IMPROVING ATM NETWORK PERFORMANCE Skyway SPRING 2012 magazine
IN THIS ISSUE: EUROPEAN AIR TRAFFIC: LONG TERM TRENDS IN A NEW DIRECTION DEALING EFFICIENTLY WITH STORMS, SNOW AND SOCIAL UNREST THE AIRPORT RISING TO THECHALLENGE OF BOTTLENECK GLOBAL HARMONISATION. MYTH OR REALITY?
THIS IS HOW GLOBAL AIR TRAFFIC MANAGEMENT HARMONISATION The world’s air transportation system is fragmented and ineffi cient. That’s why it’s essential to create an air traffi c management system that links disparate systems into a harmonious whole. At Lockheed Martin, we’re working with industry partners to develop technologies that will increase capacity, provide performance enhancements and cost savings, and create the harmonious air traffi c management system of the future. Building next-generation air transportation is all a CONNECTING question of how. And it is the how that Lockheed Martin delivers. THE NETWORK lockheedmartin.com/how A proactive role for EUROCONTROL
Skyway Cover Final.indd 1 20/02/2012 14:51
300-62830_RisingChallenge_SM.indd 1 1/19/12 10:47 AM fewer delays, Airbus ProSky is committed to shaping the imagine the future of global Air Traffic Management, better performance, working side-by-side with ANSPs, airports future of ATM and airlines to build a truly collaborative lower emissions. system with greater capacity, efficiency and sustainability for all stakeholders. Together, with our portfolio of intelligent ATM solutions, air traffic flow management, performance- based navigation, surface management and groundbreaking research and development capabilities, that future begins today. www.AirbusProSky.com tomorrow’s sky, today.
www.metronaviation.com | www.quovadisway.com | www.atrics.com
Airbus-ProSky-Ad-SkyWay.inddUntitled-1 2 1 21/02/2012 09:12 Untitled-1 3 1/26/1221/02/2012 10:19 09:12 AM ARINC_Skyways_January_2012.pdf 1 12/01/2012 12:11
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Managing Editors Contacts Kyla Evans, Lucia Pasquini, Catherine De Smedt Lucia Pasquini Managing Editor Editor E: [email protected] Philip Butterworth-Hayes T: +32 2 729 34 20 F: +32 2 729 91 98 Design thePAGEDESIGN Philip Butterworth-Hayes Editor Advertising E: [email protected] Tim Henderson, Media 7 T: +44 1273 724 238 F: +44 1273 720 735 Printing Stephens & George Print Group
Distribution Natalie Cleur, Media 7 PMI Media Ltd 61 Davigdor Road, Hove BN3 1RA, UK For more information and to receive a free www.pmi-media.com copy of Skyway, please contact the Editor Philip Butterworth-Hayes or Natalie Cleur, Director, Media 7 UK Ltd
This document is published on behalf Tim Henderson of EUROCONTROL by PMI Media Ltd Managing Director, Media 7 UK Ltd and Media7 Ltd in the interests of E: [email protected] exchange of information. T: +44 20 3286 4925
Images: iStockphoto, shutterstock Natalie Cleur Client Director, Media 7 UK Ltd EUROCONTROL E: [email protected] 96, rue de la Fusée, T: +44 20 3239 0732 1130 Brussels, 2 Dyers Buildings, London EC1N 2JT, UK Belgium www.media-7.co.uk www.eurocontrol.int
© European Organisation for the Safety of Air Navigation (EUROCONTROL) March 2012. All rights reserved. The entire contents of this publication are protected by copyright. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means: electronic, mechanical, photocopying, recording or otherwise, without the prior permission of EUROCONTROL. The reproduction of advertisements in this publication does not in any way imply endorsement of their content by PMI Media Ltd and Media 7 or EUROCONTROL. The views expressed in the articles are those of the authors and do not necessarily reflect the official position or policy of EUROCONTROL.
Spring 2012 | www.eurocontrol.int
p5.indd 1 20/02/2012 14:25 few words, many facts
ESA Iris – ANTARES Project n Thales Alenia Space is prime contractor. few words, many facts n From Navigation to Aerocommunications: from GNSS few words, many facts systems to Iris for a safer airspace in Europe. n More safety, more flights, more passengers, less pollution, less consumption, less costs. n GEO satellite coverage up to 75° plus optional HEO satellites to have full global coverage. n A new ad-hoc Communication standard (to fulfill COCR V2 ) for ATS/AOC services validated with a Verification Test Bed, User Terminal prototypes and Ground Earth Station prototype.
ESA Iris Did you know? ESA Iris
Thales Alenia Space is the European key-player ESA Iris – ANTARES Project for enabling aeronautical safety of life satellite systems • Thales Alenia Space is prime contractor. • Thales Alenia Space is prime contractor. • From Navigation to Aerocommunications: from GNSS n • From Navigation to Aerocommunications: from GNSS Satellite is the enabler technology for a safer sky: from Navigation to Aerocommunication systems to Iris for a safer airspace in Europe. systems to Iris for a safer airspace in Europe. n Satellite is the worldwide answer for aviation SoL Services • More safety, more flights, more passengers, less • More safety, more flights, more passengers, less n Satellite is one of the main technologies for the future Single European Sky pollution, less consumption, less costs. pollution, less consumption, less costs. • GEO satellite coverage up to 75° plus optional HEO n Thales Alenia Space is the key player for design and development of future ATM SATCOM infrastructure • GEO satellite coverage up to 75° plus optional HEO satellites to have full global coverage. satellites to have full global coverage. • A new ad-hoc Communication standard (to fulfill COCR • A new ad-hoc Communication standard (to fulfill COCR V2 ) for ATS/AOC services validated with a Verification Thales Alenia Space is world leader in satellite-based navigation systems V2 ) for ATS/AOC services validated with a Verification Test Bed, User Terminal prototypes and Ground Earth Test Bed, User Terminal prototypes and Ground Earth With more than 15 years of expertise in the field of satellite navigation, both through EGNOS and Galileo, Station prototype. Station prototype. Thales Alenia Space is the key player in Europe’s efforts to set up its own capacity in regional and global positioning. Navigation & Integrated Communications Navigation & Integrated Communications Thales Alenia Space Italia S.p.A. Thales Alenia Space Italia S.p.A. 24, Via Saccomuro 24, Via Saccomuro 00131, Rome 00131, Rome Italy Italy Navigation & Integrated Communications Visit us at: www.thalesaleniaspace.com Thales Alenia Space Italia S.p.A. Visit us at: www.thalesaleniaspace.com 24, Via Saccomuro 00131, Rome Italy Visit us at: www.thalesaleniaspace.com
THALES ALENIA NEW DPS.indd 2 20/02/2012 11:43 THALES ALENIA NEW DPS.indd 3 20/02/2012 11:43 Skyway 9
Amsterdam Washington 52° 21’ 0” N / 4° 55’ 0” E 47° 23’ 30” N / 121° 34’ 14” W Abu Dhabi 24° 28’ 0” N / 54° 22’ 0” E
Bangkok 13° 45’ 0” N / 100° 31’ 0” E
Johannesburg 26° 12’ 0” S / 28° 5’ 0” E
NUMbEr 56 | SPriNG 2012 SAVE THE DATE
Editorial 42 Airport collaboration pays 77 Collaborative decision-making ATC GLOBAL 2013 huge dividends goes nationwide 11 Jacques dopagne, EUroCoNtrol’s Erik Sinz, a-CdM Programme director Network Management 46 ATM network performance: Manager with dFS deutsche must do better Flugsicherung GmbH EXHIBITION AND CONFERENCE WaYPoiNtS 54 Under starter’s orders 80 Growing hub operations require closer collaboration 14 airborne surveillance capability milestone 59 Learning to love the director General Saif al Suwaidi of the 12-14 MARCH, AMSTERDAM RAI reached; rVSM benefits spread to Eastern Network Manager United arab Emirates General Civil Europe, Eurasia; Maastricht and Karlsruhe aviation authority (GCaa) extend free route airspace; EGNoS 64 FABEC takes on the approvals extend beyond Europe; challenge of seamless sky 85 Service providers and airports SESar JU prepares for development “need to be more proactive” phase; news in brief Flemming Jensens, Executive ViEWPoiNtS Vice President, Chief operating CONNECTING THE INTERNATIONAL ATM officer and accountability Manager FoCUS 68 Has the capacity crunch with Scandinavian airline SaS been overhyped? COMMUNITY FOR NEARLY 25 YEARS 18 Traffic trends: the future Jacques dopagne, EUroCoNtrol’s will not be like the past director Network Management, tail ENd olivier Jankovec, director General, 22 Something has changed airports Council international (aCi) 89 Calendar of events Europe and anthony van der Veldt, 26 Towards a new horizon assistant director Safety, operations 90 Advertising index Organised by and infrastructure – Europe at the 31 Airlines need to see improvements international air transport association (iata) WWW.ATCGLOBALHUB.COM 36 At the heart of crisis management
Spring 2012 | www.eurocontrol.int
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ATM. Better decisions deliver better outcomes. editorial a CritiCal Year Safer skies? Long-term Increasing air traffic efficiency support? makes new solutions essential Optimising Offering a complete range controller workloads? of extended services Providing integrated technology enables controllers to focus on their primary roles
Cyber security? dear readers, importance of the air transport with a set of transparent tools so network to the european economy they can see the consequences Ensuring data integrity protection Greener ATM? against cyber threats is vital this year will be a critical one for to be fully understood, at a political of their decisions within the Optimising flight profiles with reduced overall network. the good news holding patterns, cuts carbon emission europe’s air transport sector and, as well as a personal level. and fuel consumption of course, the wider european the transformation of is that there is now a growing economy. By december 2012, eUroCoNtrol from a facilitator acceptance of the need for a network of nine functional to a driver of improved air traffic ‘network thinking’ by everyone airspace blocks is due to be in management performance, concerned; this is a major step place. these are key enablers in working to improve the network towards developing a truly achieving the european Union- in order to achieve commonly integrated european air wide targets for cost efficiency agreed eU-wide performance transport network. improvements of 2.4% and targets on cost-efficiency and But we also need, urgently, reduced delays of 0.5 minutes per capacity, is now complete. the to close the gap between flight by 2014. as the european ‘network management’ role the strategic plans (of how Commission has observed, if has re-oriented the agency, we can best optimise airport, these targets were achieved, bringing us closer towards the aNSP and aircraft operations) some €920 million would be original 1960s vision of the and the day-to-day decision- saved over 2012-14 due to fewer organisation: the integration making processes. this means and shorter delays. of air traffic services in europe. bringing closer together the it is sometimes easy to overlook Without all parts of the network planning phase of the day’s just how crucial a healthy and operating at an optimum level, activities – carried out within efficient air transport system is to we risk imposing cost, delay and the eUroCoNtrol Network europe’s commercial enterprises. environmental penalties on the Manager operations Centre this year europe’s aviation european transport system that – and the tactical airspace network will handle around the continent cannot afford. management processes of 10 million flights which will this issue of Skyway illustrates individual aNSPs, airports and connect european citizens to the in more detail many of the aircraft operators. global economy and its regions challenges that this role entails. in 2012, growing economic to the financial and commercial Both the number and the concerns in many areas of the centres of the continent. complexity of some of these continent will place europe’s Making sure that this network challenges at first appear overall aviation system under is increasingly safe, efficient, daunting – but a successful particular cost and efficiency environmentally sustainable and outcome to all of them will improvement pressures. affordable for european travellers depend on the acceptance the Network Manager’s is at the core of all we do at of a simple principle: every role is essentially to deliver eUroCoNtrol. operational decision taken by performance: not just for the it is a vital task because we aircraft operators, airports, air benefit of our aviation partners Growing aircraft numbers make Air Traffic Management more know just how vulnerable the navigation service providers but for the wider european complex. Thales TopSky-ATM Solutions help to make the skies network is, how even minor (aNSPs) or the Network Manager community which depends safer, greener and more efficient. Our industry-leading initiatives, disruptions can have major has a wider network implication on safe and efficient air components, systems and services are integral to the SESAR impacts for our society. which needs to be considered. transport links. programme in Europe and NextGen in the US. Thales is trusted it sometimes takes a major it is our role to persuade by key ATM decision makers across 180 nations and an impressive 2 out of disruption, such as a volcanic the individual actors to look at Jacques Dopagne every 3 planes around the world land and take-off with the help of Thales. eruption or a sudden outbreak their operations within a wider EUROCONTROL’s Director To learn more about our TopSky-ATM Solutions, of industrial action, for the context and to provide them Network Management scan the QR code or visit thalesgroup.com
Spring 2012 | www.eurocontrol.int
p11.indd 1 20/02/2012 14:26 12 Advertisement feature
Safety starts with
the best technology
ena, with the objective of contributing to the Ahomogenization of European Air Traffic Control and in line with the Single European Sky strategy, has designed an ambitious plan to provide the fourth generation of the Automated Air Traffic Control System, SACTA 4, to Spain’s control centers by 2014 onwards. SACTA was first put into operation in 1990 and since 1994 has been the only system deployed in the different En-route, APP, Control Towers and Simulation centers of At Aena we know that being among Be informed before travelling: Aena. This consists of more than 50 sites, all of them connected via a the top 5 providers of air navigation services 902 404 704 WAN called REDAN (Air Navigation in Europe is not just about statistics, (+34) 91 321 10 00 Data Network), with IP technology, but represents an enormous responsibility. dedicated exclusively to ATM This is why we are truly committed to the www.aena.es applications. Single European Sky and a future without The new generation of SACTA, the limits. Employing the fi nest technologies Follow us on: version 4, will include significant allows us to guarantee safety, air transport functional and technological quality and respect for the environment. improvements in all areas belonging transformed to allow the integration respective ATM Systems. to an ATM System: Architecture, of the first operational version of SACTA – iTEC new concept Surveillance, Safety NETS, iTEC-FDP, the advanced operational will allow the increase in the integration of METeorological and concept for flight management system’s capacity and productivity. Aeronautical DATA, integration developed within the framework This is accomplished through the with Voice Communication System, of a joint collaboration between use, by operators, of powerful Middleware, Control&Monitoring, Aena and the air navigation services ATC tools in an environment with Data Link, Management of providers of Germany (DFS) and a progressive reduction in the use Environmental Data, Simulation and the UK (NATS) as well as INDRA of Voice interaction in tasks such as Training. Nevertheless, the most as technological partner, which Coordination and Transfer of flights notable changes will be that related started back in 2001and provides between controllers as well as to the Flight Plan processing area for a common operational concept pilot-controller communications and the Control Working Position. and specification of a Flight via the tool AGDL (Air Ground These two components will be Data Processing System for their Data Link). BRIDGING DISTANCES. BRINGING PEOPLE TOGETHER. www.fomento.es
Aena 2pp.indd 2 20/02/2012 11:46 SKY WAY 210x297 PAGINA INGLES AENA NA.indd 1 30/12/11 11:19 14 Skyway Skyway 15
waypointS
rvsM benefits Airborne surveillAnce spreAd to maaStricht and KarlSrUhe eXtend eAstern europe, eurAsiA capability mileStone reached free route AirspAce › New Reduced Vertical Separation Minima (RVSM) eUrocontrol maastricht phase two of its implementation route in the Fabec airspace. navigation points without standards came into effect ›Upper area control centre of a free route airspace concept, although the implementation will reference to the fixed route across Eastern Europe and (mUac) extended its free route now offering 144 direct routes take place in different phases it is network. within this airspace, Eurasia on 17 November service to include full weekends – with a focus on the less complex expected that by the end of 2012, flights remain at all times subject 2011, almost doubling the from Fridays at 24:00 to mondays and dense control sectors above with the support of the military to air traffic control and to any number of available flight at 8:00 local time at the end of eastern Germany. most of the partners, a greater number of overriding airspace restrictions. levels, thus giving air traffic 2011. Until then, 182 direct routes direct routes are available 24 direct routes will be available for Sweden and denmark controllers more leeway to were available every night from hours per day without any time 24/7 operations in both mUac extended the application of free manage air traffic. 24:00 to 8:00 local time. the restriction. the potential yearly and Karlsruhe airspace – which route airspace to include cross- In States such as the yearly benefits expected in benefits expected for Karlsruhe represents roughly one third of border routes in mid-november Russian Federation, mUac airspace alone amount to Uac for phase one, which has the total Fabec airspace. also in 2011. the result is straighter flight Kazakhstan, Tajikistan, 1.16 million km of saved flight already introduced 35 direct 2012, the new free route airspace paths and reduced emissions, Turkmenistan, Kyrgyzstan distance, 1,300 hours of saved routings in June 2011, stand at will be connected to similar estimated to amount to 44,000 and Uzbekistan, RVSM flight time, 3,900t of fuel, around 1,450 hours flying time, initiatives in the nordic countries, fewer carbon dioxide tons over has been implemented on 7 February 2012, Swiss services for a large area of the adS-b is a surveillance 12,300t of co2 and 52t of noX. 4,440t of fuel, 14,000t of co2 and in the UK/ireland and in Fabec. a year. Sweden introduced Free between FL290 and FL410, ›airlines operated the first north atlantic. technique allowing aircraft to the mUac airspace covers 260,000 60t of noX. From 15 december Free route airspace refers to route airspace in Swedish upper while air traffic controllers commercial flight equipped atSaw provides pilots with broadcast their identity, position km2 of high-density cross-border 2011 Karlsruhe Uac says the a specific portion of airspace airspace in 2009. as of 1 July 2012, issue flight levels in feet with a certified traffic situational a real-time picture of the and other information derived upper airspace above the benelux potential benefits are at least within which aircraft operators lFV and the danish air navigation according to the published awareness system, providing the surrounding traffic during all from on-board systems. this and north-west Germany. 2,900 hours flying time and may plan a route freely between a service naviair will operate air International Civil Aviation pilots with real-time surveillance phases of flight. procedures using signal can be captured for meanwhile, dFS Karlsruhe 8,880t of fuel. defined entry point and a defined navigation services together in the Organization Cruising information on surrounding traffic. atSaw give the crew the ability to surveillance purposes from the Upper area control centre both steps are aiming at a exit point, with the possibility entire Swedish-danish airspace in Tables of Annex 2 of the this is an important milestone move to more efficient altitudes ground (adS-b out) or on-board (Karlsruhe Uac) has deployed progressive deployment of free of deviating via intermediate the joint company nUac. Convention. Initial estimates in the operational deployment when operating outside ground other aircraft (adS-b in). of the environmental benefits of surveillance capability in surveillance coverage. atSaw will the latter enables atSaw, of RSVM implementation the cockpit, using automatic also support visual separation spacing, separation and eGnos ApprovAls eXtend throUGh eUrope in this airspace indicate a dependent surveillance broadcast on approach and provide traffic self-separation applications. potential fuel reduction of (adS-b). the Swiss international situational awareness on the the caScade programme From 15 december 2011, made by the european as to promote their adoption in between 10-18% per flight, airlines a330-300, equipped airport surface. atSaw is expected being run by the directorate ›aircraft can fly approach commission, owner of the europe. the approach paths used due to the availability of with a certified airborne traffic to bring concrete benefits in network management, procedures with vertical eGnoS system. remain unchanged from those of additional cruising levels, Situational awareness (atSaw) terms of safety and capacity, as coordinates the deployment guidance provided by european So far, eGnoS-based existing approach procedures. which will enable airspace system from airbus and a well as significant fuel savings per of initial adS-b applications Geostationary navigation approach procedures with the advantage of eGnoS is users to operate closer to their honeywell traffic computer, flew airliner, along with corresponding and wide area multilateration overlay Service (eGnoS) at 38 localizer performance with that the airport does not need optimum flight profiles. from Zurich airport to montreal as reductions in co2 emissions. (wam) in europe. caScade airports in Germany. permission Vertical guidance (lpV) minima additional navigation aids and An RVSM of 300m part of eUrocontrol’s caScade “this is a major achievement, covers ground surveillance (i.e. to use eGnoS in Germany has are available at six european thus is a cost-efficient alternative (1000ft) separation between programme’s atSaw pioneer resulting from the close adS-b out and wam) as well as been granted by the Federal aerodromes: three in France (pau, for smaller airports that would like aircraft was introduced project initiative. there are now 25 partnership between stakeholders airborne surveillance applications Supervisory authority for air clermont-Ferrand, le bourget), to enable approach procedures on 24 January 2002 by 41 airbus and boeing aircraft from and the network manager. it (atSaw), establishing the navigation Services (baF). on 9 two in Switzerland (St. Gallen- down to 250ft minima. European and North African british airways, delta airlines, Swiss reinforces our ability to improve baseline for future airborne december 2011, dFS deutsche altenrhein, les eplatures) and one approaches to the airports countries. RVSM provides international airlines, US airways the european atm network’s surveillance applications. Flugsicherung signed an eGnoS on the channel island of alderney. named above are now possible six additional cruising levels and Virgin atlantic participating performance in the short-, caScade is actively engaged in working agreement with eSSp the operations in Switzerland skyguide and the commission. with lateral navigation/vertical between FL290 and FL410, in the programme. it also involves medium- and long-term,” ensuring global interoperability: SaS, the eGnoS service provider. have been developed as part the programme is intended navigation minima. Further resulting in substantial the UK and icelandic air navigation says Joe Sultana, chief adS-b and wam are currently eSSp started providing eGnoS of a research programme of the to accumulate experience in development of procedures is reductions in fuel costs. service providers, natS and iSaVia, operating officer,d irectorate being deployed operationally Safety-of-life services on 2 march european commission, with their developing and performing planned for 2012 which will as they provide air traffic control network management. both in europe and worldwide. 2011 after the service declaration development co-financed by eGnoS-based approaches, as well allow lpV minima.
Spring 2012 | www.eurocontrol.int Spring 2012 | www.eurocontrol.int
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newS in brieF SeSar JU prepareS For › eurocontrol reports 3.3% growth in flights across europe developMent phAse in 2011, a downwards revision from the last publication. current Evolve economic trends as well as traffic disruptions in egypt and libya have led to decelerated flight growth, including declines the european commission Our proven expertise and innovative solutions will in some states. the forecast for 2012 is for growth of only 1.6% ›adopted a communication on despite the leap year effect as well as major sporting events. preparing the development phase help your organisation perform at the highest level. the forecast for 2013 shows signs of recovery with 3.5% growth of SeSar in december 2011. the in flights across europe. the uncertain political situation in proposal relates to governance north Africa and the economic situation in europe, however, and incentive mechanisms to may result in further downward revision. deploy SeSar technologies in a › from 2012, the directorate network Management starts timely and synchronised manner. to take over the responsibility for the assignment and the communication plans to management of secondary surveillance radar (ssr) codes publish common projects, to the wider dissemination of from as many as 17 european air navigation service providers guidance material and incentive these working methods, roles and NATS leads the aviation industry To find out more about our (Ansps). ukrainian state Air traffics ervice enterprise is the first mechanisms before the end of responsibilities in the european in technological and business services visit www.nats.co.uk european Ansp to request the service from 14 february 2012. 2012 and acknowledged the civil aviation conference area. development, offering wide- the integration of the ukraine into ccAMs will help to solve ranging expertise and innovative — Airports need for air traffic management the SJU has also completed a — Airspace ssr code shortages during the european football cup in the services to meet the on-going research beyond the SeSar Joint three week operational validation challenges of airports and ANSPs. — Consultancy ukraine and poland. currently, ssr codes are statically allocated Undertaking’s (SJU’s) original trial for remote and virtual tower — Defence to states and are assigned by Ansps to flights based on a Our products and services mandate until the end of 2016. projects. twelve Swedish air — Engineering pre-defined scheme. are proven in the world’s most — Information the commission will carry out traffic controllers participated in complex airspace and provide our customers around the world with a › the Maastricht upper Airspace centre (MuAc) data-link the necessary evaluation and validations at the remote tower valuable commercial focus. system has been upgraded. newly enhanced Aeronautical consultations in order to submit facility in malmö by shadow telecommunications network (Atn) routers have been a proposal to extend the SJU’s mode, monitoring all day-to- Backed by the substantial deployed by technology providers Arinc and Airtel Atn for the mandate by 2013. day live air and ground traffic at resources of the NATS organisation, we are constantly centre’s Atn/vdlM2 air/ground network, first installed in 2003, meanwhile, the SJU reported Ängelholm airport, 100km away, seeking innovative ways to providing higher levels of performance, message capacity, completion of several validation testing the latest updates to the manage every aspect of air and reliability. the european commission has designated Atn projects in december 2011. a trial concept and its technologies traffic – to help you perform data link capability as a mandatory component on all aircraft carried out by SeSar members during day-light, dawn, darkness, and grow with maximum safety and efficiency. flying in european airspace above flight level 285. Airlines involved in the dynamic demand caVoK and low visibility must ensure Atn data link is implemented on all new aircraft capacity balancing (dcb), procedure (lVp) conditions. the deliveries from January 2011, and on all existing aircraft by held between 8-10 november, national Supervisory authority february 2015. achieved promising results, (nSa) of the netherlands also › the annual Airspace user forum, held at eurocontrol’s according to the SJU. “cooperation participated in the exercise, and headquarters in January, was distinctly different from its 15 between the involved airlines, identified a certain number of predecessors. for a start, it was the first major event held by Flight management positions areas for improvement. the results europe’s new network Manager and, another new departure (Fmps) and the network manager of the trials are currently being from the old pattern, it was dedicated entirely to airspace users. were excellent. in one instance, evaluated, but initial feedback some 220 participants from 40 countries attended the two-day the application of nine short-term from the controllers on the exchange of views; more than half of them decision-makers in atFcm measures reduced the virtual out-of-the-window view their organisations. Airlines were most visible but airports and initial regulation delay from 810 is that the “image is now pretty air navigation service providers were very much there, too. to 99 minutes,” says SeSar project impressive”. nSa netherlands also Another new feature was the fact that 12 non-eurocontrol manager othmar Schnabel (dFS). participated in the exercise, and speakers were invited to present at the forum – and their frank and searching look at genuine concerns was much appreciated. the trials could also demonstrate identified a certain number of overall, 90% of attendees declared themselves satisfied or better traffic prediction and areas of improvement including highly satisfied with the new-style forum. Another one will be collaborative decision-making. the need to mitigate big contrast held on 30-31 January 2013: reserve the date now! results of the trials will be differences between ground and analysed, and consideration given sky, or when facing the sun.
Spring 2012 | www.eurocontrol.int
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fOCUS TRAffIC TRENDS: services connecting airports patterns. Economic conditions compared to 2010 levels,” says Dr ThE future WILL NOT BE LIkE ThE PAST of 600km or less – a trend that in many nations, especially in Marsh. “If that comes back there will continue. Italy and Spain, have depressed could be quite a sudden increase, So, even beyond the current the aviation market there. but an increase from still quite a Air navigation service providers will have to be increasingly agile to respond to changes in economic challenges in Europe, Uk domestic traffic has also low level. We think, overall, traffic these long-term trends suggest been weak.” in 2012 will be flat, compared with the market which will become increasingly unpredictable, writes Philip Butterworth-Hayes that traffic growth in the But it is not entirely doom 2011, based on gross domestic continent is going to be slower and gloom for the core area. The product (GDP) economic than many recent forecasts have predicted. or the past 50 years traffic in Europe over the next 20 years.” that come closer to each other, In terms of traffic demand, Fgrowth in Europe has, in There are several reasons for the forecast is for both to grow Europe has evolved into a market general, followed the global trend this. Deregulation, which was at roughly the same level in the with very different growth of increasing by an average of introduced into European States coming years. profiles – static or even negative 3.5-4% a year. This well-worn more than 20 years ago, is no Rapid expansion also followed growth in the core traffic areas in statistic has been the basis of longer the catalyst to low-cost the addition of 10 EU members the north and west but dynamic strategic planning for aircraft competition it once was. One of in 2004 and the further addition growth in the Baltic, Scandinavia, manufacturers, airport operators the most significant aspects of of Romania and Bulgaria in Turkey, the Ukraine and Russia. and air navigation service the 2011 traffic figures (see the 2007; their markets were under- Economic problems in the providers (ANSPs). accompanying publication The served due to regulation, but Eurozone and continuing But perhaps now is the time 2012 Guide to European Air Traffic also grew rapidly because of the political tensions in North Africa Airbus to look at a new model for Management) is that full-fare freer movement of people and have depressed traffic on many aviation growth predictions in airline traffic grew at 4.1% in companies. Since then these routes in the core area – france, Netherlands saw traffic rises forecasts. Just nine months ago the continent, according to David 2011 over 2010, faster than the markets have also matured as Germany, Italy, Spain and the Uk. of 7.2% in 2011 over 2010 these suggested European GDP Marsh, head of forecast and 3.9% increase of low-fare airlines. aviation services have grown to “If you look at the big five we’re as airlines based there have would rise at 2% in 2012 over Traffic Analysis at EUROCONTROL. This maturing of the European match the demand for business not expecting any growth for pursued ambitious growth 2011, but it is now more likely “People tend to assume that the Union’s internal market has meant and social air travel. At the same 2012,” says Dr Marsh, “and there strategies and the local aviation to be 0%.” future will be like the past, that we that the impetus for growth time, short-haul flight activity “They’re big enough will be some sort of decline in tax was repealed. In January 2012 many airlines will see the same kind of growth is now running out of steam. has also decreased, as roads and not to be driven entirely each of these markets. They’re big “We lost something like 50,000 started scaling back their figures we have seen for the last With traditional full-fare carriers fast-rail links have been developed enough not to be driven entirely flights to and from North Africa, operations in response to a few decades. But I think it is likely and their low-cost rivals slowly throughout the continent, by over-flights” by over-flights; local traffic is an which represents two days’ traffic weaker than predicted winter that traffic will grow more slowly evolving their business models reducing the demand for air Dr David Marsh important part of overall growth throughout the entire network, market. Malev and Spanair
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with a statement of what is the the Adriatic to further east, over right capacity for that individual Turkey, away from Cyprus. State. for me this is the principal These trends point towards driver behind the need to create Turkey being another major area functional airspace blocks, in that of traffic growth in 2012, especially you need to be thinking in terms with increasing traffic flows into of traffic on a much larger scale and out of the rapidly-expanding than simply that of a single traffic hubs of the Gulf states. State alone.” “Clearly that’s a growth factor stopped flying altogether This volatility in traffic patterns but Turkey is also still a relatively and although other airlines has seen ANSPs having to cope under-served domestic market will fill in the gaps they will with 10% changes in traffic based on the number of flights still be providing less capacity demand one month from the next. per head of population,” according than before. Over the last few years Malta, to Dr Marsh. “We’ll be operating significantly for example, has seen a complete There are further new below 2008 levels in 2012,” says change in the number and downward pressures on the Dr Marsh. “Quite a lot of energy pattern of flights. Two years ago European air traffic market, apart has gone out of the Baltic. Where the traffic was predominantly from the traditional disruptive we do see growth in the coming north-south, with aircraft flying events of bad weather and year is in Turkey and Russia. These over Malta and North Africa on industrial unrest, which were were the two top performing their way between European less frequent in 2011 over 2010. countries – in terms of traffic and southern African States. New government taxes on air growth – in 2011 and we think But now, with the closure of passengers have depressed the this will continue in 2012. With Libyan airspace for en-route traffic, market and the impact of the demand for services to the predominant traffic flows European Union’s emissions North Africa still being low, are east-west with air traffic trading scheme (ETS) on airline Turkey will continue to benefit.” by-passing Libya on routes fares have seen rises between The message for air navigation between the Maghreb States €0.25 for short-haul flights to service providers (ANSPs) is that and the Middle East. $3 for some transatlantic services. they will have to be increasingly Cyprus traffic is also significantly These may be small, but they have agile to respond to changes in down. A large proportion of a knock-on effect on demand, the market which are often fast the island’s traffic is over-flight according to Dr Marsh. High Precision, Low Investment and unpredictable. services, handling holiday traffic “We have modelled the impact “It shows the needs for agility,” from Russia to Egypt. But with the of the ETS on traffic growth and EGNOS, the European Geostationary Navigation Overlay • Efficiency: Cost effective alternative to ILS CAT I, with says Dr Marsh. “Traffic patterns recent political unrest in Egypt we think that it will reduce traffic Service, was certified for civil aviation in March 2011. decision height down to 250ft (APV-I) free of charge. can change quite substantially many of these flights are landing levels by around 0.3% by 2017, It will improve air navigation both en route as well as during Airlines can reduce delays, diversions and cancellations on an individual scale in quite a in Turkey. And because of the compared to what it would have landing. due to bad weather. Other ground navaids can be phased short time and for reasons which social unrest in Greece, many been without it – though the out, reducing landing fees are quite beyond that State’s flights heading down from the exact figure will of course depend EGNOS enhances: control. When that happens European core area towards the on the price being charged for • Sustainability: More precise and shorter approaches • Accessibility : More airports can be reached with a CAT it is very difficult to come up Middle East have moved from emissions permits.” result in less fuel consumption, CO emissions, and noise. I-like approach - including non-ILS equipped airports in 2 challenging topographies or in bad weather. EGNOS-enabled receivers are widely available due to WAAS compatibility. The EGNOS signal may be used for approaches • Safety: Improved situational awareness will reduce the using a certified receiver, FMS and SBAS procedure. Airport traffic remains robust occurrence of Controlled Flight into Terrain.
In 2011 air transport movements rose 3.3% across Europe in 2011 over 2010 and the forecast for 2013 shows signs of recovery with 3.5% www.egnos-portal.eu growth in flights. “The uncertain political situation in North Africa and the economic situation in Europe however may result in further downward revision,” say Agency forecasters. Passenger traffic at European airports, meanwhile, grew 7.3% over 2010 while freight traffic was 1.4% in the same comparison. According to Olivier Jankovec, Director General, ACI Europe: “With Europe’s airports welcoming more than 100 million additional passengers in 2011 compared with the previous year, air traffic has once again shown its resilience in the face of a difficult economic climate. This performance hides a significant divide between EU and non-EU airports, with the latter growing twice as much.” At the start of February 2012 Egypt’s Ministry of Tourism forecast a recovery in tourist numbers to between 12 and 13 million in 2012, compared to 15.7 million tourists who visited Egypt in 2010.
It’s there. Use it. Precise navigation, powered by Europe
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norway, thanks to an extensive Directorate network management Overall, transport infrastructure “Improved network of regional airports and – the past few years have seen investments have a positive airline services, 99.5% of the an improvement in the way the impact on economic growth, intermodality will SOmething haS population are able to travel to network can deal with individual create wealth and jobs, and provide better mobility, Oslo and back on the same day. crises, but the essential strategic enhance trade, geographical good job, too, as around 400,000 weaknesses in the system remain accessibility and the mobility of but it will not solve patients are transported annually unresolved. people. it has to be planned in the airport capacity on scheduled flights between their a key area of concern is the a way that maximises positive crunch” homes and hospitals. lack of capacity for growth at impact on economic growth and europe relies on its aviation some of europe’s most important minimises negative impact on cHanged network for connecting its hub airports. the environment. Congestion regions to the wider economy in march 2011 the european is a major concern, in particular it’s easy to be cynical about the pace of change in european air traffic and its wider economy to the Commission launched its on the roads and in the sky, and management. easy, but perhaps wrong, writes Philip Butterworth-Hayes world; around 40% by value of all transport 2050 Roadmap for a compromises accessibility.” freight leaving and arriving in the Single transport area long-term in his response to the White european Union is carried by air. transport Strategy White Paper. Paper Olivier Jankovec, Director Of the 10 countries which acceded in the Commission’s vision of general, airports Council f you want to know why having “We are a pipeline for 300 of fruit, pharmaceuticals and high to the european Union in 2004, the future, greater mobility will international (aCi) eUROPe says: Ian efficient european aviation farmers in africa,” says mr Pile, technology items – part of the two are islands and the others are be achieved through optimising “improved intermodality will network is so important ask “employing around 3,000 people. just-in-time global production on average 19 hours’ surface-travel airport capacity by improving provide better mobility, but it anthony Pile, Chairman of UK each of these supports, on chain – blighting industries and time from Brussels. the efficiency of aircraft and air will not solve the airport capacity fruit importers Blue Skies. the average, another 10. that means households alike. But, as everyone has traffic management operations crunch. independent forecasts UK imports about 90% of its around 30,000 people rely on if europe is to forge closer links acknowledged for years, europe’s while encouraging high-speed rail clearly indicate that demand fruit and 60% of its vegetables our single factory.” with the fastest growing markets aviation network is fragmented, in services to absorb much medium for aviation in europe will so when the ash cloud crisis hit the 2010 ash-cloud crisis in the world it needs an effective places severely congested and, for distance traffic. nearly double by 2030. northern europe in april 2010, highlighted just how dependent aviation system; Brazil, india and the moment at least, struggling “infrastructure shapes mobility,” closing the country’s airspace europe is on its aviation network. China, which have accounted for to meet the demands of both says the report. “no major for five days, fruit that would a few days after the first major half the world’s economic growth an increase in aircraft numbers change in transport will be normally be tempting shoppers airports were closed food prices since 2008, are all a long way away and a reduced environmental possible without the support of in supermarkets up and down for many items started rising from europe’s borders. footprint. thanks to the work of an adequate network and more the UK remained rotting in rapidly. if the crisis had lasted But the network is not just eUROCOntROL’ s central flow intelligence in using it. warehouses in Brazil and any longer many parts of europe about connecting to the world management unit – now renamed east africa. would have started running out beyond europe. throughout nternational a irport Birmingham i
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they also warn that the Dopagne, eUROCOntROL’s short-term business interests extensive rail developments Director network management. for the long-term good of the The European aviation Network cloud crisis and industrial aviation-minded areas announced will only absorb “the european Union has overall system is a key element comprises over 400 airports, action severely disrupted the of the world. China will add 0.5% of the total demand for decided to move the european to making the overall system around 70 air traffic control network. After a constant 78 new airports by 2020. air transport. given the ever- Single Sky in the direction of work to its maximum efficiency. centres and 40 air navigation decrease between 2003 and By 2025 Dubai’s new Al increasing difficulties and performance improvement,” says and someone with a unique service providers (ANSPs) in 2008, en-route unit costs Maktoum airport will have uncertainties that europe’s mr Dopagne. “this means that understanding of exactly what the entire EUROCONTROL significantly increased. four passenger terminals with airports face in seeking expansion all the States have agreed to levels of efficiency can be area. It’s an intensely volatile The long-terms trends a combined capacity of 160 approvals, the blunt reality of contribute together to achieve achieved is Brian Flynn, head marketplace. In 2010, 4,741 will take some managing, million passengers, five parallel unprecedented congestion will a better network performance of Operations in Directorate the network new air routes were opened too. Although the European runways and a freight centre sneak up on us very quickly,” in terms of capacity, reduction network management. between European airports, but aviation market will probably capable of handling 12 million says mr Jankovec. of routes flown and cost “i think the airspace users – the manager’s job 3,330 air routes were closed. double in size between tonnes of cargo per year. So if europe is not going improvements. they are airlines – have to be convinced It is also highly susceptible 2011 and 2030 to handle Aviation already supports to build any more major hub binding targets.” of the validity of this approach is not for the to unforeseen shocks such 2.6 billion passengers a year, more than 250,000 jobs “They can see now airports, or double the size of and buy into it, because it will as strikes, bad weather and it will soon be overtaken by and contributes more than erupting volcanoes. In 2011 the Far East. With air traffic US$22 billion to Dubai’s gross that the system is existing ones, then it will have to Unambiguous mean on certain days we will be faint-hearted think very differently about how and they are unambiguous still penalising certain flights for the traffic rose 3.3% over 2010. The set to nearly double by 2030, domestic product (GDP), good news was that there was the lack of matching airport representing around 19% of transparent and open” it uses current capacity. it’s not for 2014: in terms of capacity overall benefit of the network,” says no ATM-related fatal accident in capacity in Europe will result total employment in Dubai, just congested airports which are improvement, a reduction in mr Flynn. “now at the moment, Brian Flynn 2010. The bad news was that air in unprecedented congestion, and 28% of the Emirates’ GDP. stopping the continent’s aviation en-route air traffic flow because of the very difficult transport punctuality in 2010 preventing an estimated By 2030, the Asia-Pacific network from operating as a truly management delays to 0.5 minutes economic circumstances in which was the worst recorded since 260 million passengers region will surpass all other integrated system, such as exists in per flight; in environmental most people are operating, it 2001, with 24.2% of flights from flying. world regions with more than the US. there are wide differences improvement, a reduced route is difficult to convince them to delayed more than 15 minutes. Europe is rapidly being 4.8 billion passengers – up from between States in the way airspace extension of 0.75% over 2009; accept the non-optimisation of It was a year when the ash- overhauled by more just 1.4 billion in 2009. is segmented, employment laws and in terms of cost efficiency, a individual flights.” But things are applied, technologies used, military reduction in the average european changing, according to mr Flynn. operations coordinated – the list Union wide determined unit rate “they can now see that the system seems almost endless. for en-route air navigation services is transparent and open. We are not and that’s tough, as there is no But according to mr Dopagne, pressure from airlines to speed Until now, no-one has had the from €59.97 in 2011 to €53.92. working on behalf of anSPs but clear indication yet of who exactly “it is not the responsibility of up efficiency improvements. will, the technical capability and “the Single european Sky is a we are there to help the airlines will be responsible for network manager to influence “it’s true – there will be more the political power to ensure all vision for improving performance, as much as possible. i think implementing SeSaR. air navigation service providers pressure on society to reduce stakeholders are concentrated something which has always there’s now recognition of that. “in SeSaR there are some key about salary levels, working salaries and to make economies,” on the bigger picture, their role been the goal of eUROCOntROL, traditionally we were deliverables that are essential for conditions and what needs to says mr Dopagne. “But i think we within the overall european air but until now we have not had seen as just an adjunct to performance and we have to give be implemented when a strike have capacity in the network. Of transport network, rather than own the tools to implement it. now, the anSP industry, but now a high priority to those,” says mr occurs”. But we know where the course there are some congested operational and business priorities. because we can use the regulatory airlines see us increasingly as Dopagne. “it is a huge challenge difficulties in the network are and sectors but the way we manage as a result, despite the adoption strengths of the Commission, we an independent facilitator.” for the network manager – we we know the reasons for a lack of this capacity is precisely one of of the Commission’s Single can use our skills, our knowledge, it is difficult to over-estimate are at the crossroads. But we are capacity. there are about 20 to 30 the challenges of the future. it’s european Sky programme, there to move in this direction,” says the crucial role that changing able now, as network manager, difficult sectors in europe and we a question of will, of changing is still a degree of cynicism among mr Dopagne. perceptions will have on to move ahead. the real test on know why there are difficulties minds to think more and more european aviation stakeholders this means working hand-in- improving network performance. how successful we will be will there. We can work with industry in terms of the network. But we about when and where real hand with partners to make sure eUROCOntROL now has a occur in 2012, 2013 and 2014, to and anSPs, through the network are not alone and we will not “The real test on how improvements in europe’s aviation the binding targets are achieved. pivotal role not just in short-term see whether we can achieve those management Board*, to really find solutions to such a complex successful we will be infrastructure will really take place. and for Jacques Dopagne that performance improvements but binding targets. this is the first address these issues.” network solution on our own. But something has changed. means, above all, changing minds. in delivering early benefits from challenge and it will show if we this is either the best time, and if we can change the will occur in 2012, in July 2011 the european “We’re asking people to ‘think long-term strategic programmes are all able to work together in the or the very worst, depending way we work with all the actors, 2013 and 2014” Commission handed to network’ and that is not easy. such as SeSaR. For too long, say wider interest.” on your point of view, for especially the big air traffic control Jacques Dopagne eUROCOntROL the role of to look for what is good for many in the industry, european air Part of this challenge is to eUROCOntROL to take on the centres, we will be able together network manager and in so doing the network. there will be traffic management improvements be given greater responsibility onerous responsibility of network to find solutions. So i am sure transformed the dynamics of resistance – many will not accept have been dedicated to long-term but even with the back of the manager. as the european capacity will increase and we will european aviation. this role has changes if they start to negatively goals; a major criticism of SeSaR european Commission network economic crisis continues to inject achieve our targets.” given the agency a new sense impact revenue.” has been that, yes, performance manager cannot interfere with higher levels of volatility into the Which is good news, not just of urgency and purpose which is But convincing airlines or air improvements in 2025 are helpful the responsibility of anSPs and continent’s economic and social for the travelling public of europe evident at all levels, none more navigation service providers but anSPs and airlines want to see airports to create more capacity fabric, there is a growing threat but the grapefruit growers of so than in the office of Jacques (anSPs) to act against their change in the near term. and manage their staff. of more social unrest and more Kenya, too.
*The Network Management Board (NMB), created as part of the European Commission Regulation (EU) No 677/2011 of 7 July 2011, is the new governing body of the Network function. The NMB, inter alia, Spring 2012 | www.eurocontrol.int endorses the Network Strategy Plan including its annual strategic objectives and the NM Performance Plan, approves the annual Network Operations Plans and the network annual report. Spring 2012 | www.eurocontrol.int
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TOwardS a new
n its relatively new role as behalf of eUrOCOnTrOL with our that network Manager’s role is to Joe sultana, Chief Inetwork Manager eUrOCOnTrOL stakeholders for 20 years, a subtle promote and act in the network’s has the key responsibility to act difference was noticeable; more interest. The network Manager acts Operating Officer, on behalf of the overall european respect, higher expectations, in two ways to achieve this: a direct eUrOCOnTrOL’s aviation system to improve air some hesitation and a greater and continuous support to their network Management traffic managementa ( TM) openness to cooperation. aTM service provision planning performance – to increase safety, Hopefully, we can also establish and operations and the added directorate, explains reduce delays, control costs to mutual confidence and trust in value performance of the network what difference the the airspace users and minimise our respective efforts to deliver Manager activities themselves. the environmental impact of the required performance of the This does not mean that agency’s new role aviation. This new role changes the european aTM network. suddenly we are all friends and will make to partner relationship between the agency agree every time on what needs relationships and its aviation partners, no longer Air nAvigAtion service to be done. just supporting their activities in providers (Ansps) The network Manager improving aTM performance but anSPs work to local performance regulation talks about cooperative now acting directly to ensure local targets, set in such a way that the decision-making. Cooperative or deficiencies do not compromise combined efforts of all anSPs collaborative decision-making the efficiency of the overall system. and the network Manager should means that we will discuss the local On 7 July 2011, eUrOCOnTrOL deliver an overall network target situation with all interested parties was designated as the Single set by the european Commission. but when it comes to taking european Sky’s network Manager. The anSPs are getting used to decisions we have a responsibility On that day, the relationship with the idea that network Manager to ensure that, whatever decision our stakeholders changed. The is there to help them meet their is taken, it should optimise the role of network Manager was local targets while at the same performance of the whole system. enshrined in european regulation, time, understanding that the Thus, a capacity problem in for the next eight years at least. For ultimate objective is achieving the one area may require actions in someone who has interacted on required network performance and neighbouring airspaces.
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Our network Manager role developing the network Strategy respective roles are clear, the cross-border airspace design and consequence of their actions. collaboration with the major “We are targeting requires that we take decisions Plan and network Operations Plan, concern that network Manager airspace management, e.g. civil/ airspace users are network airports, both in the planning to improve the network overall, which provide both a short- and will act as the network’s policeman military airspace restrictions. Manager’s most demanding phase and on a day-to-day basis senior airline managers even if it increases delays in a medium-term road map for the has gone away. They see new concepts such stakeholders, they can also be and in particular when there are to understand their particular airspace. as network network. It is during this planning By understanding what the as free route and want our greatest supporters. airport operations disruptions. strategic issues, asking Manager we have also duty to be phase that we work together network Manager is trying to do in reassurance that this is transparent, explain in advance bilaterally with individual anSPs or the interest of the network, anSPs coordinated at network level. Airports MilitAry AircrAft them what their and record the overall benefit and at functional airspace block (FaB) will find the way to take benefit to Our aim is to establish There are two areas of current operAtors And highest priorities are” the contribution of each anSP. level to ensure the best possible improve their local performance. an operational partnership focus with airports: overall runway AirspAce MAnAgers It’s logical to adopt this aTM performance output. and the strong foundations agreement at network level capacity and day-to-day airport Military need airspace to operate approach and, in general, anSPs This is a fundamental change in we have established will be the through which their priorities operations. In terms of the overall as closely as possible to their bases. are supportive because they our relationship with anSPs. The basis of a refinement of the future become network management capacity we have for years been as long as we provide airspace understand it’s all about improving fact that network Manager has relationship between network priorities. In parallel, we are able to assess impact on overall when they need it, they are ready overall performance. But of course combined previously separated Manager and the FaBs. targeting senior airline managers network capacity levels of new to fit into our network operations. sometimes anSPs don’t agree airspace design/planning and we also want to be partners to understand their strategic airport programmes such as high- we need to convince the military with our proposals especially central flow management unit with anSPs/FaBs in the evolution issues, asking them what their speed taxiways or the dynamic stakeholders they have both an when they perceive a significant (CFMU) functions allows us to of aTM in the coming years, highest priorities are. There is changes to aircraft separation impact and a contribution to make negative impact on traffic flows mirror an anSP organisation supporting their deployments, a perennial issue in europe of distances on approach. what to the overall network and that a
into their area, in which case we which integrates its planning and ensuring a coherent network balancing capacity with flight we’re trying to do now is to get decision made locally will have a say to them, “OK, in this instance ops activities and become an concept and keeping the efficiency – when we cannot the airport operator to better wider impact. So we’re giving let’s do it your way and then see, effective counterpart. impact of change to operations have both, how does the network understand how operational them information on the impact afterwards, whether it worked The objective is, over time, to a minimum. Manager react? we are also performance of aircraft taking off of their local decisions on the or whether we could have done to close the gap between the strengthening our relationships at their airport effects traffic at the overall network. it better.” and the next day, we strategic and planning phases AircrAft operAtors on a day-to-day tactical basis. destination airport. Ideally, we would like to have a assess the outcome and agree the at local/FaB and network level we believe aircraft operators at the same time we are we are making the link between more effective military presence options to select should a similar and day-to-day operations in air are the true customers of the asking airspace users to stick as what is happening on the ground, in the network Management situation happen next time. traffic control centresa ( CCs) and network. we see airlines coming closely as they can to the flight the en-route operation and Operations Centre, someone This approach is starting to network Manager Operations to us and asking us to improve plan they have filed. If we detect destination airport. again, we have representing their interests on work, especially when there are Centre. Together we can optimise their network performance. They any form of cheating – such as to make clear we’re not working a daily basis. The problem is of major constraints, and we are the performance of the overall may have very good relations persistent breaking of slots – we towards improving efficiencies at course there is no single military now gradually coming to a system by ensuring that the with their domestic aTC service have an obligation to intervene. a single airport, but of the overall point for the network manager. position where we don’t disagree 30,000 flights operating daily are provider or airport, but they fly a we understand the temptation to network. I think some airports with any problem, today, with our partners. provided with a safe, expeditious network and they can see where short-circuit the process but we were worried that we would tomorrow, the following week, we Our cooperation with anSPs and cost-effective aTM service. there are deficiencies in the try to show them that short-term be interfering in their business don’t always want to be talking to is not limited to solving delay anSPs and network Manager system. They now have an entity gains can cause wider problems but they are now seeing we are six or seven different organisations. situations on the day of operations. have understood that to fulfil their dedicated to help solve their in the network. now we’re in a working at a broader level. Once Hopefully we can take a pragmatic as network Manager, we have responsibilities and deliver results network problems. better position to show them again the challenge we have step forward when we start talking an important role to play in they need to work together. The They perceive problems in the data which will reveal the is to engage in an operational to FaB representatives.
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of the network Manager. But it’s our cooperation with the russian a difficult role and even though aTM organisation. we however you can pre-plan very well, when need to build better links with a crisis happens you need to make Middle east airlines and aTC judgement calls quickly. organisations, where the traffic is The work we have done in growing. we need to ensure they the last two years has meant we understand the aTM operations have built an expectation that they are flying into or have in the future major disruptions to link with and use network will be managed better than Manager as the entry point to the they have been in the past. we european network performance, have to establish coordination organisation and operation. links with entities such as the european Space agency, nuclear politicAl influence protection units, national disaster The difference between what coordinators, etc. we are the focal we were doing before and points for airspace and airport what we are doing now is that disturbances; our role is also to we have new tools and access provide that information in such to the political world, via the a way that it complements the european Commission’s network FOCUS multiple channels and sources Management Board. In 2011 we of information. were able to put on the political agenda network improvements. “Many pilots and the trAvelling public pilots And controllers after the problems of 2010 The network Manager’s primary Many pilots and controllers do of volcanoes, strikes and bad AirlineS need tO See controllers do not focus is the aircraft operator. we not yet understand the network weather it became clear that yet understand do not normally interact with management concept or which the network Manager would the network the travelling public. However, problems eUrOCOnTrOL is trying need to work with the political in major network disruptions and to solve. we’ve attended IFaTCa institutions of the european improvements management concept with the establishment of crisis meetings to communicate to Commission and the european or which problems cells to deal with major network controllers that we are not Council to have a real impact. “Airlines need urgent deliverables,” in normal economic times problems such as volcano there to make their life more Before, we were flow managers there is a new sense of urgency throughout said Ulrich Schulte-Strathaus, these delays would be serious EUROCONTROL eruptions, heavy snowfalls difficult but that they should who could do nothing to solve the eUrOCOntrOl Agency to deliver network Secretary General of the enough, but at a time of is trying to solve” or strikes, we see that we are see themselves as one of the the fundamental problems. now Association of european Airlines, particular economic volatility effectively dealing also with the network players and as such we work with the european efficiency improvements as soon as possible, in a november 2011 statement they are especially damaging. public. we are not just managing can impact and influence the Commission and the network writes philip Butterworth-Hayes, as the with other european airline eventually the bill will come these crises at a network level but network performance. Management Board at a political association leaders who are down as the Single european Sky are a primary and global source we tell pilots the same thing, level to focus on hotspots which economic storm clouds blow in worried about the slow progress improvements take effect and the of information, disseminating but for the moment we don’t require political intervention to being made towards the Single entire AtM system is reorganised the latest information about have the right mechanism to get improve. That’s had a big impact. european Sky (SeS). on a continental – rather than a such events. Having got to know pilot associations working with us The improvements of network Airlines are not the only ones. fragmented and national – basis. eUrOCOnTrOL in such events, enough. Feedback from pilots on performance in 2011 over 2010 the total cost of european air But in the meantime the network the travelling public is starting how the network is performing did not just come out of thin traffic flow management delays in Manager has to deliver improved to bypass the normal sources of is the best kind of feedback we air. we addressed each specific 2010 was €1.25 billion, according cost-efficiency performance information about flight delays can get, in particular with their area separately, and didn’t give to a March 2011 study by the within the current system, in the and cancellations and instead, voluntary safety incident reporting up on solving the problem if University of Westminster for short term. coming to us for the full picture. so we can start to identify safety there were political or non-aTC eUrOCOntrOl’s Performance “it’s quite clear that in a The network Manager’s role hotspots and understand whether elements involved. This means review Unit. While the burden lot of situations the overall in crisis management is crucial. the safety problem is a local or a we are no longer just involved of most of this fell on airlines, network delay can be halved if a high degree of coordination network issue. in managing delays but are part other businesses and individual people accept the traffic to be is needed at network level. of the efforts to remove them travellers were also faced with a distributed in the most optimum Mitigation measures need to neighbouring Ansps altogether from the system. large bill as a consequence for fashion,” says Brian Flynn, be taken with an overall view of we have good relations we are not political players. the structural inefficiencies in the Head of Operations, network the system in mind, with quick with the Federal aviation But we do aim to punch above european air traffic management Management directorate (dnM) decisions. That is what is expected administration and improving our weight. (AtM) system. at eUrOCOntrOl.
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a number of congestion issues on the way,” says Chris Bouman, Head of the network development Unit of the network Management directorate. “these issues have to be resolved as a single issue because you don’t want to be managing problems at one point and not another. We need more dynamic management of airspace and routes to coordinate the entire flight centrally – to see whether routes on the south-east axis were available, for instance, over Belgium, and the impact that might have on traffic levels over italy. that cannot be done locally.” the key enabling technology to really make best use of the available capacity is 4d trajectory planning – so every stakeholder, airline, airport, air navigation AirportFrankfurt service provider (AnSP), will know with unplanned additional flights. “So far we’ve been facilitating exactly where the aircraft will be this will not disappear entirely the emergence of common at what time. But for this to work with flight plan adherence, but it procedures, common protocols aircraft operators will need to does show the potential because and representing europe at access huge amounts of dynamic even a 2-3% capacity increase the iCAO level to make sure information about the network, will significantly reduce delays that the european deployment especially where the most and need for longer routings. So would exist as a harmonised efficient routes might be available, we see this as something that and cohesive approach. there is before they can file an optimum can deliver quite an enhanced a programme in which airlines 4d flight plan.t hat is the ultimate performance at a relatively low get grants for 20% of their costs goal of SeSAr and should be cost. We hope we could deliver for equipping data-link systems. available in the early years of a real improvement here in less Maybe it’s not enough, but it’s the next decade. than four years, which in AtM a start. Other options will have But eUrOCOntrOl is working terms is really quite a short period.” to be developed further in the now to achieve performance ensuring the data flows future so that more players adopt gains much sooner by increasing between aircraft operators and solutions earlier and we can de- the amount of network data AnSPs will mean increasing the risk the whole implementation which will be available to AnSPs amount of information flowing programme. Perhaps we can also skyguide and airspace users for flight between the ground and the air implement something called “A typical congestion stakeholders in the efficiency network efficiency planning and management. in real-time. eUrOCOntrOl is ‘best equipped - best served’ regulation produces 10,000 to improvement process. improvements – and especially “A 2010 trial has shown us that actively engaged in persuading policies where if airlines are 15,000 minutes of delay. We can “We have to build a network the reduction of delays – if aircraft operators stick to the airlines to adopt data-link as well equipped and we can help quite clearly reduce that to about that is more a real-time view and have been at the core of flight level that is in the flight-plan fundamental technology in this manage their trajectories more 7,000 to 8,000 by routing a small optimise operations based on eUrOCOntrOl’s work for predictability is greatly improved,” process – something which in real-time they should be able amount of traffic out of the area, this,” says Pascal dias, Head of decades. But with the adoption says Mr Bouman. “Most of the may require a carrot and stick to benefit from the opportunities possibly creating a small amount deployment Coordination, dnM. of the network Manager role AtC centres participating in this approach to ensure the proper that will flow from more capacity of congestion in an adjacent area. “So we have to make sure we have and the integration of efficiency trial had an increase of flight “The key enabling systems and procedures are in becoming available within it’s quite normal that we would flight plans that are adhered to improvements within the SeSAr predictability of more than 30%. place. “At the moment we are the network. Perhaps they can reduce the delay due to that and have congestion predictions programme, eUrOCOntrOl is How does that translate into technology to really assisting the stakeholders to be given priorities for early congestion by 50%,” says Mr Flynn. reflecting more accurately the now injecting new pace into increase in declared capacity? We make best use of the implement a number of big departures, for example.” Achieving the best reality. We can certainly in the delivering short term gains. know that some centres reduce changes to the network in which it’s not just in the flight performance out of the current short term optimise capacity “For a flight between london their declared capacity by as available capacity is we have a deployment role, like management, airspace design system means engaging all usage within the network.” and istanbul there are likely to be much as 10% in order to cope 4D trajectory planning” the use of data-link,” says Mr dias. and network operations
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“It is maybe not departments of eUrOCOntrOl A fundamental part of dynamic formation of dynamically-shaped where this new sense of urgency network management is making sectors, which can be used to spectacular, but there is taking hold. researchers at the available to operators live accurate support operations based on is a lot of space for eUrOCOntrOl experimental network data, so they can see the optimized 4d trajectories and Centre (eeC) at Brétigny-sur-Orge, ‘big picture’ consequence of their deliver capacity where needed. further improvements near Paris, engaged in SeSAr tactical actions. But for the moment, with the and they will be projects are working to move “Within the improvement of challenging SeS performance coming over the next the theoretical improvements in coordination of civil and military targets, much of the focus within network performance much more operations we are looking at the Agency is on the short term one to two years” quickly out of the laboratory and running two live trials in 2012 as and that means improving the into the air. part of the SeSAr work package performance of systems already “As the network Manager, when seven (WP7) to look at the inter- in place. “nothing moves quickly proposing solutions we will have operability of airspace managers in AtM,” says Mr Bouman, “but to be increasingly conscious of and the network Manager,” we can improve the process the current economic situation,” according to Franck Ballerini already in place, such as military says Martine Blaize, Head of the (SeSAr WP7 leader) of the airspace use planning where we network Unit in the directorate Brétigny centre. “One of the trials are building more flexibility into SeSAr and research in Brétigny. will be with the Maastricht Upper the system to provide airspace “this means working on systems Area Control Centre to validate availability update messages improvements research will need interoperability in the display of to the network Management to be less demanding in terms real-time airspace status data,” Operations Centre and to airlines of new equipage of aircraft, says Mr Ballerini. for optimising their flight plans. optimising the use of current and Some good steps have already emerging aircraft systems. Within Dynamically managed been made here. it is maybe not the SeSAr framework we look it is one of the first steps in spectacular, but there is a lot of at the investment that airspace developing a truly dynamically space for further improvements users, airports and AnSPs have managed air traffic management and they will be coming over the already made to move quickly network. As well as researching the next one to two years.” from the last phases of validation initial building blocks to this new the number of small and into operations, to really bridge network operating concept the unspectacular steps eUrOCOntrOl the gap between experimentation experimental Centre is also looking is taking to improve network and into operations. At the same further down the road at some of efficiency may not make the time we really need to be careful really exciting and innovative long- headlines but, collectively, not to jeopardise the capability term possibilities in partnership they are starting to make a real of research capacity in the with several AnSPs. difference. razvan Bucuroiu, long term.” One eye-catching idea is the Head of Operations Planning Unit, has noted that improved airspace design and flight- planning processes, areas in which eUrOCOntrOl has been working to ensure that airlines fly the shortest possible routes between origin and destination airports, are starting to have a real impact on aircraft operating efficiencies. “From november 2010 we started to see the positive effect of the airspace design improvements. despite the negative capacity effects during the summer of 2010 the positive evolutions towards the end of the year represents a solid foundation for the future
Zurich Airport performance of the network.”
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FOCUS At the heArt OF crisis management
effective crisis management of the european air transport system has substantially improved in the last 18 months, writes Philip Butterworth-Hayes, as the Network Manager has taken a central role in dealing with major and minor disruptions to the system
now. Strikes. Volcanic impact of the environment on Seruptions. terrorist threats. their aircraft operations. the number and variety of “I think it was purely major disruptions to europe’s coincidental that the Icelandic airport and airline operations volcano erupted at the same time seem to multiply every year. as the discussions on the Network If there were any doubts as to Manager Function were being whether europe really did need a finalised, and certainly the role of Network Manager for its aviation the crisis management gave an system they were soon blown impetus to the finalisation of the away by the scale and volume network management rule and of disruptions which hit the its content,” says Brian Flynn, head continent’s aviation system during of Operations in the Network 2010 and 2011. For many airline Operations Centre. “We’ve had operations managers, it seems, occasional crises in european the key issue they have been aviation going back 15 years. We facing is not managing the impact started with the Kosovo situation of their aircraft operations on the in 1999 where a significant environment but managing the proportion of airspace was
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“We need to have closed in the Balkan States and effective decisions could be open, yet the same phenomenon we had to reroute traffic around taken by all parties to manage exists in both States, that’s an clear, uniform those areas, but the processes the initial disruption, clarify the illogicality in the network. So procedures and were not there. It was simply safety issues involved and then we need to have clear, uniform a reactive mode handling the return to normal operations as procedures and decision-making decision-making congestion on a daily basis. then soon as possible. processes. processes” we had the 9/11 crisis in 2001 – a “With the Icelandic volcano “We definitely can get all major, major disruption and the which resulted in the closure the actors together in 30 to 40 closure of American airspace of a huge amount of airspace minutes. We have all the GSM when a huge number of flights in europe, it was clear that the and telephone numbers of all actually had to turn back. It was decision-making processes for the decision-makers in european obvious that one of the main closing airspaces, for airlines aviation. So in the event of any issues in dealing with a crisis deciding whether to fly or not, major crisis we would have those is the lack of information from was very much a patchwork decision-makers together in a the partners; airports, air traffic of decision-making processes teleconference in an hour or two.” controllers, airlines.” throughout europe.” says Mr the crisis coordination Fast forward to the eruption Flynn. “So the Network Manager’s procedures have been approved of eyjafjallajökull in April 2010. role is to be the facilitator of the by the Network Management the Icelandic volcanic eruption decision-making process among Board and the european was a catalyst to the creation whoever are the appropriate Commission and they are now of the european Aviation Crisis experts and ensure that all the in operation. this means there Coordination Cell (eACCC), created actors have all the information is now a direct link between a month later not just to react necessary for that decision- the eUrOCONtrOL Network to an unfolding crisis but share making. For example, if the Operations Centre and the political information between the relevant airspace of one country is closed decision-makers in the crisis cell
stakeholders so swifter and more and the airspace of another is stakeholder organisations. AirportFrankfurt
Over the past months the At the start of the year the that air navigation service effectiveness of the new measures announcement of a no-fly providers (ANSPs) have had to has been tested on a number zone over Libya also meant the make serious cutbacks. And it’s of occasions. Network Manager had to take difficult to quantify whether First there was a threat to the decisive action to re-route traffic moving towards a functional network from a potential global around the no-go area. Although airspace will mean there’s likely to disaster following the April 2011 both events had an impact be some significant rationalisation destruction of Japan’s Fukushima on flights into and out of the of the air traffic control business Daiichi nuclear power plant in the continent, the crisis cell in europe. that would bring up wake of the tsunami that hit the members were kept informed similar issues we had in the airline country in March. of the unfolding events and industry with the rationalisation “At one stage it did appear there were not called upon to take of airlines that has taken place in could be a significant impact political decisions. North America and in europe over on european aviation both in the last 20 years.” terms of flights not being able to Eventful period Official industrial actions are operate but also in the potential Whatever 2012 and 2013 will bring usually relatively easy for the of aircraft and passengers with eUrOCONtrOL, crisis managers Network Operations Centre to nuclear contamination flying are preparing themselves for an manage, but more difficult are the back towards europe,” says eventful period, especially given capacity reductions due to large Mr Flynn. “Our role there was first the economic storms blowing scale absences of staff as a result “The economic to establish communications through the continent. of sickness. procedures between ourselves “Industrial relations issues And the extremes of weather situation in a number and the nuclear experts in europe between controllers, employers are likely to be with us for a while of countries has and second to alert all the crisis and governments in europe in europe. “In many countries meant that ANSPs cell members to say that we were is a hot potato in a number of unprecedented weather extremes putting in place the mechanism european areas,” says Mr Flynn. were observed during the last have had to make for dealing with this if it became “the economic situation in a decade, while at the same time Frankfurt AirportFrankfurt serious cutbacks” a crisis.” number of countries has meant global mean temperature is
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According to Amendment 1 to ICAO Doc. Saving Investment Costs Requirements (ESARR) on the advanced 4444 the format of flight plans will be AIDA-FPL automatically transforms flight Software Assurance Level 3. The relation changed and this change will be effective as plans from the new flight plan format between the two systems further allows of 15th November 2012. As a consequence, into the present format according to the AIDA-NG customers to receive AIDA-FPL this induces changes to all ATC systems that ICAO-recommended conversion tables. as a simple software upgrade. Due to its “The good news is that rising steeply,” says Stefan says Mr Flynn. “that’s a very big industrial unrest of October process and use flight plans. The transition For symmetry reasons the converter also outstanding interoperability features, rahmstorf of the Potsdam Institute role for the Network Manager. 2011 with much less disruption process to the new format, however, can performs the reverse transformation from however, AIDA-FPL can also be integrated crisis management is for Climate Impact research. recovery from crisis is a major than in the past, with airlines create temporary compatibility problems the present to the new format. The converter into any existing ATM environment as a now working much the researchers in Potsdam have part of our work. If the system is agreeing to long re-routing of and also calls for large investment costs. thus facilitates the full interoperability stand-alone gateway appliance. According to recent polls, by far not all between systems, supporting the new better than before and quantified how many additional just turned back on again without flights to take them away from weather records are caused by any prior coordination then you the congested areas. Flights from organisations worldwide have made specific format with those systems not having COMSOFT’s awareness of the high safety the Network Manager’s climate change. they say we are would have major disruption for London/heathrow to the Gulf plans to have their systems shaped up by performed the transition yet. As an relevance when converting and processing role in this process is currently in a period of global a significant period of time. We States were re-routed way over the target date. Even if many central FDPS enhanced feature AIDA-FPL ingeniously flight plans prompted them to develop extremes; without climatic need to manage the recovery eastern turkey to allow traffic systems will be modified until the deadline, manages the DOF (date of flight) procedure the flight plan converter AIDA-FPL as being recognised warming, natural fluctuations quickly. We have, in general, a going down to egyptian and it is likely that some subordinate systems on behalf of all legacy systems that are a specialised gateway based on their by other aviation would also lead to new records, significant event every three Syrian destinations to go through will fail to meet the date for lack of either not fully capable of this new feature. aeronautical messaging gateway AIDA-NG. partners” but with the high temperatures the months and medium-sized events central turkey. time or budget. In this respect, AIDA-FPL gives ANSPs This popular product has already proven its records will multiply. on a monthly basis.” “there’s been a much better more flexibility in adopting the new flight compliance with the strict EUROCONTROL the Network Operations Centre buy-in from the airlines,” says AIDA-FPL Solves The Issue plan format, which in turn helps to avoid Safety Regulatory Requirements (ESARR) on normally has to cope with three or Recognised Mr Flynn, “because they see Germany-based surveillance and investments in existing flight plan-related the advanced Software Assurance Level 3. four days during the winter where the good news is that crisis that the system is transparent communication expert COMSOFT has, at an ATC automation systems. airports suffer severe disruptions management is now working and open. When they see that early stage, identified the necessity for a The relation between the two products and during the winter of 2010 much better than before and the Network Manager is not a powerful flight plan converter that not only Safety First further allows AIDA-NG customers to receive the snow storms led to many the Network Manager’s role in representative of any particular provides a quick solution for the impending The conversion and processing of flight AIDA-FPL as a simple software upgrade. unexpected airport closures. this process is being recognised ANSP but is there to help the transition, but embodies a comfortable plans is highly safety-relevant. Therefore, Thanks to its outstanding interoperability “In terms of the process of by other aviation partners. airlines as much as possible, that solution to allow the coexistence of both COMSOFT developed the flight plan features AIDA-FPL can be integrated into any cancelling flight plans and having eUrOCONtrOL Network makes a real difference.t hey formats. The result is COMSOFT’s flight converter AIDA-FPL as specialised gateway existing ATM environment as a stand-alone a real picture of overall demand, Managers were able to handle now see us increasingly as an plan gateway AIDA-FPL, applying elaborate based on their proven aeronautical gateway solution. there’s still a lot to be done there,” the Greek air traffic control independent facilitator.” algorithms for the automatic and accurate messaging gateway AIDA-NG. AIDA-NG has conversion with next to no manual already evidenced its compliance with the configuration effort. strict EUROCONTROL Safety Regulatory
COMSOFT is making the link
the success of the crisis cell Our product portfolio includes: COMSOFT AIDA - Flight Plan Converter Solution The European Aviation Crisis Coordination Cell was convened in May 2011 following the eruption of Iceland’s Grimsvötn volcano. AFTN/CIDIN/AMHS Systems Participants included States, the European Commission, EUROCONTROL, the European Aviation Safety Agency (EASA), air navigation Conformance to ICAO Doc. 4444 15th edition service providers, airlines and airport associations, all involved in the information-sharing process. Aeronautical Information Management including Amendment 1 Surveillance Communication The main roles of the cell are: Converts flight plans from present to new format n To react immediately Surveillance Display & Processing and vice versa without loss of information n To immediately call the right experts Integrated Radar/Voice Recording Date of flight (DOF) retention mechanism n To provide political bodies rapidly with new European-wide options ATM Systems & Safety Nets Addressee-dependent conversion The result of the cell’s work was that the 2011 volcanic eruptions were managed far more swiftly and decisively than the April 2010 OL ASTERIX Tools & Systems Single and redundant deployment supported events, according to most experts. “When we had the mini eruption in 2011 we had already introduced new tools to enable everybody to share the information visually ARTAS Installations & Services tr OCON on the potential areas of contamination and the airspace closures,” says Brian Flynn, Head of Operations in the Network Operations Centre. ADS-B & Multilateration “We had airlines working here with us and they now come here to physically work with us in the event of any significant disruption.” ATC Global - 06-08 March 2012 - RAI Amsterdam - Stand H216 Boeing, e U r Boeing,
COMSOFT GmbH – Wachhausstr. 5a – 76227 Karlsruhe – Germany – www.comsoft.aero – [email protected] Spring 2012 | www.eurocontrol.int www.eurocontrol.int
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FOCUS
working together more efficiently limited runway expansion, the only “Our message has changed. and transparently in the way they way they can achieve sustainable We used to refer to A-CDM as a AiRPORT COLLABORATiON PAyS share data. The A-CDM project growth is to make optimum use concept, but now it is recognised aims to improve the overall of their existing infrastructure by as an efficient way to operate efficiency of operations at the implementing A-CDM. an airport. Our focus has shifted airport, with a particular focus A-CDM is one of several airport from convincing airports to adopt on the aircraft turn-round and programmes that collectively A-CDM to stressing the benefits to pre-departure sequence. aim to increase safety, capacity the network as a whole. A network One of the main outputs of and efficiency. EUROCONTROL is a collection of nodes and the the A-CDM process is to obtain also supports Airport Surface better information we have more accurate Target Take Off Management and Airport Safety from each node feeding into the Times (TTOT) that can be used network, the better the network to improve en-route and sector operates and flows.” planning of the European air traffic Ms Flynn predicts A-CDM management (ATM) network. This implementation will reach huge is achieved by sending a full set of double figures by the end of departure planning information 2012. Airports including Rome messages (DPis) to the Network Fumicino/italy and Lyon/France Operations Centre. are close behind Heathrow and The advantages for the Amsterdam in completing the DiviDENDS network start to increase necessary milestones. Meanwhile, ince implementing seasonal weather challenges December 2010 and London/ exponentially as more and more Kiev/Borispol says it will complete Achieving more SEUROCONTROL Airport at the Paris hub. A five-year Heathrow and Amsterdam/ airports implement A-CDM. the process ahead of the kick-off predictable and Collaborative Decision Making programme led by DSNA and Schiphol are on track to join the EUROCONTROL Head of Airports for EURO 2012 in June 2012 (A-CDM) procedures Paris/Charles including Air France, Aéroports club in the first quarter of 2012. Paul Wilson says: “The concept of despite beginning the process reliable aircraft de Gaulle reports savings of de Paris, Metro France, ground Once Europe’s major airports airport operations is changing. only two years ago. Spain has operations on the 14.5 tonnes of fuel per day and handling agents and airlines has introduce more predictable and Airports are moving from AirportFrankfurt revived its programme and Madrid ground delivers adherence to slot departure times brought about a reduction of 7% consistent departure times, traffic silo-based entities to working (ASMAS) and Airside Capacity and Palma Mallorca both signed a for more than 90% of flights, in average taxi times during a flow over the whole region stands cooperatively, and introducing Enhancement (ACE) to introduce Memorandum of Understanding direct benefits to marking a 10% improvement on typical day at the airport. to benefit. This is the objective of more process into their operational improvements at (MoU) in 2011 that commits performance of the previous performance. Prior to Paris was the third airport the A-CDM programme launched operations. An airport operations individual airports. The next stakeholders to accelerate the achieving A-CDM status, French after Munich (in 2007) and by EUROCONTROL a decade ago. centre is like a CDM server, challenge is to integrate airports activity. Ms Flynn lists more than whole network, writes service provider the Directorate Brussels (in 2010) to complete A-CDM is about partners opening up the opportunity for fully into the network planning 30 airports that are well advanced Jenny Beechener of Air Navigation Services (DSNA) full implementation of A-CDM. including airports, airlines, ground more efficient operations.” process. Geraldine Flynn is A-CDM down the road towards A-CDM experienced rising delays and Frankfurt became the fourth in handlers and air traffic control, For many airports faced with implementation Manager: implementation.
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“Controllers can control participate in the exchange fuel savings worth US$10-15 the enhanced data exchange of messages. A simulation million a year as a result of its between airport partners, and the the traffic peaks and carried out by EUROCONTROL improved departure sequencing airport authority is experiencing they experience lower Experimental Centre in Brétigny programme, and several US fewer stand and gate conflicts. stress and greater job estimated that once 42 connected airlines are looking to introduce The Airport Slot Coordinator airports filed regular departure CDM at their domestic hubs. reports that the adherence to the satisfaction” messages, the efficiency savings Airports in Asia and the Middle scheduled times is improving and would lead to a 10% improvement East are also investigating the the amount of departing flights in environmental performance concept as they realise in without an airport slot is less than over current metrics. At least 16 addition to operational 1% and still decreasing. airports were required to see a efficiencies, there is a collective There is also a safety benefit. marked network benefit. “Airports benefit for en-route sectors. Belgocontrol reports fewer recognise they are part of the potential conflicts as a result of jigsaw,” says Paul Wilson, Head Fuel savings less traffic on the manoeuvring of Air Traffic Management Unit. Brussels Airport has reduced areas and lower controller “Their role is changing and they taxi-out time by a quarter, workload. The traffic moving realise they have a part to play.” and cut taxi-in time 15% towards the runway is more in 2010, ACi EUROPE signed since it introduced A-CDM in regulated as a result of the a collaboration agreement with a programme that involved pre-departure sequencing CANSO to accelerate A-CDM Belgocontrol, the airport and resulting start-up process. implementation. The initiative operator, airlines and ground “Controllers can control the traffic missed its target of 10 airports by handling agents. peaks and they experience lower Frankfurt AirportFrankfurt the end of 2010, but nevertheless Fuel savings for the airlines stress and greater job satisfaction,” “They have started with Berlin are working towards being two minutes per departure.” signals a change in outlook. amount to 7,200 tons a year, says Mr Matthys. “The radars of the information sharing and connected to the network in 2012. The most important elements “Airports are under increasing while reducing carbon emissions new en-route centre trigger more exchanging data about the turn- EUROCONTROL has to validate when it comes to connection to pressure from the airlines to by 22,700 tons and nitrogen accurate First System Activation round process. At a local level, the readiness of an airport before the network are the Target Off deliver a more responsive service. oxide by 30 tons. But the savings messages towards the Network airports may have implemented messages can be exchanged with Block Time and Start-up Approval They need a strategic planning are not just felt by the airlines. Manager. The increased accuracy all or most of parts of A-CDM, the Network Manager. “Airports Time. This information is used by process so they need collaborative Belgocontrol Senior ATC Expert of this data, combined with information sharing, the milestone may consider they are ready, but the Network Manager to estimate decision-making and surface Marc Matthys explains: “Airport CDM-operations, resulted in an approach, variable taxi times, and they may not have implemented the Calculated Take Off Time management systems,” says operations have become more increased slot tolerance window adverse conditions. We want to all the steps. We need to ensure (CTOT). Currently, CTOT can be as Mr Wilson. predictable and reliable. For adherence of more than 94% help and support those airports they are really ready,” adds Ms much as 20 minutes adrift from The change is evident outside example, there is a significant in the third quarter of 2011 (an to move to the last step and Flynn. This includes compliance the Actual Take Off Time (ATOT), Europe, where airports are starting increase in adherence to air improvement of nearly 15%)”. begin to exchange DPi [departure with the physical specifications and inevitably attracts generous to see what has been achieved traffic flow slots, and the Network Unusually, it was Belgocontrol planning information] and flight for automatic message exchange time allowances. by the pioneer airports. The FAA Manager’s view of the Target rather than the airport authority update messages (FUM) with between the airport and the adopted the European A-CDM Take-Off Time has improved that led the A-CDM project at Network Operations. That is our Network Manager and completion Push-back time Manual in 2008, and several considerably, especially in Brussels. The outcome shows goal.” At the present time around of all the milestones. At an A-CDM airport however, US airports have embarked on adverse conditions.” Handling that it is not so much the project 70 airports are in various stages of in addition to the A-CDM the CTOT will take account of A-CDM programmes of their agents are able to plan their leader but collaboration between the implementation process – the Manual lodged on the push-back time, taxi-out time and own. New york/JFK achieved ground operations due to partners that determines the numbers that will reach the stage EUROCONTROL website, the weather to bring the CTOT much success of A-CDM. “The most of DPi message exchange will implementation team offers closer to the ATOT. “An analogy is challenging part of A-CDM is to jump significantly over the next on-site training, e-learning and that without A-CDM the Network reduce the impact of the human couple of years. educational visits. “Recently, we Operations Centre is trying to factor. This means that everybody Other airports that signed ran a quick simulation for Palma/ build the connections between at an airport must be aware of MoUs in 2011 include Manchester, Mallorca to demonstrate A-CDM the airports in a darkened room. their impact and contribution to Budapest, Stockholm, istanbul/ benefits during the airport’s By switching on the lights and airport operations and specifically Atatürk, Rome Fumincino, Kiev peak season. Palma is not a seeing what is actually happening A-CDM. Awareness and training and Lyon. in addition, several huge airport, but a conservative at each airport, the process are key topics,” says Mr Matthys. airports have begun the process estimate revealed that 30 seconds’ becomes a whole lot easier,” “CDM is simply how an airport to connect to the Network taxi time could be saved on every explains Ms Flynn. should be working because Manager. Other airports including departure even at the busiest time There is a danger however it transits airport operations London/Heathrow, Prague, of the year. it is reasonable to say that benefits remain at airport from the analogue into the
Amsterdam, Helsinki, Geneva and larger airports can save at least level unless a sufficient number Airport Marseilles Provence digital era.”
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routes. europe’s largest Functional free route corridor linking portugal Airspace Block – europe Central and Ireland (which also began in (FABeC) introduced a night route 2009) for flights travelling between network at the end of 2010 the Uk and South west europe. that added 115 new routes and “Free route is moving so fast now shortened flight distance by because the AnSps want to be 1.5km per year across the airspace. seen as moving and bringing Its success has encouraged more benefits to the airlines,” says Mr AnSps to follow suit. Bucuroiu. “It takes advantage of he main challenge facing Some of europe’s densest modern flight data processing Trazvan Bucuroiu, Head of airspace is controlled by the systems, medium-term conflict Operations planning for the Maastricht Upper Area Control detection, electronic flight network Management Directorate, Centre. “If Maastricht can do free strips and fantastic functionality is how to achieve a series of route in a complex environment, available to the controller.” FOCUS performance targets set by the then anyone can do it,” says Mr This is welcome progress, in european Commission for 2014. Bucuroiu. Maastricht added 142 particular where FABs apply the while the targets apply to all direct night-time connections in concept across national borders. ATM neTwOrk perFOrMAnCe: AnSps, it is up to the network 2011 that are available for upper However, it is only a part of the Manager, in cooperation with airspace users to flight-plan network Manager’s activity to all the operational stakeholders, in addition to the fixed route improve airspace operations. to deliver network-wide network. Up to 250 aircraft can According to the current improvements that will meet the benefit each night, saving an performance needs, average must do better Commission’s objectives. Among estimated 3,700 tonnes of fuel route extension needs to fall by these, the average delay per flight and reducing miles flown 0.15 percentage points each The Agency, as the network Manager, has some tough is required to fall from just over 1 by 1.16 million km a year. year, and capacity to rise by 25%, delay-reduction and flight-efficiency performance targets minute down to 0.5 minutes over Maastricht extended the between 2009 and 2014. Free the next three years. Average route programme to weekends in route airspace has already helped to hit by 2014, reports Jenny Beechener. How is it doing? extension, which is the difference December 2011, provided there to bring average route extension between the route flown and the is no military activity. down from 3.52% in 2008 to 3.13% shortest great circle route, is due to Maastricht neighbour, karlsruhe in 2011 and eUrOCOnTrOL is fall from over 3% in 2011 to 2.9% area control centre in Germany, optimistic it will achieve the 2.9% by 2014. This is due to happen has already made available free forecast for 2014, or even better. while traffic is forecast to grow by routes on a 24 hour basis and the The network is a complex 13% over the same period. “The two centres plan to introduce structure that is made up of three operational performance targets cross-border routes from early main components. At the centre are now a requirement,” says Mr 2012. Among other projects on are the area control facilities, Bucuroiu. “The most important are the drawing board for 2012/2013, approach control and individual those we have for capacity and for prague, Tampere, Bucharest, airports. The users of the network, environment/flight efficiency.” Belgrade, and Zagreb expect to for example aircraft operators Mr Bucuroiu says accelerated implement free routes, followed and military users, influence the introduction of free route airspace by almost all the other european performance of the network. The is already having an impact. AnSps by 2014/2015. third component is the network “Airlines can take shorter routes Sweden launched its free Manager, who is instrumental in and carry less fuel onboard.” He route airspace programme in delivering the procedures and says in many cases controllers 2009, shortening routes by 1-2% programmes from a network already provide direct routes. “If compared to the fixed route perspective to contribute to the flights are planned this way, network, and began sharing overall performance. “In terms they are closer to the tactical cross border free routes with of airspace structure, we have directions given today.” However, Denmark at the end of 2011. a long-term vision of how the the tactical clearances are not portugal has allowed airlines to airspace should look in about always reflected in the fixed choose the point of entry and 10 years’ time. This is called the route network. Offering aircraft exit depending upon prevailing advanced airspace scheme,” operators these routes at the winds on a 24 hour basis since explains Mr Bucuroiu. “It is flight-plan stage enables more 2009. when Madrid implements supported by a concept and airlines to take advantage of direct its programme it could open up a by an airspace structure.
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The information is collated to programmes, are simulated in produce the network operations real-time by the eUrOCOnTrOL plan (nOp), a document that experimental Centre at Brétigny. provides an outlook of expected eUrOCOnTrOL publishes network performance for the next the improvements to the route three to five years. Updated at network in the ATS route network the start of each year, the nOp is (Arn) plan. The plan proposes 470 used by AnSps, airlines, airports packages between 2011 and 2014, and eUrOCOnTrOL to balance including more than 1,500 route airspace demand and supply. All changes and 40 re-sectorisation the information is then stored projects. Once implemented, the on the nOp web portal. All the changes are estimated to reduce operational stakeholders have flying distances by approximately access to the same data and 12 million nautical miles, saving functionalities on the nOp portal. 72,000 tons of fuel and 240,000 In addition, all the operational tons of emissions. A third of stakeholders have access to the these proposals were introduced Demand Data repository (DDr). in 2011, and a further 100 are The DDr includes traffic forecasts planned in 2012. covering short-, medium- and The Arn projects are concerned long-term scenarios provided by with flight efficiency and include eUrOCOnTrOL STATFOr. These a number of FAB initiatives. are compared with capacity each one is detailed along with requirements for each AnSp, each potential savings in distance, time, area control centre and each fuel and emissions. examples from airport. Alongside the forecasts, 2011 include the introduction the nOp details additional of free route airspace for all capacity coming onstream at ATC Swedish upper airspace, a new facilities in the next two to three route network between Lisbon years. Sector changes, such as and Madrid, Italian airspace everything we are doing in the Turkey’s merger of en-route area reorganisation for padova to solve short- to medium-term planning centres, Germany’s reorganisation occasional capacity shortfalls, horizon is constantly checked of karlsruhe airspace and a 30-40% and the rome terminal area to and benchmarked against this capacity growth requirement by improve traffic flow. new routes long-term vision to see if we are warsaw, all feature in the analysis. introduced across Italy under converging towards this vision.” the FAB Blue Med initiative The process starts with a Variable factors also contributed to improved capacity planning process that The nOp also tracks variable connections between city pairs in identifies the network capacity factors, such as airline selection south east europe. targets, forecasts traffic demand of the shortest and cheapest The plan targets many more and the capacity that individual routes, which can alter traffic flow proposals for the next two ATS units are likely to deliver. by 10%. In some regions, such years, including improved use “This is a tried and tested process as the South east Axis, capacity of civil/military airspace and that enables us to see how much problems can influence route introduction of area navigation traffic increase is expected in availability irrespective of cost (rnAV) routes to support wider each unit and what is needed and route length. eUrOCOnTrOL use of advanced navigation to achieve the network target,” relies on fast-time modelling to capabilities. Continuous Descent says Mr Bucuroiu. “we have the assess the impact of these factors Approaches (CDAs), improved traffic forecast, the requirement, on the traffic, and uses capacity arrival/departure routes and the local planning and then what planning tools – available to all optimised departure profiles are the network does.” For example, nOp stakeholders – to calculate among proposals up to 2015. planning for the Uk Olympics the impact at sector level. Major eUrOCOnTrOL brings a network started 18 months ahead of airspace redesign projects, such perspective to these initiatives, the event. as those associated with FAB to focus on the efficiency and
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capacity targets of the system we interview controllers and assess introduction of free routes in low as a whole. Balancing the needs their work load. The simulator may level traffic conditions. of individual States at national look the same, but what happens Meanwhile, an earlier simulation level and ensuring they fit into the behind it is very different.” at Brétigny resulted in approval airspace action plan is the real test A typical simulation takes about for the introduction of additional for the network Manager. 12 months from the beginning routes and airspace redesign in The bottom line: at the moment of the project until the results are the busy corridor between the at least, eUrOCOnTrOL is on track made available. In the most recent Uk, France and Belgium from to meet its targets. exercise, a real-time simulation of 2013. Several small simulations the Danube FAB between Bulgaria were followed by a two-week Super simulators and romania was carried out to exercise in April 2011 to assess the The eUrOCOnTrOL experimental assess the benefits of proposed impact of new eastbound routes, Centre at Brétigny is responsible airspace changes. Several months redesigned military airspace and “The operational for validating the network of planning preceded a four-week reshaped sectors over the Dover performance targets improvements proposed by simulation in november 2011 to region. The simulation showed are now a requirement” the network Manager and is test several scenarios including improved traffic flow while taking the site of the largest airspace new route structures such as account of military requirements Razvan Bucuroiu simulator in europe. Simulations free routes, and different sector for this congested area. Manager philippe Debels says: options such as cross border “europe is looking for solutions “Brétigny is unique in terms of sectors. More than 50 controllers for problems today and in the experience, functionality and size. (civil and military) and 30 pseudo future,” says Mr Debels. “we can Several countries have simulators, pilots created a FAB resembling simulate what will happen in the but they tend to be mainly for the 2015 environment to test a future operational environment, to training purposes. The tools total of nine scenarios. A large see whether or not to go ahead. you need to assess a concept volume of data was collected by That is where we come in.” He says are much more advanced and means of system recordings, an both qualitative and quantative much more analytical. we take a automatic safety monitoring tool, data is needed to make a credible lot of measurements. we record questionnaires, interviews and assessment. “we will assess the the communications and how dedicated observers. The project data and give recommendations. long controllers take to respond, looked at the introduction of First you have to produce reliable how often they issue certain 80 new routes, new procedures data. Then you have to transform instructions, how the aircraft are spanning the single airspace, this data into knowledge and separated and how the safety replacement of temporary recommendations. This is the alerts are handled. segregated areas and the challenge.” Mr Debels says interest in Brétigny’s simulation capability in support of network operations continues to grow. In the next two years the centre is already committed to simulate new airspace options for FABeC, poland, Turkey, norway and France, and to assess the impact for different users. Other projects include the implementation of pointe Merge currently under review by Brétigny’s SeSAr team. “The advantage we have at Brétigny is the ability to simulate all the possible systems in europe. each AnSp has a different system and we can mimic every one. we can anticipate the future air traffic management environment.”
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FOCUS Under StArter’S OrderS
Predicting the volume and type of traffic that will flood into London for the 2012 Olympic Games is the challenge jointly facing nAtS UK and the european network Manager, writes Jenny Beechener Airbus
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“We truly do not know the their maximum capacity and to be to the UK, we have also the experiences fewer peaks than London City airport traffic demand,” says Brendan full of Olympic travellers,” says Mr european football championships football championships and tends is just across the river Thames from Kelly, nAtS Head of Operations Kelly. “these airports are already in Poland and the Ukraine. It is to spread out more evenly across the Olympic Village Policy. “But while we might not congested so cannot take much a similar process, except that the whole event with a surge at fully know until nearer the time, additional traffic, but carriers can you have to adapt the process the beginning and the end. we think we have the means to operate larger planes and increase to the event.” Mr Bucuroiu’s In addition to introducing slot manage the demand.” nAtS began load factors.” team carries out fast-time planning at second and third planning for the 2012 Olympics the event draws about simulation of the forecast traffic. tier airports in the south east, as soon as it was announced 3 million spectators to the capital, the Agency models different the UK government completed and eUrOCOntrOL joined the travelling by road, rail and air. But airspace scenarios to assess the the approval of a temporary process two years ago. “What previous events in Sydney and impact of any new procedures: expansion of controlled airspace does concern us is not the stable Beijing offer few clues as to the “there are minor airspace for the period of the Olympic picture, but what happens when traffic profile likely to descend on changes like sector opening Games, in november 2011. we lose runways or experience bad London in 2012. the Vancouver times, sector configurations and this enables airports such as weather. We are trying to get airline Winter Games in 2010 is perhaps traffic management measures Farnborough, Biggin Hill, Lydd and Mr Bucuroiu’s team is already Among measures to date, operators and airport authorities the most useful in terms of the like routings and flight level Cranfield to be accessed without looking at the alternatives. the dft decided Category C/d to work on those scenarios,” mix of intercontinental and allocations that we have already interfering with the flight paths By assessing demand within flights for Heads of State are explains Mr Kelly. business flights attending the modeled.” the simulations involve serving the London terminal individual sectors during specific not eligible for priority status. A study carried out by event. Atkins identified about nAtS, neighbouring air navigation manoeuvring area (tMA). Flights time periods, eUrOCOntrOL can they will conform to normal consultants Atkins for nAtS 40 airports in south east england service providers (AnSPs) and stay inside controlled airspace but predict when traffic demand will scheduling procedures and will predicts an additional 3,000 that can handle the expected military airspace. “We work with may have to descend earlier to be high. the model shows this require airfield slots like other business aviation flights are traffic, and these are now subject all authorities so they can adapt reach their service provider at a as red and black periods during business flights. expected during the Olympic and to scheduling and slot planning their operations over that period. particular airfield. “the whole idea the day when there needs to be Meanwhile, careful planning Paralympic period, over and above to realise the maximum available We have done this in the past is to protect business as usual,” some fine tuning. In some cases, by the Home Office has restricted the usual 7,000-8,000 that would capacity. to secure an airport when there is a big event,” says Mr Kelly. nAtS is creating adding more sectors, or changing the areas of prohibited airspace “What does concern normally be flying.t he study also slot, business aviation operators says Mr Bucuroiu. the airspace extra sectors at Swanwick en route the opening times can alleviate for security purposes to routes forecasts up to 250 class C/d flights are being used to submit their presents the biggest challenge centre along with appropriate the congestion. In other cases, outside the core London airports. us is not the stable reserved for Heads of State, and applications as soon as possible. as airport demand can be staffing levels. “We are doing a lot spreading traffic out more evenly Security activity will impact on picture, but what an increase in tourist travellers in eUrOCOntrOL’s Head of regulated in advance. of roster planning just now, but can relieve choke points and general aviation and helicopter happens when we lose place of business passengers. “We Airspace Planning razvan Mr Bucuroiu says Olympic we are confident we have the reduce controller work load. traffic, but as long as there is no expect the core London airports Bucuroiu says the process preparations are well in hand. people available,” adds Mr Kelly. the analysis includes individual security incident, London tMA runways or experience of Heathrow, Gatwick, Stansted is everyday business for the Based on past events in Athens Airlines and airport authorities flights and time slots of less operations remain unaffected. bad weather” and London City to operate to network Manager. “In addition and Barcelona, the traffic are participating in discussion than 20 minutes. “We can show nAtS is keen to emphasise groups and workshops to further which flights are causing the the special security restrictions, understand process, and a saturation in a certain sector,” says additional slot scheduling specially convened scheduling Mr Bucuroiu. “If other sectors are imposed on London airports, committee is managing the less busy, eUrOCOntrOL can and the temporary airspace slot schedules at the 40 airports propose rerouting these flights extension remain in place only serving the Games. “We know the through these sectors.” for the duration of the main maximum capacity. As we get Olympic Games, and not during nearer the date, the scheduling Belt and braces the Paralympics when the traffic committee can move the capacity this belt and braces approach is profile is significantly different. around to those that actually end fully justified. When South Africa the early signs are that the up getting the business,” says Mr experienced congestion on Olympic preparations are going Kelly. “We are trying to help the popular match days during the to plan. With airports, airlines airlines and airports understand 2011 Football World Cup, many and adjacent AnSPs all involved what the risks are. What happens fans failed to reach their matches in the process, the risks and if there are thunderstorms? What on time. eUrOCOntrOL and nAtS challenges are under review well happens if there is summer fog? believe a part of their role is to spell ahead of the event. Mr Bucuroiu What happens if Heathrow loses out the risks to the people that is keen to see this ‘network a runway for half a day? today, own them. the UK government attitude’ at play, and believes there are plenty of places near engaged at an early stage and the there is growing understanding at hand to divert to. during the department for transport (dft) has of how the network helps Olympic period, it is going to be a been involved in mitigating the mitigate the impact of such completely different scenario.” risks from the outset. events.
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Member of SESAR JU
Member of SESAR JU Member of FABEC 4-FLIGHT, the future innovating French ATM system On October 28 2011, DSNA, the French Air Navigation Service Provider, awarded Thales the Framework Agreement for the 4-FLIGHT programme.
Simulation on the control sector Y of ACC South-East FOCUS Learning tO
The 4-FLIGHT programme is based on the COFLIGHT Flight Data Processing system, a new human-machine interface the netWOrk Manager in an electronic and stripless environment, love and new controller help tools.
For many airlines and airports the job of the network Manager A system fully interoperable with other European ANSP ATM systems that meets SESAR requirements. seems to be to impose delays and restrictions. in reality, the reverse is true, writes Jenny Beechener New functionalities: direct manipulation of graphical objects, executive/planning controller shared agenda, tactical conflict detection… 4-FLIGHT will support the Free route and the “Flexible use of airspace” concepts in particular for efficient operations. ometimes small changes slowing up traffic on the apron. to eUrOCOntrOL’s operational Controllers and Technicians involved in the development process in order to guarantee a better acceptance Scan have big effects. When Since the visit, the airport has activities in 2011. this more of new tools and new working methods. a team from eUrOCOntrOL’s installed a closed-circuit camera proactive approach is evident network Operations Centre flew feed and the controllers no longer in particular in the network down to Palma/Majorca to better have a blind spot area to contend Operations Centre, the nerve A calendar of deployment compliant with SESAR deployment phase by 2020. understand capacity challenges with. the result? increased airport centre that coordinates safe From 2015, the step one of the 4-FLIGHT programme will be implemented in 2 ACCs (Reims and Aix-en-Provence). at the airport they found tower capacity and improved traffic routes for more than 30,000 flights controllers were unable to see flows in a very busy part of the across europe every day. head of For DSNA, this new generation ATM system will allow to respond to the all of the apron area. there was overall network. Operations Brian Flynn is focused increasing volume of air traffic scheduled in next years. a particular blind spot at a point the head of eUrOCOntrOL’s on performance targets set by where aircraft were pushing back network Management Directorate the european Commission for from the terminal and this was has brought a fresh approach the period 2012-2014. DSNA is the French Air Navigation Service Provider within DGAC and Ministry in charge of Transports. DSNA is member of SESAR and member of FABEC (Belgium, France, Germany, Luxemburg, Netherlands, Switzerland) Key Data: 5 ACCs & 81 Control Towers in mainland France and Corsica & 3 overseas regional structures / Staff: 7,900 / 2,9 million IFR Flights in 2011. Thales is a global technology leader for the Defence & Security and the Aerospace & Transport markets. Key Data: Employees: 68,000 in 50 countries / Revenues in 2010: €13.1 billion / www.thalesgroup.com Spring 2012 | www.eurocontrol.int
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“The Network Manager has already started to work closer with individual ANSPs”
basis. the network Manager the centres of London, rheims managed to keep average delays and Maastricht applied tactical below 70-80 minutes per fl ight measures, such as minor ground despite the capacity reduction delays, fl ight level capping and where greek airspace usually minor rerouting, to 11 airlines handles up to 2,000 fl ights a day. participating in the trial, to reduce “there is huge fi nancial impact for traffi c complexity and smooth the airlines [of reduced capacity],” traffi c fl ow in response to traffi c says Mr Fergus. hotpots. StaM allows the area the network Manager tries centre to work out the best wherever possible to avoid solution in collaboration with the imposing costly fl ow regulations network Operations room in a such as route extensions or tactical environment. level caps on the airlines. the eUrOCOntrOL continues pre-tactical management cell to increase data exchange and assesses traffi c a day or two in communication links with both advance to review factors such anSPs and airlines to support as weather, sector confi gurations, these tactical decisions. the airline staffi ng levels and any particular operator liaison offi cer (aOLO) – a circumstances from the previous relatively new post within the week. this information is used network Management Directorate to discuss with the anSPs to see – is in regular telephone contact what, if any, regulations need with the airlines. the aOLO is also Birmingham international airport to be applied in advance. the engaged in weather analysis “there is a new principle between airspace users, anSPs in advance, but actually getting When industrial action in greece network Operations Centre and plays a growing role in underlying what we do. in any and eUrOCOntrOL. Optimising involved in solving the problem. cut airspace capacity in October, remains in close contact with the the tactical FMP. “We need to action we take, our role is to individual performance may well “We are all controllers, so we eUrOCOntrOL’s network fl ow management position (FMP) know more about the costs optimise the use of the network. go against the overall network know exactly what the problems Operations Centre responded of each anSP to achieve the best to the airlines about some of in three years, the target for performance concept.” are. We can take a balanced view by rerouting traffi c via adjacent outcome. “it is evident that pre- the reroutes and level caps we average en-route delay per fl ight the network Manager has of where the problem is, liaise airspace. “We had to reroute a tactical is coming closer to tactical impose,” says Mr Fergus. “We sent will have to be 0.5 minutes and already started to work closer with with surrounding atC [air traffi c tremendous amount of traffi c via operations,” says Mr Fergus. “anSPs an aOLO on an airline visit and we are a long way from that at individual anSPs. eUrOCOntrOL control] centres, and look for turkey and we worked with them try to mitigate delays as much as learnt that some of the level caps the moment. each air navigation network Management Operations alternatives.” very closely regarding just how possible and are reluctant to apply can result in 300-500kg extra fuel service provider (anSP) has its Manager David Fergus says: “Our “You can’t go in with big boots,” much traffi c the sectors could regulations in advance.” burn. own target but the network aim is to try and target the areas explains Mr Fergus. “You have to accept. We used dynamic fi ne- a trial in november 2011 took if you multiply that over 12 Manager will put all of those where we know we can expect be sensitive. But sometimes a fresh tuning to minimise the impact this a stage further when three legs in the day, it works out together and seek further problems on the day.” this means pair of eyes can fi nd a solution.” for traffi c at the periphery of the centres took measures to balance to be quite a lot of fuel. But performance improvements not just relying on the unit’s pre- the network Manager’s airspace.” eUrOCOntrOL also traffi c between sectors as part compared with two hours’ delay at local and network. that tactical planning cell to identify proactive role proved successful negotiated access to adjacent of the SeSar short-term atFCM on the original route, the airline is will change the relationship likely bottlenecks a day or two on several occasions in 2011. military airspace on a temporary measures (StaM) validation trial. prepared to take the hit.”
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Mr Flynn believes some Mr Fergus. “there is a 15 minute the network Manager is airlines and anSPs still have to window that gives them the tackling this by working more be convinced of the validity of fl exibility to get off the ground, closely with stakeholders to this approach and buy into it. but we still see aircraft taking understand the causes of delay. “On certain days, it might mean off too early, or leaving too late. eUrOCOntrOL began working we penalise certain airlines and adherence to the slot time means with Cyprus in mid-2011 to help certain fl ights for the overall you should have very little holding manage the surge in holiday traffi c benefi t of the network. that time before you land.” on its way to and from egypt on is an argument that has to be an impressive 90% of fl ight Sundays and Wednesdays. By the debated at the highest political plans fi led by the airlines are end of the year, delays had fallen level down to the operational accepted without change by from an average 60-90 minutes to 20-30 minutes. among the changes introduced, the Cyprus Department of Civil aviation agreed to strengthen the fl ow management position and increase the number of sectors by half as much again. adjacent centres such as Ben gurion introduced minimum departure intervals to reduce traffi c complexity at peak times. Meanwhile, the network Manager began working with natS Uk in mid-2011 to plan ahead for the 2012 Olympics. the discussions include the volume and type of traffi c expected, which aerodromes will be used, and how this traffi c will be managed. the network Operations Centre database can be tailored for a level on a day-to-day basis. the the two dedicated initial Flight myriad diff erent uses. it includes eU implementing rules have set Plan Units (iFPU) of the network all the sectors, the capacities and up the framework for that, but the Manager, located in Paris and the user groups for whole of the process will take a couple of years Brussels, several hours ahead of network. On top of that, it has before we can get people to buy departure. the iFPU redistributes the facility within the database into it.” the fl ight plan message so that to block pieces of airspace for But airline and atC cooperation airport operators, airports, air certain military exercises or for is essential, as a user found traffi c control and the network one-off events. to its cost last year. Severe Manager itself all work with the network Operations weather warnings in the south the same data. it is a fantastic Centre is also in regular contact of France were followed by concept that works very well,” with its neighbours. a daily fl ow regulations and temporary says Mr Fergus. internet conference with the closure of Cannes due to fl ooding. During the summer of 2011 Faa Command Centre provides Despite suspending a fl ight plan an electronic helpdesk was a brief on the next day’s activity “The Network fi led from romania, network introduced using the network as well as weather data and any Manager has mounted Operations Centre had to cope Operations Portal, and on one of disruptive events. Both centres a campaign to get with an airborne fl ight destined the busiest days of the summer provide a unique atC service at for Cannes that disregarded the over 1,400 queries were received regional level. Forging a stronger aircraft operators regulations and was forced to from aircraft Operators which relationship with the Faa is part Cessna Aircraft UK and ATC to adhere divert. “the network Manager are manually processed by our of a wider strategy to see fl ow A Division of Textron Ltd has mounted a campaign to operational staff . this is the management extend beyond Farnborough Airport to take-o slots” get aircraft operators and atC result of a large number of fl ow european borders and onto the Farnborough David Fergus to adhere to take-off slots,” adds regulations applied on the day. global stage. Hants GU14 6XA Tel: +44 (0)1252 378811 www.cessna.com Spring 2012 | www.eurocontrol.int
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FOCUS FABEC TAkES ON THE CHAllENgE OF
f Europe’s nine functional route airspace across FABEC States one foundation for the airspace it is not black and white. It airspace, offers some direct routes, A new airspace strategy sees Oairspace blocks (FABs), FAB over the next nine years. It also in order to achieve optimised might be certain pieces of the but operational and technical Europe Central (FABEC) is the introduces a cross-centre arrival airspace.” airspace where there is sufficient capability determine to what FABEC States tackle cross-border most complex, handling 55% of management function (XMAN) The ANSPs agreed on a layered system support.” extent these are available. The coordination in the most complex all flights in Europe and including that takes the planning horizon airspace structure that supports Free route airspace enables an final layer of fixed route airspace traffic area in Europe, writes the busiest airports. Six States upstream from airports and the implementation of new concepts airline to plan a route between accommodates dense traffic flow and seven air navigation service terminal area to neighbouring on a step-by-step basis. ANSPs defined entry and exit points, in Europe’s core area, and depends Peter Vostock providers (ANSPs) signed a treaty centres within a range of such as the Maastricht Upper Area subject to airspace availability. on efficient airport operations to in December 2010 to establish approximately 200nm. Control Centre (MUAC) and DFS The flights are still subject to air maximise performance. a framework for improved It will allow for continuous karlsruhe introduced free route traffic control, but they are not performance and in October 2011 descent operations from the top airspace in 2011, and other States limited to the route network. The Military partners the Provisional FABEC Council of descent. Finally, it endorses will follow their example over procedure enables aircraft to flight FABEC brought together civil and met for the first time to the introduction of Airport- time. “We start at flight level 365 plan and fly the most fuel efficient military ANSPs from the outset, implement the new policy. High Collaborative Decision Making so we can learn and do, and do routes, reducing the amount of a fundamental part of realising on the agenda has been the (A-CDM) at all FABEC airports and learn,” says Mr Riemens. “The fuel used and carried onboard the airspace efficiency going forward. delivery of more efficient air to support accurate departure first step is the night network, the aircraft. Free routes contribute to In 2010, FABEC States introduced traffic services. A new airspace management, in order to improve second step is introducing free emissions savings and help the a new airspace structure in the strategy document was agreed in the network performance. FABEC route airspace during weekends airlines to mitigate the effect of Dutch-german border area to mid-January 2012 that for the first ANSP Strategy Board Deputy “Free route airspace and third combining that with the new carbon levy. They also improve the traffic flows between time imposes FABEC-wide targets Chairman Paul Riemens says the enables an airline to military activity and redesign of result in more accurate traffic Frankfurt and Amsterdam. based on common operational agreement is the culmination of the airspace. The fourth step is prediction and better air traffic MUAC, lVNl, DFS and Dutch and concepts and performance several months’ work by the CEOs plan a route between free route airspace where the management performance. german air forces restructured indicators prepared by the and military representatives of defined entry and airlines can fully determine what The new strategy outlines three the airspace to deliver 15% Standing Committee Operations. FABEC States. “We are thinking route they want to take (business types of airspace, starting with capacity increase. Joint task The new airspace strategy about our strategy in 2020 and exit points, subject to trajectories), fully compatible with free route upper airspace. The forces also tackle issues including maps out the introduction of free 2025. We need one philosophy, airspace availability” the SESAR deliverables. However, next layer, known as transition common data services,
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fuel. Up to 250 aircraft flying above military usage. The exercise will and terminal area control. “We a prelude to extending arrival “Direct routes offer flight level 245 can benefit every look at human factors, safety need to develop coordination management beyond the terminal night, and there are opportunities and route efficiency. “We built tools and to improve flexibility,” area. FABEC Communications the advantage of to continue the procedures with our original case on 20 major says Mr leboutte. “We need to be Manager Roland Beran says this improved predictability, neighbours already offering free airlines, representing 60% of total creative and provide controllers can be achieved through fairly routes such as Denmark, Sweden traffic, transiting MUAC,” says with system warnings. The next minor software changes. “The more accurate traffic and the Uk/Ireland FAB. MUAC Mr leboutte. “On this basis, we step is to look at whether the FABEC strategy means we can count and sector Free Route Airspace Project were able to offer some good current sectorisation still fits start to realise operational benefits sequencing” Manager Jean-Marie leboutte routes. Now we are going further the new trajectories. We are across borders. This is a huge step.” says about 20% of traffic currently and we plan to implement evaluating this and looking at Mr Beran points out that each takes advantage of the free more than 500 routes.” Direct introducing flexible sectors where centre currently has its own arrival route airspace. “We are analysing routes offer the advantage of we could modify a sector and management system but their operator by operator and looking improved predictability, more coordinate with a neighbour.” range is limited to the border of at the flight plans. We tell them accurate traffic count and sector one centre. “This makes no sense if they could flight plan a more sequencing. Accurate flight plan Common systems when arrival management can direct route. The major operators data is transmitted to the military, Advanced controller tools lie at begin at the top of descent. We have flight planning tools and can offering military controllers better the heart of the free route airspace will implement a system which benefit straight away. There is still some education to be done with the smaller operators.” FUNCTIONAl AIRSPACE BlOCk – EUROPE CENTRAl karlsruhe also reports fastest take-up by major carriers ANA, DFS, DSNA, skyguide, lVNl, Belgocontrol, MUAC, + 3 military ANSPs, Uk NATS collaborative partner lufthansa and Air Berlin who have access to advanced flight Size of airspace 15,930 km2 9% of Europe planning tools. Thomas Hoffmann is DFS head of karlsruhe Upper Area Control Centre: “These Flight hours 6 million 37% of Europe carriers want to save money and they have a big interest in direct Total sectors 248 25% of Europe routings. We are talking to the airlines on a regular basis to show Area control centres 15 25% of Europe them the benefits.” DFS estimates savings of 270,000nm a year as a result of direct routes in germany’s predictability on civil traffic. concept. MUAC and karlsruhe allows arrivals to be planned up eastern sectors at night and The first steps towards closer have introduced new flight to 200nm from the airport using weekends. This assumes about civil-military cooperation are data processing software that OlDI data exchange. This means half the traffic flies direct routes likely to be limited to areas where supports medium term conflict accurate planning of an approach in place of fixed route flight plans. availability is known in advance, for detection. “What you really need into Amsterdam can start in “We started in germany’s eastern example parts of military airspace is 4D trajectory,” says Hoffmann. MUAC, or into Frankfurt from region where there are the most that are not used all the time. An “Seamless airspace requires very Rheims. We plan to extend XMAN over flights. Further west, airports airline might file a flight plan with early coordination and this needs to all five hubs including london.” such as Frankfurt, Dusseldorf and defined entry and exit points, and to be done by the system. New FABEC States are also calling for voice communication system airspace extends from weekend to Cologne result in more ascending while the flight path might not ATS systems like P1/Vaforit have accurate departure information, specification and enhanced weekdays, demanding much closer and descending flights. This is a be direct, it will be shorter than this capability. In contrast, a where airport operations play on-line data interchange (OlDI), coordination with military users. challenge,” explains Hoffmann. “By the fixed route. The Operations conventional paper strip system a fundamental role in the new and military representatives sit MUAC and karlsruhe provide the the end of 2012, I would like to see Standing Committee has started to relies on the capability and airspace strategy. FABEC ANSPs on the Standing Committee most advanced examples of free some small steps in our core area.” look at these options. capacity of the controller.” agreed that they would like to of Operations. The practice of route airspace. Both introduced Extending free route airspace The near-term challenge, The OlDI task force is helping implement Airport-Collaborative co-locating military and civil the concept in early 2011 and beyond weekend operations however, is cross-border direct to introduce automatic message Decision Making at all major controllers is spreading. In addition they plan to develop cross-border is another challenge facing routes. Controllers need to exchange between centres with airports, based on the Single to centres in germany, MUAC and routes in 2012. MUAC estimates the MUAC and karlsruhe. MUAC coordinate entry and exit points, a structured implementation Sky EC specification. “Airspace Switzerland, military controllers savings from deployment at night plans a simulation in March or establish transit points, to plan based on EUROCONTROl planning is more accurate if you are present in the main French and weekends compared to fixed 2012 involving civil and military accommodate these flights. In guidelines. In 2011, lVNl began have the same method, departure facilities. Co-location becomes routes are 624,000nm (1.16 million controllers to see how the system some cases this requires closer exchanging arrival messages with management system and strategy more important as free route km) per year and 3,700 tonnes of copes with direct routes and coordination with local centres neighbouring centre Maastricht, everywhere,” adds Beran.
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viewpoint hAS the CApACity CrUnCh Been airport capacity will continue Anthony van der Veldt: of individual operations at large to grow. iAtA forecasts that on over the last 10 years we have airports will have an impact on the average european traffic will grow seen a definite increase in overall network and what needs 5% per year to 2015. So there capacity at some of the major to be done to improve overall continues to be a need to invest hubs – Frankfurt, paris/Charles de capacity. over the next five years and there is clearly a lot of capital Gaulle and Madrid especially – we need to ensure that we have expenditure going into new and that is where the hub-airlines a better understanding of real overhyped? terminals. But the lack of political want to grow, to serve their home airport performance issues and, in will to build new runways is a markets. Some of these have partnership with all actors, address For years, airports have been identified as the largest potential bottleneck in europe’s growing major concern, and it is vital that increased their declared capacity them head-on so as to increase we make the best possible use of by as much as 15% at peak times, the use of existing infrastructure. air transport system. But with growth of aircraft movements at europe’s largest hubs starting the infrastructure we have. Several which represents up to 20 more Addressing the real performance to slow down, is the pressure now off airports as they seek to further integrate their operations airports, such as istanbul, where flights per hour. But without new issues at main airports and sharing into the european aviation network? Jacques Dopagne, eUroControL’s director network traffic is up 40%, and Barcelona infrastructure we are running out best practices will help to improve (up 70%), have increased their of options to squeeze capacity out the overall performance of each Management, Olivier Jankovec, director General, Airports Council international (ACi) europe runway capacity strongly, but of these major hubs. if you look at airport and reduce the impact and Anthony van der Veldt, Assistant director Safety, operations and infrastructure – europe when i look back at the declared growth projections for the next on the network. in the future, runway capacity numbers of 10 five, 10, 15 years we are looking it will be difficult to build new at the international Air transport Association (iAtA), debate the issues. years ago there are airports such at finite capacity levels at certain runways or new airports in the as rome, vienna, Brussels, Zurich, key airports. what’s going to vicinity of main european cities. etc where runway capacity has happen then? in order to cope with the traffic Jacques Dopagne: Up to now that air transport is a dynamic ash-cloud crisis, very bad weather more or less stayed still. Olivier Jankovec: the major recovery, regional airports should we have seen continuous annual activity; the last 50 years show a and industrial unrest, passenger Olivier Jankovec: there is enabler then will be SeSAr be developed – and that means growth in air traffic of 2-3% but regular trend of average yearly numbers still showed an increase nothing new in this. when we (the Single european Sky that existing airspace around main this current economic crisis growth at around 2%. So, air last year of 5.25%. So passengers look back to the Challenge of AtM research programme). airports will have to be redesigned will mean we will probably see transport infrastructure (AnSps, are continuing to want to fly even Growth document produced by throughout the european airport to cope with the development of a reduction in traffic this year, airports and users) must be ready though movements are weaker. eUroControL in 2008 we see system there are clear imbalances secondary airports. compared with 2011. traffic levels to face the return of growth, even in 2011 we saw a clear divide there is a prediction of a 10% – London/heathrow is operating Olivier Jankovec: we will last year were almost the same if it takes some time. between the east and west, the gap between the future demand at maximum capacity but in see some major changes in the as they were in 2007; it could Olivier Jankovec: it’s true ‘new’ and ‘old’ europe. we should for capacity and actual capacity. other airports you still have potential of regional airports, therefore take six or seven years that air transport movements are be resting over the next five years that’s 250 million passengers a unused space. these large airports brought about by new aviation before traffic levels return to their lower than forecast. But passenger but have a longer term view in year unable to fly. And clearly impact the overall capacity of technologies, such as the 2007 levels. the last longer-term numbers are still very strong – the trying to find a solution to the this prediction was based the airport network. introduction of long-range eUroControL forecast was 2011 figures show growth of 7.3% airport capacity issue. “Passenger numbers on an assumption that every Jacques Dopagne: we will find aircraft which can transform the made in 2008; this forecast will be over 2010. even if we adjust for Anthony van der Veldt: i agree technical improvement would be new ways to make it possible to operations of these airports. updated before the end of 2012. the fact that 2010 was lower than with olivier – there is no doubt are still very strong” implemented and all airports were see the network impact of each For example, i’ve been speaking nevertheless, it must be noted normal, due to events such as the that the pressure on european Olivier Jankovec engaged in the process. airport; how the performance with the Ceo of nice airport
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KAzAeronAvigAtsiA rse - estAblishing A nAtionAl air traffic management system
he republic of Kazakhstan navigation system required a new equipment. and transmits all types of AtC has been a member of the airspace structure, consolidating the new air-ground radio traffic with an availability not tinternational Civil Aviation air traffic control centers with network, which covers the entire worse than 0.9999. there are 34 company profile: Kazaeronavigatsia organization (iCAo) since 1992, new infrastructure. A new digital national airspace area, is built on digital nodes in the network. republican state enterprise following independence. in 1995 network of voice and data-link transceivers manufactured by the satellite segment has been established: 1995 the republic of Kazakhstan was air-ground communications was r&s (germany). the hardware built using earth terminals and scope of activity: Air traffic management, among the first states of the needed, alongside a surveillance supports the 8.33Khz frequency intelsat 904 transponder links; former Ussr to establish its own network based on advanced band and is controlled and the ground segment is based on technical operation of civil aviation ground-based national air navigation service primary and secondary radars in managed remotely with leased digital channels provided radio and telecommunications facilities provider (AnsP) organisation. line with international standards. automatic redundancy. there are by Kazakhtelecom JsC. in addition for the republic of Kazakhstan the new body was tasked it took ten years, starting from 318 radio stations, including 10 to data communications within general Director: with: air navigation services 1995, to implement these systems. transponders, operating from 28 the republic of Kazakhstan data- Mr Kulnazarov sergey Dabusovich (Ans) provision, establishing a the new voice communication positions. links have also been implemented regulatory framework, technical network provides a common the AtC surveillance network with the russian Federation, systems modernisation and interface to a wide range of is based on modern primary and China, Azerbaijan, tajikistan and personnel training. external inputs, including vhF/ secondary radars installed at 18 Kyrgyzstan. the previous airspace structure hF radio, ground-based and airports and AtC centers. these developments have was ineffective. t here were satellite channels. it is built the digital telecommunications allowed Kazaeronavigatsia to 18 flight information regions. on Denro digital switches network was built between 2003 build a new national Air traffic Analogue radio equipment produced by northrop grumman and 2007 to provide voice and Management system (nAtMs), provided by the Ussr was nearing (UsA) and comprises 20 voice data links to automated AtC created in the three stages. obsolescence and incompatible switches connected by digital centers. the network provides between 2005 and 2007 a with international requirements. channels, with in-built air-ground 100% redundancy of data-links new AtC center in Astana was Creating a modern air communication recording via satellite and ground segments put into operation. Air traffic is
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about introducing A380 else. traffic into these airports can restricted, then the only way services to the Far east. Also, the be highly seasonal; they are busy to deliver required capacity increasing liberalisation of air for just three to four months in the improvements is by working services now grants secondary year and the rest of the time they together. in this respect, from a hubs and some regional airports only have to handle inter-island network point of view it is crucial access to routes which were used flights.t he challenge of engaging to find better ways of sharing to be limited to specific main them in SeSAr is to convince critical operational data. airports only. them to invest in new systems Jacques Dopagne: data Jacques Dopagne: SeSAr will which will not necessarily impact sharing will be a critical part bring major benefits to the entire their performance, or improve of this. we now have defined system, and this includes airports. their income. in these cases we performance improvement But the significant performance should be looking at some sort targets and part of these will be benefits expected from SeSAr for of european Union financing achieved through a better sharing airports will have to be confirmed to ensure SeSAr-standard of updated information all over and validated in real operations. equipment can be introduced. the network. this will be essential if you look towards the growth of Jacques Dopagne: SeSAr is to improve the predictability regional airports, you also have to not just concerned with new of the traffic and will allow us analyse it in terms of what it will technology. we have to plan a to increase the capacity of the mean for AnSps working within network-based aviation system, system, both at airports and in functional airspace blocks (FABs) emphasising how best-practices en-route. we need to widen data and what the airspace design and can be implemented throughout sharing to include operations management implications will be. the airport community, looking such as taxi-out and other ground Anthony van der Veldt: this at how the busiest airports are operations, so we can better is very important. if we could squeezing higher levels of traffic understand the difficulties that re-design terminal manoeuvring out of their resources. what we each airport faces and how each areas (tMA) into one single area are trying to do at eUroControL airport impacts on the overall serving multiple airports, with the is work out how airports, AnSps network. then, we’ll implement assistance of arrival and departure and airspace users should work the appropriate concrete actions. managers, that would help the together on those concrete Olivier Jankovec: one efficiency of airline operations actions which are the most proposal is to follow the enormously. Modern aircraft beneficial for the overall network evolution of the market. the controlled in the upper airspace under development within installation and commission, the extended iCAo flight plan format are now much more capable of performance, which is the main way the airline market is moving over Kazakhstan, encompassing eUroControl’s single european national AtM system will comprise FPl2012 and transition to Wgs-84. flying fuel and carbon efficient objective of SeS. suggests regional airports will 1.23 million square kilometres sky technology programme and three consolidated AtC centers over the last 15 years trajectories provided they are Anthony van der Veldt: over continue to evolve anyway, (sq km) and 47 airways with total the nexgen programme of the Us in Astana, Aktobe and Almaty. Kazaeronavigatsia has built available. the AtC system can the last few years we have seen especially with new technological length of 32,284km. the center’s Federal Aviation Administration. this final stage also includes tA C a modern air navigation do better by linking the airborne this happening more and more improvements in aircraft design area of responsibility covers nine the second stage of the coverage or 15 remote control infrastructure and implemented systems with new procedures on with airlines closely working and increasing liberalisation of airports, 14 entry/exit points with nAtMs saw the development towers in the new centers. the new AtC technologies, providing the ground. together with AnSps and airport air services – which still has some the russian Federation and one of an Airspace Use Control and national system creates seamless the technical base for the More emphasis should be put operators to build a sustainable way to go. in 20-30 years’ time entry/exit point with China. radar Air traffic Planning (AUCAtP) airspace management over the implementation of the national on enabling such infrastructure and resilient system. runway the european airport map will information is delivered there operation, with information on entire Kazakhstan territory based Air traffic Management system improvements. the problem at capacity should be such that the look very different from today. from 13 radar systems. aircraft movements over the on a single hardware and software of the republic of Kazakhstan many airports such as those on system is able to recover quickly Anthony van der Veldt: this in 2009 the new AtC center in entire territory of the Kazakhstan system. in 2012. the next steps will be the Greek islands, for example, is from problems, such as adverse puts the spotlight again on how Aktobe was commissioned. this republic displayed in real time. to ensure integration of this that aircrew still have to navigate weather conditions. future tMAs are designed that are control area covers 880,000sq radar data is fed to a 3X4m capabilities include: new system into the global air by means of conventional ground Olivier Jankovec: But able to efficiently handle a wide km, 29 air routes - with a total display installed in Astana and a n transition to reduced navigation network, ensuring equipment like vors and ndBs. everything has to be delivered number of trajectories. length of 19,300km - and four 4x5m screen in Almaty. vertical separation minimum operational procedures, Olivier Jankovec: Airports are with cost-efficient investment Jacques Dopagne: this airports. radar surveillance the third stage (2010-2012) (rvsM), implemented on safety standards, priorities already closely involved in the in mind. Since 2008 access is already happening and i is provided by 12 radars. the finalizes the creation of the 17 november 2011; and coordinated plans for SeSAr programme. the challenge to capital for airport especially have in mind here the Aktobe center also manages, via national AtM system. it comprises n ADs-b data processing; future development and Ans for us is to accommodate all our improvements has been work taking place within FAB remote control towers, traffic a new 7,325sq m AtC center n AtC information exchange requirements will be shared “SESAR will bring members in the process. yes, severely curtailed – now capital europe Central (FABeC), which at Uralsk, Aktau, Atyrau airports. in Almaty with a 45m control between AtC centers by with other AnsPs and major benefits to the some of the smaller members costs account for 20-25% encompasses some of the most this was a technological “first” for tower and is due to be finished olDi protocol; international civil aviation only have vors and ndBs but that of our investment programmes. complex traffic patterns in the Kazaeronavigatsia; integrating in the first quarter of 2012. Future technology improvements organizations. entire system” is because traffic levels there do Anthony van der Veldt: if continent: the major hubs of remote towers is a concept After completion, equipment include the transition to a new Jacques Dopagne not necessarily justify anything capacity infrastructure is to be paris, Amsterdam
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and Frankfurt and the concept but i think some airports SeSAr tools which will equate to interfaces with London’s tMA. have a major concern with it. overall network improvements, within the Single european Sky they are not in control of all the even though at an individual programme we now have a different actors who are operating airport level there appears to be performance-based AtM system on their site but whose actions no real return on investment. At which will really need to have have an impact on the traffic the same time i have another the airports fully integrated and situation. if you want to improve major concern and that is the involved in the management transparency, if you want to lack of planning for more physical of SeS performance objectives. improve performance, especially infrastructure. here i see europe we are talking about strategic at the ground-handling level, then going in the wrong direction. information management, we need to find a way to ensure Airport capacity planning is allowing all elements in the all groups communicate with running up against powerful “We need to focus system, airborne and on the each other – perhaps this might anti-aviation political lobbies. the ground, to take part within mean changing the european debate about a third paris airport on the further a system-wide information Commission’s directive on ground is effectively dead. So what will development of management environment which handling to include this element. happen in 10 years’ time when TMAs to organise will be a key enabler in the future. Anthony van der Veldt: CdG is full? what next? regional Olivier Jankovec: it’s true that in conclusion, from the iAtA airport growth will happen – but efficient traffic flows” with its emphasis on performance perspective we believe that new what if i want to go to paris? Anthony van the Single european Sky will capacity is critical to europe’s this is not just an aviation issue. C
increase the engagement level economic future, and we look to with the continent increasingly M der Veldt of all participants, leading to policy-makers to recognise this. looking to develop business in Y different and better links between the operating centres. it is CM especially important now that MY
we have an organisation at CY the european level overseeing CMY this project. Anthony van der Veldt: in K relation to this i would like to say a word about the airport Collaborative decision Making programme (A-CdM ), which started in the late 1990s, early 2000s. we are now 12 years down the road and have gained But being realistic, we need to the global economy, and Asia in plenty of experience, especially make the most of the available particular, i believe this is an issue at four european airports that airport capacity at primary and for the wider european economy. are connected with the network secondary hubs. For this to Contrary to what occurs in operations Centre in Brussels. happen, SeSAr and the Single europe, aviation in the rest of Again, i want to stress the european Sky need to move the world – and especially in importance of data-sharing within forward rapidly. And at a detailed ambitious emerging countries – the network whilst emphasising technical level, we need to focus is considered as a strategic factor the need that A-CdM will on the further development and a key priority for national be uniformly implemented of tMAs to organise efficient economic policy. at designated airports in a traffic flows. Jacques Dopagne: i agree. standardised manner. And iAtA, Olivier Jankovec: Maximising we have to plan now for the when working with stakeholders, is capacity will require all the the economic upturn arrives and developing a data exchange european institutions concerned we have to be ready to adapt our standard for flight-related – the eU, the SeSAr joint aviation system to plan much information between airports Undertaking and eUroControL further in advance. this means and airlines. – recognising that airports need getting airports increasingly Olivier Jankovec: i know to be better integrated. they involved in the collective there are many european airports need to work on explaining how performance management of the looking at implementing this airports should spend money on overall aviation system.
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viewpoint Collaborative decision-making goeS nationwide Air Traffic Control requires permanent con- As safety is paramount our systems are centration. A user-friendly environment that equipped with preventive monitoring and event promotes concentration cannot be achieved reporting functions as well as redundancy of Your mission: while using noisy, distracting computers. components.
We provide solutions that allow operators and Providing space computers to be separated, moving the compu- Hence the revised DL-Vision system besides german airports offer a harmonised approach the included monitoring and screen freeze ters from towers and flight control centres into to collaborative decision-making says erik sinz, in airspace dedicated areas. function also bridges distances of up to 10,000 metres whereby it becomes our supe- a-CdM programme Manager with dFS deutsche Increase the efficiency of both, man and rior ATC solution. Flugsicherung gmbH machine. Access the remote computers in real- time over existing cables without any loss in Guntermann & Drunck GmbH Phone: +49 (0) 27 39/89 01-333 quality and performance. [email protected] | www.gdsys.de alf of the airports that have likely to take off with reasonable providing the eUroControl’s Hgained airport-Collaborative accuracy. achieving an accurate network operations Centre in http://atc.gdsys.de decision Making (a-CdM) target off block time (tobt) is brussels with better calculated approval from eUroControl are an important milestone in the take-off times, more aircraft in germany, including the very eUroControl a-CdM manual depart within their allocated first to implement the process as it allows many other processes slot time. in 2007, Munich airport. Here, to occur in a timely way. Frankfurt Frankfurt is also able to the process has contributed to has increased the efficiency calculate taxi times with more 20% reduction in taxi-out times, and stability of all tobt-related precision. while eUroControl reducing fuel use and emissions. operational processes as a result applies an average time of 15 the new berlin international of more predictable tobt and minutes to taxi from the gate to airport is expected to operate has significantly improved the runway at every european a-CdM from the day it opens outbound punctuality. airport, Frankfurt can specify taxi in June 2012, and dusseldorf there are further advantages. times according to the departure is on track to complete a-CdM the aircraft stands and gates can runway. these times range from implementation by year-end. Six be managed more efficiently, two to 28 minutes, and this level german airports have signed a with less time spent waiting for of detail ensures the a-CdM letter of intent with air navigation a stand to become available. the process is as effective as possible. service provider dFS to share airport infrastructure is used more germany is now applying best practice and to implement effectively and the information experience gained at Munich and Leading the way harmonised a-CdM procedures can be used to reduce the Frankfurt to all its major airports. in digital KVM across all airports. impact of a delayed arrival upon dFS expects both Stuttgart the benefits speak for a subsequent departure. aircraft and Hamburg to be a-CdM themselves. less than a year after departing Frankfurt since the compliant by 2014. dFS believes Meet your wingman implementing a-CdM, Frankfurt introduction of a-CdM have the airport operator and air at ATC : Hall 9 airport reports improved runway seen improved adherence to traffic controlat ( C) are the Stand R404 usage and runway take-off flow, departure slots (the 15-minute main drivers for a-CdM and a and reduced taxi times. perhaps window assigned to each aircraft Memorandum of Understanding most important, the airport is to meet scheduled take-off time) between these two neutral able to predict when an aircraft and a reduction in air traffic flow operating units, followed by good will push back and what time it is management (atFM) delay. by communications
KVM Extender | Switche | Matrixswitche Spring 2012 | www.eurocontrol.int photo: DFS Deutsche Flugsicherung GmbH
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VisitVisit us us at at ATCATC Global Global onon STAND STAND H220, H220, HallHall 11 11
with the carriers and ground from the very beginning. the further development underway “One of the hardest handlers, is a successful formula. next priority is to collate the to support new runways. Munich one of the hardest parts of different information sources is updating its in-house software parts of A-CDM a-CdM implementation is into one airport database. this which dates back to 2000. other implementation is resolving differences between builds up a table of estimated airports are working with software resolving differences different user objectives, so landing time, taxi-in, turn round suppliers including atriCS, delair, intensive communications and time and estimated off-block Frequentis and avionix to develop between different management of stakeholders is time. the airport operations optimum sequencing tools. user objectives” needed to gain acceptance of the Unit plays an important role in despite the positive impact that procedure and to bring people alerting the players to changes as a-CdM has on airport operations, around the table. project staff are they happen. the airline is then the fact remains that full a-CdM able to provide the best tobt often few in number and there has been implemented in only • An award winning company that specialises in the development, producti on and support of simulati on are usually rival airport projects possible and this, along with a very few airports to date. claiming the attention of those the use of variable taxi times, germany is unique in taking • Anand award training winning systems company for civil that and specialises military ATM in the and development, airport operati producti ons. Our onsimulators and support are usedof simulati by the on involved. a local a-CdM manager, enables the airport to deliver a harmonised approach to andleading training civil systems and military for civil authoriti and military es who ATMset the and standards airport foroperati their ons.countries. Our simulators are used by the for example representing the departure planning information a-CdM implementation and leading civil and military authoriti es who set the standards for their countries. airport company, is needed to (dpi) messages to the network dFS has begun to offer its • The leader in driving or sti mulati ng operati onal ATM equipment to give the ulti mate in realism and oversee the process. operations Centre. expertise overseas, starting its • Thecontrol leader for in both driving training or stiand mulatitrials. ng operati onal ATM equipment to give the ulti mate in realism and one of the main messages to while it systems play an first coordinated project in the • controlThe Micro for both Nav rangetraining of andbespoke trials. BEST simulators support all levels and types of training to internati onal understand is that a-CdM is an important role, they are simply a Middle east in 2011. there are operational process. there is no part of the operational process. two kinds of cooperation. as • Thestandards, Micro Nav including range of tower, bespoke radar BEST and simulators non-radar support operati all onslevels and and are types used of training for design, to internati testi onalng and specific a-CdM plug-in tool. dFS both Munich and Frankfurt well as cooperating at an airport standards,evaluati on including tasks as tower,well as training. radar and non-radar operati ons and are used for design, testi ng and has developed a step-by-step have introduced departure level, germany is harmonising model to help implement the sequencing tools that contribute the a-CdM initiative across the • evaluatiSince the on starttasks of as the well company as training. in 1988 simulati on systems have been successfully delivered to over 25 countries for more than 60 users around the world. process. the first step is to ensure to accurate flow management. country. the idea is to introduce • Since the start of the company in 1988 simulati on systems have been successfully delivered to over 25 common situational awareness each departure runway needs the same process at all six airports • Awards include; the UK’s most presti gious award for business performance, the Queen’s Award for so that everyone has access to a sequencing tool that takes because at the end of day, it is the countries for more than 60 users around the world. Enterprise in the category of Internati onal Trade; 55th on The Sunday Times Microsoft Tech Track 100 information they need at the account of local characteristics, customer that has to fly into these • Awards include; the UK’s most presti gious award for business performance, the Queen’s Award for same time. it is also important so Frankfurt and Munich already airports and should not have to league table and 62nd on The Sunday Times HSBC Internati onal Track 100 league table. to introduce a no-blame culture have two sequencing tools with face different procedures. Enterprise in the category of Internati onal Trade; 55th on The Sunday Times Microsoft Tech Track 100 league table and 62nd on The Sunday Times HSBC Internati onal Track 100 league table. For more informati on visit www.micronav.co.uk Spring 2012 | www.eurocontrol.int Everything you need from Beginning to End for Simulati on & Training For more informati on visit www.micronav.co.uk Everything you need from Beginning to End for Simulati on & Training p77-p78.indd 4 20/02/2012 14:46 Micro Nav with bleed.indd 1 13/02/2012 10:08 80 Skyway Skyway 81
Viewpoint
are engaged with organisations have increased from two in 1997 such as icao, acac, Gcc, canSo, to eight today. in order to contain iata, eurocontrol and others. an increasing volume of air traffic GrowinG hub in 2009 a major milestone made movements introducing additional its mark in the uae aviation sector: atc sectors is the natural next step the Shaikh Zayed air navigation to enhancing safety and efficiency. operations centre was opened. the centre the link between more sectors and is a state-of-the-art facility, the enhanced safety is due to reduced biggest and most modern area workload on the operational control centre in the Middle east. controllers (atcos), providing require cloSer the centre is equipped with the timely responses to the pilots’ latest atM and communications, communications and creating Some facts: navigation and surveillance better situational awareness. collaboration (cnS) technologies, allowing us it also improves efficiency and n Abu Dhabi control terminal area (CTA) to focus on meeting customers’ increases capacity as it allows for RNAV1 SID/STAR - 09 April 2009 expectations by providing safe, the introduction of new air traffic n A419 RNAV 1 -18 December 2008 efficient and high-quality air service routes and n Partial RNAV 1 implementation in the en-route airspace, atM operations are undergoing a continuous traffic services.w e are proud new frequencies. 19% RNAV 1 improvement process to cater for increased traffic today that we have deployed the Gcaa has witnessed n Flexible use of Airspace: very advanced atM systems with significant improvements in its n Airway A419 opened in OMR54 and shared with military levels, writes Director General saif al suwaidi advanced safety features, linking successful relationship with the n Reduced size of restricted areas OMR50 and OMR51 of the united arab emirates General civil aviation Sheikh Zayed air navigation uae military. this relationship is n Minimum safe altitude warning (MSAW), area proximity centre (SZc) with other states by the result of many years working warning (APW), short terminal conflict alert (STCA) from 2008 authority (Gcaa) aeronautical message handling closely together to maintain a n Cleared Level Adherence Monitoring (CLAM) from system and on-line data exchange mutual understanding of each October 2009 connections, covering our other’s requirements. n Fully strip-less operations from 15/02/2009 airspace with Mode-S radars and the introduction of airway n First OLDI connection in the Middle East, with Abu Dhabi a wide selection of automated a419 in 2008 provided a potential International Airport operational from April 2009 dependent surveillance – route-reduction for a flight from n First International AMHS connection in the Middle East, he General civil aviation east. no wonder, then, that uae arrival routes at the abu Dhabi broadcast stations. we have been abu Dhabi to Sanaa or east with air traffic control centre (Muscat ACC) operational tauthority (Gcaa), as a airports are recognised as perfect control terminal area, which was icao new flight plan 2012 ready africa of as much as 75nm, from April 2009 member of the arab civil aviation hubs by regional and international the first of its kind in the Middle since 2011. today, uae air traffic with considerable environmental n ATM surveillance tracker and server (ARTAS) and commission (acac), is part of the carriers. the growth of uae carriers east, in 2009. today we have some controllers manage eight air traffic savings. in addition, the ADS-B fully operational Memorandum of understanding is remarkable. today the Sheikh 19% of uae airspace designated control sectors. these sectors airspace above al Maktoum (Mou) signed between acac and Zayed air navigation centre for rnaV 1 operations. eurocontrol. the Gcaa has manages more than 2,000 air Dubai airport has commenced demonstrated its intention traffic movements a day. More work on phase one of a new to strengthen the relationship than 80% of daily movements are airspace project, while abu Dhabi with eurocontrol through climbing or descending. Despite airport has embarked on another close communication. many of the national and regional project to introduce required Joe Sultana, eurocontrol’s challenges we face, we have navigation performance (rnp), chief operating officer, continuously grown at a steady authorisation required (ar) and Directorate network rate of almost 10% a year. continuous descent operations. Management, visited the Sheikh an everlasting increase of we are also discussing within Zayed air navigation centre air traffic movements could the national airspace advisory on 29 november 2011, where be a burden on any given committee (naSac) an overall discussions centred round airspace. however, with the review of the uae airspace and enhancing close cooperation uae continuously introducing the connectivity between the between the uae and the significant improvements, the adjacent flight information regions eurocontrol in areas of air airspace is running smoothly, and the local control terminal traffic managementat ( M) and to say the least. among areas. Gcaa is continuously contingency planning. these improvements are the working closely with national the uae’s location has always introduction of area navigation and regional organisations to find been a vital spot, a crossroads (rnaV 1), standard instrument suitable solutions to the existing between the west and the Far departure and standard terminal airspace and atM difficulties.w e
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Ariel view of entrance forecourt, passenger terminal building at Muscat International Airport Ariel view of proposed new terminal and control tower at Muscat International Airport bridges, 10 bus boarding lounges, 30 remote aircraft stands, 86 check in counters and 20 self-service Four Regional Airports in Oman e-counters, a second new runway with a length of 4,000 meters, the Along with the major expansions to Muscat International and Salalah Airports, the government of the OMAN AIRPORTS MANAGEMENT original runway will be extended Sultanate of Oman is building four new regional airports that will link other regions with Muscat and to 4,000 meters, and a cargo meet the increasing travel demand from tourism, businesses and local communities. These airports terminal to handle 260,000 tons of are currently under construction and will be completed by 2014. COMPANY (OAMC) freight annually. Adam Airport Salalah Airport Adam Airport, the first in the interior region, will be situated 30km from Adam town, Ad-Dakhliyah man Airports in 27 countries and is served by building is operational. Projects aircraft parking stands, expansion Salalah is the second largest city Governorate. Once completed, the airport will have a runway of 4,000 x 60 meters. Management Company 28 International Airlines. Muscat which have been completed of the car parks and additional in Oman, located in the south O(OAMC) is a company International has handled include adding additional eight offi ce space. of the country; Salalah Airport is Ad Duqm Airport owned by the Government of 6,479,860 passengers in 2011, new departure gates, new The new Muscat International the main gateway to the Dhofar Ad Duqm is located in the Al Wusta Governorate. The airport is part of a larger plan to set up and the Sultanate of Oman. OAMC which is an increase of 12.7% retails, food & beverage outlets, Airport, when completed by end Governorate. The airport has build large infrastructure projects in the region such as a seaport, dry dock, industrial zone, free zone, is currently responsible for the from 2010. expansion of the arrivals baggage of 2014, will have the capacity handled 513,278 passengers in integrated tourism resorts, residential township, local industrial zone and a fishing harbour. management and operation of In recent years, the airport has claim hall, expansion of the to handle 12 million passengers 2011. Once completed the airport will have a runway of 4,000 x 60 meters. Muscat International and Salalah experienced a healthy increase departure hall, baggage screening annually. The new terminal The new Salalah Airport will Airports and will be responsible in passenger numbers and this and queuing hall, adding 20 new building will have 29 gate lounges be completed by 2014 and Ras Al Had Airport for the future new airports of positive trend is expected to check in counters, additional with 40 passenger boarding will be able to handle 1 million Located near the town of Sur in the Ash Sharqiyah Governorate. The airport is part of a larger plan for Adam, Ad Duqm, Sohar and continue for the foreseeable passengers per annum. The integrated eco-tourism projects related to the endangered Green back turtles. Once completed the Ras Al Hadd. future. In response to these terminal will have 8 gate lounges airport will have a runway of 4,000 x 60 meters. signifi cant increases in passenger serviced by 8 passenger boarding Muscat International Airport numbers and to allow the airport bridges, 10 remote aircraft stands, Sohar Airport Muscat International Airport to maintain appropriate levels of 25 check-in counters and 4 self- Sohar is the largest town in the Al Batinah Governorate, located between the main cities of Muscat is the main gateway to Oman service to its customers, a number service e-counters, a new 4,000m and Dubai. Sohar and the wider Batinah Governorate have in recent years attracted industrial and and the base for national carrier, of improvement projects have runway, and a cargo terminal to commercial infrastructure investment such as Sohar industrial area, Sohar Port and Sohar Free Zone. Oman Air. The airport is directly been initiated to deliver additional handle 100,000 tons of freight Once completed the airport will have a runway of 4,000 x 60 meters. connected with 56 destinations capacity until the new terminal annually.
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“We are depending Sheikh Zayed Air Navigation Centre Viewpoint on highly-qualified air Daily average air traffic Movements 1986-2010 traffic controllers from 2000 all over the world” 1800 SerVice proViderS 1600
1400 1200 and airportS 1000
800 600 “need to be more 400 200 pro-actiVe” 0
1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Flemming Jensens is executive Vice president, chief operating officer
international airport, which which we have introduced some systems and procedures in our and accountability manager with Scandinavian airline SaS. He talks here to was at one time solely for 27% emiratisation of atc staff dynamic environment. continuous Skyway about his airline’s view of how to improve the european atm system military use, is now available since 1998. our national atcos training is conducted in-house for flexible use and is accessible have been trained in very well and supported by well-recognised for civil operations. recognised training organisations international organisations. Skyway: How do you rate the direct routes to an arrival point. be more pro-active in modernising to cope with traffic growth in new Zealand, Sweden and we focus our training on current performance of the the problems emerge once you their systems and operational the Gcaa has had to introduce the uK. atM, cnS, performance based european air traffic management start your descent into one of the procedures to allow our aircraft to significant changes to the airspace training is vital for us to ensure navigation, and, of course, quality (atm) network in terms of flight major destinations in europe with use their capabilities to fly more structure. this is linked to a strong that we maintain safe and efficient and safety. efficiencies (shortest possible clogged terminal areas and an optimised and enviromentally need for additional highly- air traffic management.t here the Gcaa, in line with icao’s routes), delays due to airport/atc insufficient airspace capacity. friendly. this could include quick qualified air traffic controllers.t he are two parts to our training collaborative Decision Making congestion, charges (air navigation “this has broad consequences wins such as implementing number of qualified atcos has programme. operational training, approach – and in a clear charges), safety and environmental on how efficient flights are precision area navigation (p-rnaV), increased rapidly from 30 in 1997 which is related to atM operations, demonstration of the transparency performance? operated on a daily basis. SaS has required navigation performance to almost 90 atcos in 2011. we is continuous and is conducted of airspace management and “the european atm system a modern and well-equipped fleet, (rnp) and arrivals/standard are depending on highly-qualified in the SZc training centre, which with the valuable input of our today is nearing its limits in but many times the capabilities terminal arrival routes, enhancing air traffic controllers from all over is well equipped with advanced stakeholders – has established terms of capacity where the of our aircraft are not fully utilised the use of arrival management the world and the multinational training rooms and atc simulators. a national airspace advisory airports are the main bottlenecks. in terms of optimal flight. as systems so as to allow taking environment we have allows us to the other type of training is committee, naSac. the prime today’s situation already has a traffic density increases over delays en-route and allowing utilise the best practices and ideas specialist and managerial training. purpose of the naSac is to big impact for passengers and europe we will also see higher continuous descents from cruise deployed elsewhere. in parallel, we consider this training to be a provide an effective platform to gives a considerable economical environmental impact than would level. naturally, all of these cannot the Gcaa has introduced the atc valuable tool to ensure that we foster a collaborative airspace disadvantage for airline companies. otherwise be necessary due to the be implemented at once but even nationalisation programme, in are up-to-date with the latest management process involving all “the second largest limiting higher complexity of traffic flows. starting out on a smaller scale gives aviation stakeholders. factor is the congestion over therefore, it is of highest priority to real benefits to airspace users.” the naSac provides an central europe which in peak continue working on a european industry-wide representation hours forces us to plan our flights level with all stakeholders Skyway: what initiatives are forum for developing the industry with longer duration and track involved towards a more efficient you undertaking to improve position on airspace matters. miles than would normally be and environmental friendly the operational performance of it coordinates with airspace needed. as a consequence of our management of air traffic. SaS has your aircraft by introducing new users, service providers, airport geographic location and large been participating in the SeSar systems and procedures, such as operators, the uae military and Scandinavian domestic traffic, SaS (Single european Sky atm research) more direct routes, continuous other relevant bodies to facilitate, is in general less affected by the programme since 2009 and takes descent approaches into airports, whenever possible, consensual most congested airspace sectors. an active part in helping form the data-link etc? recommendations regarding when reaching cruise altitude after new atm system in europe. “we have a close relation and planning and design of departure from nordic airports “we would like to see service an open dialogue with our air uae airspace. you are often given direct or near providers and airport operators to navigation service providers in
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the Nordic countries. optimal descent point followed Historically, SAS has been by prolonged flying tracks at low very active developing new altitudes before landing. operational procedures and has Both these examples show participated in several ATM related how airlines are penalised for projects together with LFV, Naviair shortcomings of air navigation and Avinor. As an example, we are service providers (ANSPs) and currently conducting flight trials airport operators not to mention between Göteborg-Landvetter the environmental consequences.” and Stockholm-Arlanda in the Green Connection project under Skyway: What do you hope the AIRE initiative. In collaboration will be achieved from the Single with LFV and Swedavia the aim is European Sky programme in to validate and implement more terms of fewer delays and lower efficient operational procedures charges? Are you happy with gate-to-gate by using existing progress or could things be technologies on board and on speeded up? If so, how? the ground. SAS helped LFV “As a political project the SES design and publish new RNP- or above the capacity limits in has made the development AR departure and arrival routes many cases. The immediate and introduction of Functional at these two airports allowing consequence for SAS is that we Airspace Blocks (FABs) possible, shorter flying routes. Through the plan with more extra fuel onboard paving the way for a more introduction of continuous climbs, to be able to take delays in the united European airspace. continuous descents and direct air. This is now normal routine The technological part of routes as well as the use of en- for us at many destinations. SES, the SESAR Programme, is route delays by using Controlled Flying into major airports such as expected to bring new and better Time of Arrival we expect to see London Heathrow and Frankfurt technologies and procedures for significant savings in emissions (FRA) means we routinely have air traffic management. This in and fuel consumption.” to carry extra fuel to handle turn will bring synergies to ANSPs expected delays. In the London which we expect will enable Skyway: How much of a area, arriving traffic flows are better services to airspace users. problem is the lack of airport larger than can be served by “The SESAR programme is surely capacity in major European the available runways, which the most important programme hubs that you serve? usually causes delays in holding in European air transport today. “The demand for flying into patterns. In FRA you are often Our hope and expectation is major airports in Europe is at forced to descend long before the that the programme will bring real benefits to all stakeholders including our passengers. We are, however, concerned about the immense investments that airlines are facing in the SESAR deployment phase. Upgrading onboard systems both through retro-fit and forward-fit to meet the requirements from being ‘SESAR compliant’ will mean investing an enormous amount of “The demand for flying money for airlines during a five to eight year period, money that is into major airports in currently not available. Acceptable Europe is at or above financial solutions must therefore the capacity limits in be presented. On the other hand, benefits from more efficient many cases” operations are said to come Flemming Jensens during a much longer
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“We see it as essential period of around 15 years. had initial problems from a fuel airspace where air traffic can be with such long-term investments efficiency perspective. From SaS controlled and managed on a Forthcoming events for 2012 to have this kind of it is hard to see the real value we see it as essential to have this european level. continuous and open of return on investment. in kind of continuous and open “the Single european Sky and launching the new european atm dialogues with service providers introduction of Fabs is one way dialogs with service system it is extremely important and always welcome innovative forward to better coordinate and providers” that a synchronised and common improvements in the use of facilitate more efficient handling time-table is followed by anSps, airspace.” of air traffic. in the northern airports and airspace users. before region we have the danish- any decisions can be made we Skyway: How are you improving Swedish Fab operated jointly would like to see clear and realistic your environmental performance? by naviair and LFV, which was EUROCONTROL at ATC Global 2012 Seminar: 14 - 16 May 2012 solutions to these topics.” “SaS is constantly working recently awarded by the eU as EUROCONTROL will once again exhibit in Free route implementations EBACE 2012 on finding better ways to one of the best projects in the Hall 10 and take part in the two-day in Europe It is the annual meeting for the European Skyway: How are you improving operate from an environmental transport sector. as an airline, it Conference, as well as the Workshop and Date: 07 March 2012 business aviation community. This three-day your flight planning process to fly perspective. this is a never is important for us to be able to Seminar programmes during the three Time: 13:30 - 13:50 event features exhibits, a static display more fuel efficient routes? ending activity. For a few years plan flights optimally including all days (6-8 March 2012), in Amsterdam. Venue: Seminar theatre, Hall 9 of aircraft, education sessions, and “SaS recently introduced a now we have been certified phases of flight. Using preferred Maintenance & Operations Sessions (M&Os). new flight planning system according to both the iSo14001 routes in flight planning would Date: Workshop: which has allowed us to move and emaS standards which give immediate benefits to us, 06 - 08 March 2012 Preparing for ICAO’s Twelfth Geneva International Airport, Switzerland from repetitive flight plans with means we are continuously as well as the freedom to select Location: Air Navigation Conference standard routes to individual working on reducing our optimal flight levels and even to ATC Global Exhibition and Conference (ANC 2012) 22 - 25 May 2012 flight plans with optimal routing company’s environmental allow step-down en-route with Amsterdam RAI Date: 07 March 2012 Fifth International Conference on and flight levels.t he system has impact. regards to current and forecasted Europaplein Time: 10:15 - 12:15 Research in Air Transportation many features, one of them being “as an example, we are winds. Harmonising and uniting 1078 Amsterdam Venue: Seminar theatre, Hall 9 (ICRAT 2012) the capability to utilise free-route replacing the seats in our b737 airspace across europe is a must Netherlands This fifth edition of the International airspace where there are no fixed fleet with modern and lighter to make this happen. 18 - 20 April 2012 Conference on Research in Air Transportation airways, for example northern ones. in 2012 we will also replace “in terminal areas around Exhibition: ICAO Air Transport Symposium (ICRAT) is organised by the FAA and Sweden. commander routing the existing braking systems on airports we would like to see Date: 06 - 08 March 2012 EUROCONTROL will be EUROCONTROL. Other co-sponsors include also provides an important fuel our b737-800 fleet with carbon better utilisation of modern Location: represented by Bo Redeborn, NASA and JPDO. saving potential, in particular brake systems which, aside from navigation capabilities with an Hall 10, stand number D418 Principal Director ATM, and for flights between Scandinavia the operational benefit, will accelerated rate in publishing Adriaan Heerbaart, Director University of California, Berkeley, United States and UK, France and Spain. Fuel reduce weight by over 300kg per p-rnaV and rnp-ar departure Conference: Central Route Charges Office. is planned for the most likely aircraft. through our Green Flight and arrival routes also in larger Will today’s ATM 12 - 14 September 2012 runway in use and not for the and Fuel efficiency programme airports. in designing these programmes meet the International Civil Aviation HCI-Aero 2012 - Transition longest departure and arrival we are monitoring fuel efficiency routes it is essential to shorten challenges of tomorrow? Organization, Quebec, Canada of science into reality routes. in summary, by tweaking but are also pro-active in tracks compared to today’s Date: 06 - 07 March 2012 A scientific and industrial event with a our flight planning process we developing improved operational radar vector environments. For 18 - 21 April 2012 unique opportunity for a dialogue can better optimise each flight procedures internally as well as airports this is an opportunity Seminar: AERO Friedrichshafen 2012 between researchers and practitioners. and thus fly more fuel efficient. externally, together with anSps to be pro-active in improving Network Manager: EUROCONTROL will be present at this “we are also continuously and airports. on a larger scale the environmental impact in addressing ATM 2012 year’s annual general aviation (GA) EUROCONTROL Headquarters, Brussels, Belgium having a dialogue with the SaS has ordered 30 new airbus their vicinity. For airspace users Performance celebrating its 20th edition. nordic anS providers regarding a320 neo aircraft with new this would be a significant step Date: 06 March 2012 design and implementation of engines which will be the most towards a performance based Time: 10:00 - 10:20 Friedrichshafen, Germany new and better departure and fuel efficient aircraft in our fleet.” navigation operation. Venue: Seminar theatre, Hall 9 arrival routes. For example, a new “one more thing we would like 04 - 07 May 2012 rnp-ar approach procedure Skyway: How would you redraw to see is a higher utilisation of Seminar: Sixty-seventh IFALPA Conference to runway 26 at Stockholm- the airspace sectors above military airspace around europe Dynamic Demand Aviation safety is one of the key objectives arlanda was designed in close europe to provide more flexible by integrating military and civil Capacity Balancing of EUROCONTROL and this forum will serve as collaboration between SaS and direct routes? air traffic control, thereby making Date: 06 March 2012 an international platform to engage discussion and LFV. it will save around 10 “the fragmentation of the it possible to mix military and Time: 16:30 - 16:50 at highest professional level. track miles compared to the european airspace and the atm civilian air traffic. military sectors Venue: Seminar theatre, Hall 9 standard arrival route. in oslo system is one of the major causes could also be redrawn and International Federation of Airline Pilots’ we are in dialogue with avinor for inefficiencies throughout possibly moved further away Associations (IFALPA), Paris, France regarding the new point merge europe. contrary to the United from main routes between the arrival route system which has States we do not have a common bigger cities.”
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ACSS 75 AENA 12, 13 Airbus ProSky Inside front cover ARINC 4 Boeing ATM Guide inside and back covers Cessna 63 Comsoft 41 DSNA 58 GNSS 21 GroupEAD 52, 53 Guntermann and Drunck 76 Isavia 35 Kazaeronavigatsia 70, 71, 72 Lockheed Martin Outside back cover Micro Nav Ltd 79 NAATC 48 NATS 17 Oman Airports Management Company 82, 83 SAKAERONAVIGATSIA 51 SITTI S.p.A. Inside Back Cover Thales Alenia 6, 7 Thales 10 UBM ATC Global 8
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