9/ Fifty-seventh meeting of the Facilitation 2016 ICAO elections and the strategic objectives ECAC sub-group on the Transport of Persons with members wished to pursue in the global arena. The Reduced Mobility, Paris meeting took stock of the preparation of a number 14-15/ Airshow and Aviation Leadership Summit 2016, of upcoming events, such as the ECAC Forum on Singapore 5 1 0

2 December and the Directors General meeting on 2 15-16/ Twenty-second meeting of the Study Group on e r

3 December (DGCA/145). It also reviewed the provi - b

Cyber Threats to Aviation Security, Paris m e v

sional agenda in view of its annual discussions with the o

16/ Tenth meeting of the Committee on Aviation N

/ United States government in 2016. Co-ordinating e

Environmental Protection, Montreal m s Committee members also agreed to convene the i h p

16/ Forty-first meeting of the Facilitation a Special DGCA meeting next summer in Slovakia. r G

l

Sub-Group on Immigration, Paris a t r A

d

18/ Twenty-eighth meeting of the Legal Task Force, r a n r

Paris e B

/

m o c . a i l o t

ECAC is now on Twitter! o F

-

l e x i p

CAC has joined the global social media community! o t o h p ESince November, ECAC's latest news has been avail - ©

:

able on Twitter. Major events, new publications and . v u o

contributions to the hot topics at the centre of the C

/

aviation community today - this new platform should C A E C allow for lively interactions and up-to-date news ©

s o

dissemination. Follow us on @ECACceac! t o h P

23 ECAC NEWS # 56 news is published in English to ECAC provide an overview of the activities of the European Civil Aviation Conference. ECAC makes no warranty, either implicit or explicit, for the information contained in this document, neither does it assume any legal liability or responsibility for the accuracy or completeness of this information. Opinions expressed in signed articles are the author’s opinions and do not necessarily reflect those of ECAC. Reproduction in whole or in part of all unsigned material is freely authorised. For rights to reproduce signed articles, please contact the ECAC Secretariat. ECAC news is published by the European Civil Aviation Conference (ECAC)

FOR MORE INFORMATION, PLEASE CONTACT: ECAC Secretariat 3 bis, Villa Emile Bergerat 92522 Neuilly-sur-Seine Cedex FRANCE Tel. : +33 (0)1 46 41 85 44 Fax : +33 (0)1 76 73 98 57 [email protected] www.ecac-ceac.org