Skyway No.55 - Summer & Autumn 2011 by EUROCONTROL

Skyway magazine

EUROCONTROL

No. 55, Summer - Autumn 2011

Designing & managing airspace routes Managing the network

Jacques Dopagne, Director Network Management, EUROCONTROL

Interview with

Matthew Baldwin, Director Air Transport European Commission

sue: Also in this insagement

e ma ntation e m le p im e t u n Free ro ement g a n a m y r o t c n 4D traje

n Airspac

Skyway is a EUROCONTROL publication

Contents

Skyway magazine

Number 55 Summer - Autumn 2011

The EUROCONTROL Skyway magazine. Publisher: David McMillan Managing Editor: Kyla Evans Editor: Lucia Pasquini, Catherine De Smedt Linguistic Advisers: Language Service Layout: Frédérique Fyon Photography: Véronique Paul/Graphix Printing: EUROCONTROL Logistics and Support Services

EDITORIAL 5 By David McMillan, Director General

FOCUS 6 Strategy and vision 10 Improving civil-military ATM coordination for the Single Sky in order to enhance European network performance 14 Airspace developments: key in network operations planning

© European Organisation for the Safety of Air Navigation (EUROCONTROL) September 2011 This document is published by EUROCONTROL in the interests of exchange of information. It may be copied in whole or in part, providing that EUROCONTROL is acknowledged as a source. The information contained in this document may not be modified without prior written permission from EUROCONTROL. Articles appearing in this magazine do not necessarily reflect EUROCONTROL’s official policy. For more information and to receive a free copy of Skyway, please contact the editor, Lucia Pasquini E-mail: lucia.pasquini@eurocontrol.int Telephone: +32 2 729 34 20 Fax: +32 2 729 91 98 EUROCONTROL 96, rue de la Fusée, 1130 Brussels, Belgium EUROCONTROL Website: http://www.eurocontrol.int

18 Airspace management: a collaborative and transparent decision-making process 22 Tactical handling of the European airspace network 25 FRAM: Free Route Airspace Maastricht - As the crow flies 29 Integration of functional airspace blocks into ARN version-7 32 4D trajectory management

INTERVIEW 36 Seven questions for Matthew Baldwin, the newly appointed Director of Air Transport at the European Commissionâ&#x20AC;&#x2122;s Directorate General of Mobility and Transport, DG MOVE

INDEPENDENT PLATFORM 38 Operational challenges to enhancing airspace usage

36 46

VIEWPOINT 42 Blue Med Malta free route real-time simulation 44 The FABEC ATFCM/ASM function: one step ahead

VISITS 50 EUROCONTROL welcomes visitors to its premises, both individuals and organised groups 51 Forthcoming events

REVIEW 46 The Central Route Charges Office, 2001-2011

44 Skyway 55 Summer - Autumn 2011

EDITORIAL Dear Readers,

Chers lecteurs,

A sky without borders is the underlying vision of the Single European Sky. This means that we need to radically rethink the way in which airspace is designed in order to improve performance and efficiency in the skies above Europe. In this issue of Skyway, we will be looking at the main challenges Europe is facing and the key initiatives currently in place to tackle them.

Un ciel sans frontières est ce que nous visons à mettre en place à travers le Ciel unique européen. Ce projet nous impose de repenser radicalement la manière dont l’espace aérien est organisé dans l’optique d’améliorer les performances et l’efficience dans le ciel en Europe. La présente édition de Skyway examine les grands défis que l’Europe doit relever ainsi que les principales initiatives mises en œuvre pour les surmonter.

One of the main challenges is to adopt a real network approach – thinking and operating as a network is essential for performance. Following on from the reform programme we undertook in 2010 to adapt ourselves to the changing political and operational context, we have recently been nominated by the European Commission to take on the role of European network manager. As network manager we will work with all the various actors within the European aviation sector to make sure that the ATM network can meet the demands of its users. A key element in designing an efficient airspace and operating as a network is the interface between the air routes and the main airports. As Jacques Dopagne, Director Network Management, will explain airspace design must combine the route structure of the flight together with the best possible interface with the airport, where future bottlenecks are expected. Looking to the users of the network, it is clear that different airspace users have different needs. Balancing the needs of civil and military users so that the airspace is effectively utilised requires close coordination at all levels, and we have unique experience in this area. Skyway will tell you more about the changes required to make civilmilitary ATM coordination fit for SES. A network perspective is critical if we are to meet the performance targets of tomorrow. EUROCONTROL has solid experience and expertise in air traffic flow and airspace management, network planning and airspace design, and our nomination as Network Manager is clearly built on this. I see this nomination as a token of the appreciation and trust of our stakeholders for more than 50 years and as an exceptional challenge for the next 50 years. We are fully committed to building on our past experience and to evolving in our new role, in full cooperation with our stakeholders.

Un des défis majeurs consiste à adopter une véritable approche de réseau – penser et fonctionner comme un réseau est essentiel pour la performance. Dans le sillage du programme de réforme lancé en 2010 afin de nous adapter à l’évolution du contexte politique et opérationnel, nous avons récemment été désignés par la Commission européenne pour exercer le rôle de Gestionnaire du réseau européen. À ce titre, nous allons œuvrer avec l’ensemble des différents acteurs du secteur aéronautique européen pour faire en sorte que le réseau ATM soit à même de satisfaire aux attentes de ses usagers. Un facteur déterminant pour organiser l’espace aérien de manière efficiente et travailler en réseau est l’interface entre les routes aériennes et les principaux aéroports. Comme l’explique Jacques Dopagne, Directeur « Gestion du réseau », l’organisation de l’espace aérien doit combiner la structure de routes du vol et la meilleure interface possible avec l’aéroport, où des goulets d’étranglement sont escomptés dans l’avenir. En ce qui concerne les utilisateurs du réseau, il est évident que les différents usagers de l’espace aérien ont des besoins qui leur sont propres. Concilier les besoins des usagers civils et militaires de sorte que l’espace aérien soit exploité efficacement impose une étroite coordination à tous les niveaux, et nous possédons une expérience unique dans ce domaine. Skyway vous en dira plus sur les changements requis pour adapter la coordination civilemilitaire dans le domaine de l’ATM aux exigences du SES. Une perspective de réseau est cruciale pour atteindre les cibles de performance de demain. EUROCONTROL peut se prévaloir d’une vaste expérience doublée d’une solide expertise de la gestion des courants de trafic aérien et de l’espace aérien ainsi que de la planification du réseau et de l’organisation de l’espace aérien, autant d’atouts qui sont clairement à la source de notre désignation en qualité de Gestionnaire du réseau. Je considère cette désignation comme un gage de l’appréciation et de la confiance de nos partenaires après plus de 50 ans, et aussi comme un défi exceptionnel pour les 50 prochaines années. Nous sommes pleinement déterminés à faire fond sur nos acquis et à évoluer dans notre nouveau rôle, en totale coopération avec nos partenaires.

Let me conclude by taking a few words from Matthew Baldwin’s interview and which reflect the spirit of this edition of Skyway: “Performance is the absolute beating heart of the Single European Sky. We can’t consider it a done deal until we have realised significant and enduring performance improvements.”

Je conclurai en reprenant quelques mots de l’entretien de Matthew Baldwin qui reflètent bien l’esprit de ce numéro de Skyway : « La performance est l’élément vital absolu du Ciel unique européen. Tant que nous n’aurons pas apporté des améliorations significatives et durables sur ce plan, nous ne pourrons considérer que le projet a abouti ».

David McMillan Director General

David McMillan Directeur général

Skyway 55 Summer - Autumn 2011

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Strategy and vision The vision for a Single European Sky is almost as old as the commercial aviation sector itself. That vision is now finally being put in place but efficient airspace usage and design require a detailed strategy and careful implementation. Skyway talks to Jacques Dopagne, Director Network Management, who tells us more about how this is being achieved.

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ne Jacques Dopag

The political will to create a unified sky over Europe dissipated in the 1960s shortly after the creation of EUROCONTROL – the organisation that was founded with this very goal in mind. Some 50 years later, however, the phenomenal – and initially unexpected – growth in air traffic has led to a consensus for the grand European aviation scheme to finally go ahead. This time though there is a political structure – in the shape of the 27 Member States of the European Union – that is robust enough to support the vision through to its fruition and pragmatic enough to work to extend it beyond its supranational borders. The vision is to rethink the way airspace is designed so that it no longer represents the national borders below it. The fragmentation created by the airspace design, as it was originally conceived, is creating inefficiencies and delays that currently dog the continent’s aviation network. Therefore, a set of nine multinational projects, known as functional airspace blocks, are being defined to be implemented by the end of 2012 to improve the performance in the skies above Europe. Countries have banded together to combine their airspaces into large enough segments to be able to create the unified network that was set out in the first legislative package of the Single European Sky back in 2004. A second legislative package (SES II) was adopted five years later which fine-tuned and, to some extent, reinvigorated the project. Within this second legislative package there are three elements that will drive the quest for greater efficiency, lower costs, less environmental impact and increased safety – a rigorous Performance Scheme, the creation of the SESAR Joint Undertaking and an effective Network Manager.

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Managing the network The European Commission (EC) was conscious of the fact that if it imposed targets on the system then it should also establish a means of helping the stakeholders to achieve them, hence the concept of the Network Manager was born. Its role is primarily to coordinate all of the various actors within the European aviation sector in order to get the optimum output from them in terms of: n

route network design; management of scarce resources; n traffic flow management; n slot coordination and allocation; n support and synchronisation of the deployment of SESAR technologies and new operational concepts. n

The Single European Sky Performance Scheme will gradually build up its remit. For the first reference period (RP1), running from 2012 to 2014, the targets relate specifically to the flight efficiency/environment, network capacity and cost-efficiency. Those covered by the targets are all 27 EU States plus Norway and Switzerland who have entered the project under agreements with the EU. The second reference period (RP2) will incorporate additional targets for safety and airports. When the EC adopted the Network Management Functions Implementing Rule in February 2011, it also proposed that EUROCONTROL should be designated as the Network Manager. Late August, EUROCONTROL’s 39 Member States accepted our nomination. The European Commission has supported EUROCONTROL’s effort to get all EUROCONTROL States on board as it is aware that the Network Manager would work best if its

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remit was extended beyond the EU. Nevertheless the sovereignty rights of EU States and EUROCONTROL non-EU States has to be secured in the implementation of Network Management functions. In preparation for such a move, EUROCONTROL has undergone a radical reorganisation, part of which saw the creation of the Directorate Network Management (DNM) on 1 January 2011. Jacques Dopagne, who heads the DNM, sees EURO-CONTROL as the logical organisation to take on this role. “For decades now, we have been active in every technical and operational domain that is required for this task – airspace design, air traffic flow and airspace management, capacity planning both for airspace and airports, managing scarce resources as well as introducing new technologies and procedures.” Moreover, the Central Flow Management Unit that was established by EUROCONTROL in 1989 to drive down delay could be said to be a precursor of the Network Manager. Other high-profile programmes like the effort to increase airspace capacity by implementing reduced vertical separation minima (RVSM) underline the Agency’s ability to develop and deliver pan-European projects. The switch-over to 8.33 kHz voice communications channel spacing is another good example. In addition, the fact that EUROCONTROL has been working with the military ever since its inception together with the fact that its membership is larger than the EU’s (39 against 27) makes it an ideal bridge from the EU to the rest of Europe. This is vital as Dopagne points out, “The larger the area of the airspace you design the better it is for the flow and airspace management.”

Designing the airspace According to Dopagne, “What airlines want is shorter routes. They also want to choose their own routes, the ones that fit their business, wherever possible.” But, he elaborates, “There is one particular element that is very important. That is the interface between the air routes and the main airports like Amsterdam, London, Madrid, Paris and so on.” In short, the airspace design must combine the route structure of the flight together with the best possible interface with the airport. It is, therefore, a function of the Network Manager to work with the other stakeholders – air navigation service providers, airlines, airports and the military – to ensure the overall coherency of the network by integrating local plans with the ‘big picture’.

One key element that will make the flight efficiency target achievable is the Free Route Airspace concept. In this, airlines choose where they enter into an airspace sector and where they leave it. This will achieve the shorter more direct routes and produce greater efficiency. Additional efficiency gains will also be achieved through the way in which flights actually take place. Significant savings are already being accrued through the growing adoption of continuous descent approaches (CDAs) where an aircraft can glide down from the top of its descent with its engines on idle. Not only does this save fuel, but it also reduces noise irritation along the route to the airport as less of the flight is within earshot of the ground. A similar concept is being adopted for aircraft departures. The airspace design around airports needs to be adapted so that there are

“The larger the area of the airspace you design the better it is for the flow and airspace management.” multiple paths for these approaches and departures to be undertaken. On the airport side, besides operational and technical evolutions that will contribute to the performance both of airports and the network, there is now growing optimism that there will be an acceleration of the implementation of A-CDM in more airports.

Responding to crises The eruption of Iceland’s Eyjafjallajökull volcano was a stark example of how the lack of a coordinated response to an event, and the absence of harmonised regulations, practices and procedures can result in confusion, delay and increased costs. That is why the establishment of the European Aviation Crisis Coordination Cell (EACCC) was so necessary. This body has set about finding a new consensus-

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driven and more efficient method of addressing the issues arising from such an event and deploying the remedial action required to heal the system. The process was put to the test in May 2011 when Iceland’s most active volcano, Grimsvötn, erupted, spewing ash once again across northern European airspace. “We activated the EACCC, we had five meetings and we were in contact with the major airlines, the air navigation service providers (ANSPs), the national supervisory authorities (NSAs), EASA (European Aviation Safety Agency) and the Volcanic Ash Advisory Centre (VAAC). We monitored the situation, decided what to do and put a plan into action,” Dopagne explains with obvious enthusiasm. The second volcanic eruption may not have been as severe as the first but the response was markedly better. Plans are now afoot to bring the EACCC within the re-

mit of the Network Manager so that it can play a larger role within the entire system and help to address not just volcanoes but other disasters such as nuclear contamination scares like the Fukushima incident in Japan. Reducing the distance aircraft have to fly over Europe will inevitably result in fewer emissions, which is good for the environment and good for the costeffectiveness of the entire network and all the actors within it. It should come as no surprise, however, that getting to the end of the roadmap which has been sketched out by the ATM Master Plan that governs this huge effort will take time. By 2020 the aviation sector should however have radically overhauled the way the airspace above Europe is organised and the way in which aircraft fly within it. n

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Improving civilmilitary ATM coordination for the Single Sky in order to enhance European network performance

urth

Michael Steinf

If we are to achieve complete and successful implementation of the Single Sky at pan-European level, there are still some challenges to be mastered. Michael Steinfurth, Head of EUROCONTROLâ&#x20AC;&#x2122;s Civil-Military ATM Coordination Division, looks at the changes required to make civil-military ATM coordination fit for the SES.

Whereas in the past, air travel was the privilege of wealthy elite, commercial air transport has gradually evolved to become a common means of transport for business and leisure trips. As a result, Europe has experienced a continuous growth in air traffic over the last 30 years and despite occasional drawbacks stemming from various crisis scenarios, the growth is not expected to stop. In order to allow these activities to be safely executed with the necessary punctuality, air traffic management (ATM) has become increasingly important. One major tasks of ATM is to manage the efficient use of airspace in order to facilitate the operational needs of commercial air transport, military aviation and general aviation. Consequently, airspace management (ASM) has massively increased in importance in recent decades, especially since airspace is a finite resource that has always been facing and continues to face an ever-growing demand for capacity.

CONTROL many years ago, and the resulting idea “One Day – One Sky” may still be remembered. However, only the clear determination of the European Union to reduce fragmentation, increase capacity, accommodate major traffic flows and establish a transparent performance scheme has provided sufficient power and momentum for the implementation of the Single European Sky (SES).

From airspace as a single entity to a Single European Sky As early as the 1980s, EUROCONTROL was already addressing this problem, and provided its Member States with best practices for managing airspace, utilising the Flexible Use of Airspace (FUA) concept. The FUA concept brought together civil and military partners to discontinue the practice of dividing airspace between civil and military use. Instead, airspace was considered a single entity, which is allocated to the various users when needed.

Airspace management (ASM) has massively increased in importance in recent decades, especially since airspace is a finite resource that has always been facing and continues to face an ever-growing demand for capacity.

Since the first EC communication in December 1999, the SES has made good progress, with the EU bringing into force two legislation packages, establishing the SES ATM Research (SESAR) Programme, creating the European Aviation Safety Agency (EASA), developing functional airspace blocks (FABs) and entrusting the task of European Network Manager to EUROCONTROL. There are, however, still some remaining challenges to be mastered before complete implementation of the Single Sky on a pan-European scale with all its expected benefits can be successfully achieved.

Today, this practice is well applied in the vast majority of European States. However, the effectiveness of ASM and the FUA finds its limitations in the nationally fragmented European ATM structure. The fact that this national ATM fragmentation reduces airspace and network capacity was identified by EURO-

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Single European Sky challenges One of the major remaining challenges is to improve civil-military ATM coordination arrangements to reach beyond national boundaries in order to sufficiently match the SES environment, including future changes resulting from SESAR and the ATM Master Plan. The good news is that EUROCONTROL is ready and prepared to support its Member States in improving civil-military ATM coordination. EUROCONTROL, as the sole civilmilitary intergovernmental ATM organisation in Europe, is best suited for this task, since, with the Civil-Military Interface Standing Committee (CMIC), the Military ATM Board (MAB) and the Military Harmonisation Group (MilHaG), appropriate consultation arrangements are already in place, and with its Civil-Military ATM Coordination Division (DSS/CM) forming part of the recently created Directorate Single Sky, there is also a work force of the appropriate size and quality to facilitate the intended improvements.

Changes required to make civil-military ATM coordination fit for SES Before a start is made on the development of changes, an agreed “desired end-state” must be defined. The desired end-state for the civil partners is manifested within SES and SESAR: ten times more safety, half the cost, three times more capacity, 10% less environmental impact. The desired end-state for the military partners is to maintain operational flexibility and the availability of appropriately sized airspace to “train as they fight” at least at the same quality level as today. On the assumption that the desired military end-state is accepted by the relevant civil partners, the European military ATM community is determined to fully support SES and SESAR and to adapt civil-military ATM coordination arrangements for better network performance. Supported and facilitated by EUROCONTROL’s Civil-Military ATM Coordination Division (CM), the European military ATM community has already reached important milestones towards

improved civil-military coordination arrangements at the strategic and technical levels. MAB has established militarymilitary coordination arrangements, which will deliver to the maximum extent possible single pan-European military positions for civil-military ATM coordination, instead of multiple national views. With due regard to respective SES legislation and in line with the ATM Master Plan, CM has developed for EUROCONTROL’s military and civil stakeholders an airspace management support system, the “Local And sub-Regional ASM Support System (LARA)”. This system is supporting military airspace planners, but far more importantly, for the first time in ATM history, a widely deployed LARA could also provide a pan-European view on military aerial activities throughout all three ATM phases for all civil actors involved. Currently, LARA is being deployed in Belgium, the Netherlands and the UK, but more States are lining up to get involved. Together with the military liaison officer (MILO) function that has been already implemented in the Network Management Operations Room, the future Network Manager could pro-actively initiate civil-military collaborative real-time decision-making to improve network performance by using the enhanced ASM opportunities provided by LARA.

To assess the performance of ASM and to receive feedback for required corrective actions, the PRISMIL service was developed and initially established within the Belgian, French and German air forces. PRISMIL is currently the only operational system in Europe capable of measuring ASM performance. Appropriately responding to SES II legislation and the ATM Master Plan, many more States are therefore getting ready to use PRISMIL. The military European ATM community has fully engaged in SESAR since the definition phase and is convinced that SESAR has the potential to develop systems and tools that will enable both the civil and military sectors to reach their desired end-state in ATM. To achieve this, military requirements need to be duly regarded and integrated into the ongoing research and development activities. For that purpose, the Directorate Single Sky and its Civil-Military ATM Coordination Division have established, internally with EUROCONTROLâ&#x20AC;&#x2122;s SESAR Directorate and externally with the SESAR Joint Undertaking (SJU), functional working arrangements to manage military SESAR contributions. The ongoing SESAR work is intended to provide maximum civil-military system interoperability in order to ensure best possible implementation of the SESAR Concept of Operation and its

Skyway 55 Summer - Autumn 2011

The military European ATM community has fully engaged in SESAR since the definition phase and is convinced that SESAR has the potential to develop systems and tools that will enable both the civil and military sectors to reach their desired end-state in ATM. main enablers, system-wide information management (SWIM) and trajectory-based operations.

Coordination for a true pan-European Single Sky Further activities to align civil-military ATM coordination with SES requirements are aimed at enhancing civil-military CNS (communications, navigation and surveillance) system interoperability to minimise State aircraft exemption policies, which also place constraints on network performance. Equally important for network performance is a sufficient level of ATM safety and subsequent efforts that improve civil-military coordination in regulatory matters. Supported by EUROCONTROL, the military European ATM community is engaged in harmonising military rules and sharing them with its civil partners, and in the process to establish sound working arrangements with EASA.

An often underestimated aspect is ATM security, as security incidents in particular could have a massive impact on the performance of the network. The military European ATM community is also active in this field and is supporting civilmilitary coordination arrangements within the NATO-EUROCONTROL Airspace Security Coordination Group (NEASCOG). Many activities and projects to improve civil-military ATM coordination for the Single Sky and to enhance European network performance have already been initiated, developed or are about to be deployed. However, the efforts must continue in a true spirit of civil-military cooperation that acknowledges the requirements of all partners involved and pays due respect to their constraints, even if this at times calls for a durable compromise which might not provide maximum individual benefit but improves overall network performance for civil and military users at large. If all States and stakeholders involved embark on these principles, nothing can stop the successful implementation of a true pan-European Single Sky. These final words could have been a suitable ending to my contribution to the summer edition of the Skyway magazine. However, my article would not be complete without mentioning the merits of Jean-Robert CazarrĂŠ, who has just finished his contract with EUROCONTROL, since it was his strategic vision and determination as Director for Civil-Military ATM Coordination which initiated and advanced many of the projects that will provide sustainable improvements for civil-military ATM coordination in the Single European Sky. n

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Airspace developments: key in network operations planning roiu

Razvan Bucu

Version 7 of the European ATS Route Network was developed to address traffic growth, delay targets and environmental requirements. It responds to the Provisional Councilâ&#x20AC;&#x2122;s Airspace Action Plan and the 2015 Airspace Concept and Strategy for the ECAC States. Razvan Bucuroiu, Head of Operations Planning Unit at EUROCONTROL, tells us more about it.

A performance-driven development As a result of the combination between traffic growth and delay targets, the European ATM network capacity will need to increase by 28% between 2010-2014 if it is to achieve and maintain the EU annual delay target of 0.5 minutes/flight and accommodate a forecast traffic increase of 13%. The European ATM network also faces intense pressure to improve the environmental performance in order to achieve the EU environmental targets and limit the impact of rising fuel prices.

A consolidated development The Version 7 of the European air traffic services (ATS) Route Network (ARN) and its associated concept of operations and catalogue of projects were developed to respond to these requirements. The deliverable is generally known as ARN Version-7. ARN Version-7 responds to the Provisional Councilâ&#x20AC;&#x2122;s Airspace Action Plan and the 2015 Airspace Concept and

Strategy for the ECAC States. ARN Version-7 will also continue to address the main requirements included in the Flight Efficiency Plan signed in 2008 between IATA, CANSO and EUROCONTROL.

pects of SESAR IP1 (2008-2013) and also contributes to the achievement of the Single European Sky requirements. ARN Version-7 offers more alternative routings and more direct route alignments closer to the user-preferred routes, whilst maintaining the internal operational consistency of the European airspace organisation. It takes into account the need for a coherent interface with the remainder of the ICAO European and North Atlantic Region and other relevant ICAO regions.

The objective of ARN Version-7 is the enhancement of European ATM capacity, flight efficiency and environmental performance through the development and implementation of an improved ATS route network and terminal area (TMA) system structures, supported by corresponding improvements to the airspace structure and optimal utilisation rules for ARN Version-7 is derived from both within the ECAC area. the following sources: ARN Version-7 ensures the n AAS route network; further deployment of the adn additional proposals vanced airspace scheme route covering a cohesive network and consolidates into development of the European ATS a network approach the first route network; functional airspace block (FAB) n solutions developed within various developments, the move toFAB initiatives; wards free route application n proposals originating at implementation projects and national or sub-regional level; TMA system developments. n aircraft operator proposals. It lays the foundations for the delivery of the operational as-

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What is new? ARN Version-7 includes a large number of new features, namely it: n is based on a dedicated operan n

n n n

tional concept; includes a network-wide Free Route Concept of Operations; includes an evaluation of the contributions to European operational performance targets; comprises a European night route network; includes a first comprehensive package of Free Route Projects; integrates the first comprehensive package of airspace improvements resulting from FAB developments; has been developed on the basis of several layers of improvement (fixed permanent route network, night route network, free route airspace, sectors, TMA developments, etc.) responding to the notion of airspace configuration.

Route efficiency KPI per AIRAC cycle

What will be the impact on performance? At this stage ARN Version-7 contains 470 packages of airspace proposals scheduled for implementation for the 2011-2014 summer seasons. These proposals include more than 1,500 route changes, around 40 resectorisation projects and about 25 TMA projects. The evaluation of the ATS route network improvements included in ARN Version-7 indicates a reduction of the daily route extension of approximately 33,000 nautical miles (NMs) per day as a result of the airspace design actions implemented between autumn 2010 and autumn 2014. As a result of these airspace design actions, the European ATS route network will become only 2.90% longer than the great circle distances (from TMA entry to TMA exit points).

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Route savings Daily reduction of route extension of 33243 NM

ARN Version-7 has the potential to significantly improve flight efficiency if all projects are fully implemented. Between autumn 2010 and the end of 2014, flight efficiency is expected to improve by at least 10%. The route extension due to airspace design (if all flights use the route network without any route restrictions and with all CDRs permanently available) is expected to decrease from 3.13% in September 2010 to 2.90% by the end of 2014. The graphs above show the expected trend of flight efficiency indicators between autumn 2010 and the end of 2014 in terms of extension compared to the great circle and net savings.

As from full implementation of ARN Version-7 in 2014, flying distances will be reduced by approximately 12 million NMs, representing the equivalent of 72,000 tons of fuel saved, or reduced emissions of 240,000 tons, or â&#x201A;Ź 60 million. The ARN Version-7 Catalogue contains approximately 40 re-sectorisation projects in addition to route network solutions designed to reduce the complexity of the airspace structure. Based on fast-time simulations of a number of projects, it is expected that ARN Version-7 will bring an additional 8-10% capacity to the European ATM network when fully implemented.

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Main improvements Map 1 indicates the airspace structure expected to be in place at the end of the implementation of ARN Version-7 (end of 2014), together with the traffic load based on current traffic. ARN Version-7 is an integral package of airspace design and utilisation solutions. It was built on the development of new concepts that were transposed in several layers of airspace developments. These layers are properly interconnected at network level to ensure an appropriate and cohesive airspace utilisation:

n between various concepts; n over a 24-hours period; n and over various period of the

week or year. The further development of the concept of airspace configurations at network level will ensure an enhanced utilisation of these various layers at local, sub-regional, FAB and network levels. Map 2 shows the layer of new ATS route segments that will be added to the European ATS Route Network through ARN Version 7. Map 3 shows the layer of new night/ weekend direct ATS route segments that will be added to the European ATS Route Network through ARN Version 7. Map 4 shows the layer containing the implementation of Free Route Airspace initiatives that are currently included in ARN Version-7. This layer is supported by an initial network operational concept for Free Route Airspace Operations.

Linking airspace design and airspace utilisation ARN Version-7 offers a greater number of possible options for use with ATS route and ATC sector combinations, facilitating a balanced approach to capacity and flight efficiency. These options were taken into account in the airspace design planning stages. Nevertheless, in order to exploit their full potential, development of appropriate flight data processing systems, enhanced air traffic flow and capacity management (ATFCM) processes, the charging scheme and an enhanced ASM concept of operation will need to be applied.

Conclusions ARN Version-7 enabled the achievement of a successful European airspace design through: n the implementation of an advanced and consolidated concept of operations; n a pan-European view treating the European airspace as a continuum and a stra-

By bringing airspace design and airspace management closer together it will enhance the effectiveness of the overall ATM system. The target should be a structure that allows airspace users to fly their preferred routes and profiles, ANSPs to select the most efficient airspace organisation and ATFCM services to manage overall capacity at its optimum.

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n n n n

tegic vision of the European ATS Route Network, designed on the basis of main traffic flows and user-preferred routes and profiles, with optimised supporting ATC sectors; the gradual elimination of bottlenecks and reasons for flight inefficiency; optimised procedures for an enhanced use of airspace; a balanced approach between European network, regional and local requirements; a coordinated and integrated partnership approach for the collective benefit of airspace users, Member States, air navigation service providers, and civil and n military authorities, deployed through a collaborative planning process.

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Airspace management: a collaborative and transparent decisionmaking process n

re Anders Hallg

Anders Hallgren, EUROCONTROL Operations Planning Expert, looks at how airspace management has developed to ensure a dynamic utilisation of available airspace in real time, ensuring that airspace users make the most of the airspace available. Background The DMEAN concept of operations (CONOPs), developed in 2004, introduces an organised and dynamic flexibility in the management of the air traffic management (ATM) system. It does this in many different areas, with airspace management (ASM) being a key solution, advocating as it does a collaborative and transparent decision-making process in the allocation of airspace. Based on the DMEAN CONOPs, the EUROCONTROL ASM Improvements Initiative was launched in 2007, with the objective of achieving operational improvements in the short and medi-

um-term. This Initiative also focused on issues relating to civil/military airspace utilisation as a means of optimising airspace use, as highlighted by the Performance Review Commission. In particular, processes in support of effective civil/military cooperation, together with a more user-friendly notification process, were seen as very important enablers to provide for a more dynamic use of airspace.

A more dynamic airspace management A first concrete step in the move towards a more dynamic process has already been taken: the airspace use plan (AUP) is now issued on the day before operations (called D-1), and changes can therefore also be dealt with before the tactical phase.

changes will still have to be dealt with at a tactical ATC level, the more that can be handled at the planning stage, the more efficient network operations will be.

Support tools The development of tools to support the airspace management activities is of course essential. Without the introduction of improvements to the system such as CIAM (the CFMU/airspace manager interface), and LARA (local/sub-regional ASM tool), it would not be possible to take full advantage of the processes developed. A full interoperability of tools required both at national and network level is certainly a pre-requisite to ensuring an automatic exchange of data.

This is the first step towards a key deliverable of the ASM Improvements Initiative, i.e. the promulgation of procedures allowing for a continuous, rolling process where the airspace users can better take advantage of available airspace. The scope of the rolling process is to improve the planning phase by allowing for changes to airspace to be uploaded and shared with users in real-time. Even though some

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Real-time up-to-date airspace data At the same time, the DMEAN CONOPs recognised the need for a common and consolidated view of European airspace data, kept up-to-date in realtime, as the main enabler for operational improvements. ADR, a virtual airspace data repository, provides access to consistent sources

of airspace information containing both static and dynamic elements, which will support the ASM/ATFCM/ ATC collaborative process.

Real-time simulation to confirm benefits A real-time simulation is scheduled for the beginning of 2012 to prepare for how processes related to the ADR (in particular data on airspace status) could be provided. This simulation will address and investigate changes in airspace status as they are handled in real-time during actual ATC operations, which in ASM terms is called ASM level III. The objective of the simulation is to perform an initial validation of the process and confirm possible benefits that can potentially be delivered such as: n

promoting the use of the airspace and/or capacity for planning purposes as soon as it is available; n safety improvements; n more accurate and relevant air traffic flow and capacity management (ATFCM) measures due to ASM/ATFCM operations based on real use of airspace and not only on intentions.

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Role of airspace management cells States have established airspace management cells (AMCs) to allocate the required airspace on a day-to-day basis and to promulgate each day the airspace allocation decision for the following day, through an airspace use plan (AUP). Today, most national AMCs are involved only during the planning phases, and do not perform any tactical monitoring of the airspace situation. In most cases, the tactical information is not even available. However, the developments previously outlined aiming at increasing the dynamism of ASM and moving parts of the pre-tactical phase into the day of operations through a rolling process will have an impact on the future roles and responsibilities of AMCs. If, in a future dynamic system, the AMCs are not aware of the real situation i.e. do not receive real-time airspace status updates, it will be difficult for them to take informed decisions on the development and progressive issuing of dynamic airspace use plan updates and to be sure that the plan and updates are still relevant.

ASM solution process However, the ASM Improvements Initiative is not only focused on the development of processes. One of its important objectives is to identify and support States and air navigation service providers (ANSPs) to make use of hidden ATM system capacity through an assessment of where ASM improvements could support more efficient network operations. ASM solutions are the response to the current capacity issues linked to the sharing of airspace between civil and military users, making extensive use of airspace management tools, processes and procedures. The ASM solution process is aimed at delivering ATFCM options that will alleviate capacity problems identified in any particular area of the European airspace, where a better management of ASM airspace structures (e.g. CDRs) could help alleviate ATM delays. It is intended to complement the current CFMU scenarios in use, offering a flexible approach towards network-wide air traffic management.

best decision acceptable to all parties. While decision-making remains with the national Flight Management Position (FMP)/AMC, the Network Manager is the entity best situated to have the network perspective and to propose the optimal solution for a particular situation. In order to get the process for ASM solutions up and running, a number of enablers have to be put in place, namely: n

The ASM solutions process is a collaborative process; it is based on the partnership between ANSPs, aircraft operators and the military to make the

concept of utilisation supporting tools n appropriate coordination procedures between the network manager, aircraft operators and military

data availability (traffic demand, airspace status and environment data).

To date, a number of trials organised by EUROCONTROL have been run to prove the concept and to identify preliminary requirements for further deployment of ASM solutions. The outcome in terms of usefulness and network management improvements is promising, as these resulting solutions have been validated by application to real traffic.

So far, the ASM solutions have been used only during weekends; therefore, coordination with the military was not

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So far, the ASM solutions have been used only during weekends; therefore, coordination with the military was not required. The next phase will be to consider application during weekdays, which will require full coordination with the military. required. The next phase will be to consider application during weekdays, which will require full coordination with the military. The trials were also focused on D-1 processes using historical traffic data. The objective is now to extend the application of ASM solutions to the day of operations with the purpose of using the developed scenarios with real traffic data, hence responding more dynamically to capacity problems.

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Short-term deliverables Based on the finalisation of procedures and use of existing supporting tools, the short-term target is to put the ASM solution process into operation for this summer, mainly focusing on the southeast axis major traffic flow. The first objective is to improve the situation during weekends, and once the process is stable and running smoothly, it will be considered for weekdays as well. By the end of 2011 the ASM Improvements Initiative is expected to deliver the processes and procedures needed to apply the â&#x20AC;&#x153;rolling processâ&#x20AC;?, and there is now a need to identify the next steps required to continue improving the management and utilisation of airspace. Various EUROCONTROL working arrangements, in close coordination with the related SESAR work packages, are already looking at the implementation steps needed over the next five years to enable the new ASM/ATFCM/ ATS scenario in the context of network operations. A conceptual vision of a wider collaborative sequence of processes between the ASM, ATFCM and ATS partners that should provide for further enhancement of the flexible use of airspace and the European ATM as a whole is required.

The intention is to define implementation steps that introduce performance-driven operations based on the management of airspace configurations. It will also provide for processes that support the use of more dynamic and flexible elements, and describe in more detail a seamless, CDM-based ASM/ATFCM/ATS process with real-time management of airspace configurations as well as a continuous sharing of information enabled by advanced technology developed within SESAR step II (e.g. SWIM, the system-wide information management). Once such conceptual elements are agreed, they will steer the future developments in a way that is consistent with the SESAR ATM Master Plan, allowing us to progress in the right direction on our way towards SESAR, while continuing to progressively improve network operations in order to to meet agreed performance targets. n

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Tactical handling of the European airspace network Based on forecast traffic demand, strategic air traffic flow and capacity management (ATFCM) and airspace management (ASM) measures are planned to counterbalance bottlenecks and other potential problems. Brian Flynn, EUROCONTROL Head of Network Operations, tells us more about anticipating every type of event and disruption, and developing and implementing small operationally-focussed actions to suit every circumstance.

Brian Flynn

Preparations for each summer season culminate with the publication of the seasonal Network Operations Plan at the end of April each year. By this stage the capacity plans, route network and airspace changes of all area control centres (ACCs) have been finalised from a planning perspective. Based on forecast traffic demand, strategic air traffic flow and capacity management (ATFCM) and airspace management (ASM) measures are planned to counterbalance bottlenecks and other potential problems.

The weather We hear a lot about climate change. Whether there is a genuine climate change in Europe or not, we have certainly experienced significantly different weather patterns over the last few summers. Summer en-route weather disruption usually mostly affects the central parts of Europe. While much of north western Europe basked in unseasonal early summer sunshine, several other parts of Europe experienced significant weather disruption in June.

Political events

Of course, the tactical situation will vary quite significantly from that foreseen at the planning stage for several reasons.

Network Management Operations (NM Operations) has increased its activities in this area in order to better anticipate and mitigate the effects of adverse

Events in the Arab world have had some impact on the tourist traffic patterns expected for this summer. Growth has been lower than expected

weather on capacity. Detailed weather forecasts (precipitation, winds, visibility) are assessed. Discussions then take place with air navigation service providers (ANSPs) so that the likely effects on capacity are assessed and mitigation measures prepared for implementation at an appropriate stage, rather than relying on the traditional reactive approach. These procedures are being finalised and will be fully deployed before the end of 2011.

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Despite the comprehensive advance planning there are several other factors that result in tactical bottlenecks which need to be handled on a daily basis. in parts of the south east and higher than expected in the south west and Scandinavia. The patterns are however irregular, which makes it difficult for ANSPs to provide day-to-day capacity aligned with a volatile demand situation. A no-fly zone in Libyan airspace has been in place since March. Whereas the overall disruption to air traffic is minimal, substantial coordination between NATO, Malta ATS, other adjacent ACCs and NM Operations (particularly on flight plan authorisations) is continuing.

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We have had our second (hopefully not annual) significant volcanic eruption. Fortunately the disruption was much less significant than in 2010. The eruption lasted for a shorter duration. New thresholds for the safe operation of commercial air traffic were in place in time for the event. The European Aviation Crisis Coordination Cell (EACCC) was officially convened under the joint chair of EUROCONTROL Director of Network Management (DNM) and the European Commission. Our newest tool, EVITA (the European Crisis Visualisation Interactive Tool for ATFCM) was operationally deployed. This enabled the volcanic ash charts and associated danger areas to be plotted and displayed to all operational NOP users. Aircraft operators were able to plot the route of a flight plan using the EVITA tool as part of their assessment of the circumstances in which intended flights should take place. Significant ATFCM events also took place, including the relocation of Frankfurt air traffic controllers to a new tower in preparation for the fourth runway and a new ACC in Belgrade. Such events require detailed shortterm planning and special transition measures. Most airspace changes are implemented in the spring or winter. A number of significant changes have been successfully implemented and are providing more efficient route options for airspace users. These changes require substantial testing and validation by operational staff from ANSPs

and NM Operations prior to implementation. All these events took place with no significant problems and reflect the excellent cooperation between the ANSPs concerned, airspace users and NM Operations. Despite the comprehensive advance planning there are several other factors that result in tactical bottlenecks which need to be handled on a daily basis. Some ANSPs are facing significant financial problems, mirroring the serious economic circumstances in several European countries. Such difficulties, together with other factors, also lead to social tensions in the ATC community that are reflected in rigidities in staffing, and sub-optimal capacity and sector configurations. A constant effort on a daily basis is required throughout the network in order to squeeze the maximum capacity and minimise delays and routing penalties for aircraft operators. One of the main ATFCM processes used to manage the network is the axis concept. This concept has been in use for more than 10 years and seeks to optimise the handling of major seasonal traffic flows (e.g. south west axis – UK/IRL/Scandinavia < > Iberian peninsula). A new “network delay attribution” technique was successfully used on this axis this summer. The technique involves collaborative agreement on an optimised traffic flow and an equitable sharing of the “delay

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penalty” among the ANSPs involved according to the capacity provided rather than the actual delay incurred in each sector. This technique should prove to be a powerful tool for network optimisation in the future.

How are we doing so far? First let us look at a bad day. On Sunday 24 July there were just under 29,000 flights. Total delays were more than 126,000 minutes. The average delay per flight was 4.37 minutes. Whereas this average delay may not seem very large, more than 5,000 flights had delays in excess of 23 minutes each. During the peak part of the day over 1,300 queries were received in NM Operations operations room from aircraft operators seeking an improvement for their individual flights. Our staff succeeded in finding alternative routes for some flights. The aircraft operator must choose between the cost of the additional route length and the delay. In many cases it was not possible to reduce the delay on flights. There were severe staffing and capacity problems both in the south west and south east part of the airspace. Weekends are very busy in these areas with thousands of holiday makers going to and returning from these holiday destinations. The overall situation, however, is much improved on 2010 (admittedly a very bad year for delays and disruptions to the network). Delays are down by over 40% compared with the first three summer months of 2010. The forecast en-route delay for the summer is 1.7 minutes per flight. Current indications are that this figure will be met or bettered. Significant capacity improvements have been achieved at some

ACCs and airports. In addition to these real capacity improvements, NM Operations in its new role as part of the network management function is focussing its efforts on comprehensive assistance to and coordination with ANSPs in order to achieve every possible minor real-time improvement on a daily basis. A number of concrete and practical action plans have been developed with individual ANSPs. These involve bilateral visits between NM Operations and ACC flow management position (FMP) and supervisory staff, tailor-made training, refinements of sector configurations and capacities, etc. Within the new Network Management Directorate structure, all other aspects including airspace and route design, airport integration in the network and safety form a fully integral part of these action plans. The allocation of the network management function to EUROCONTROL

presents enormous challenges and opportunities for the Directorate of Network Management. We are already well advanced in focussing on this network optimisation role in our activities, including the tactical handling of the network. Whereas 2012 and beyond will present enormous challenges in the context of the SES performance scheme, a first look at summer 2011 operations shows that we have clearly embraced the role. Tactical handling of the network needs a constant “eye on the ball”, anticipating every type of event and disruption, and developing and implementing small operationally-focussed actions to suit every circumstance. n

Tactical handling of the network needs a constant “eye on the ball”, anticipating every type of event and disruption, and developing and implementing small operationally-focussed actions to suit every circumstance.

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fram: Free Route Airspace Maastricht

As the crow flies

Jean-Marie Leboutte

Jean-Marie Leboutte, FRAM Project Leader, Dirk De Herdt, FRAM Deputy Project Leader, and Mireille Roman, responsible for Communications at Maastricht UAC, report on the implementation of Free Route Airspace in the core of Europe. Sub-optimal air routes Recent studies1 have demonstrated that air routes in Europe are not optimally designed. In 2010 a flight’s route was on average 47.6 km (or 5.5%) too long compared to its optimum flight trajectory. Deviations from the optimum flight trajectory generate additional flight and engine running time, fuel burn, gas emissions and high costs to the industry. Extended air routes are due to several factors, e.g. sub-optimal airspace design, inefficient city pairs, constraints related to the need for civil and military airspace users to share the airspace, inappropriate flight planning and route utilisation or route restrictions.

Dirk De Herdt

The current environmental and economic challenges facing the aviation industry demand rapid and fundamental progress on flight efficiency. The introduction of performance assessments and targets is an effective mechanism in driving the performance of the European air traffic management system.

Carbon-neutral growth Starting in 2012, the EU-wide performance targets agreed under the Single European Sky legislation will provide a formal framework for the development of safer and more efficient European airspace, with

The Single European Sky performance scheme stipulates that by 2014 the average route extension in Europe must be reduced by 0.75% compared to the situation in 2009.

Mireille Rom

straighter and shorter routes. The objective is to move towards carbonneutral air traffic growth. The Single European Sky performance scheme stipulates that by 2014 the average route extension in Europe must be reduced by 0.75% compared to the situation in 2009. So far, significant focus has been placed on initiatives to improve airspace design and network management and to reduce flight route extension. One of the most significant developments in the core area of Europe is the introduction of a Night Route Network in the FABEC – Functional Airspace Block Europe Central – area, the busiest of Europe’s nine functional airspace blocks.

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1- Performance Review Report, An Assessment of Air Traffic Management in Europe during the Calendar Year 2010, published May 2011

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Free Route Airspace Maastricht (FRAM): 142 new direct routes introduced as from March 2011.

FABEC Night Network: at the end of 2010, some 115 new routes had been implemented, shortening total flight distance by 1.5 million km per year and resulting in savings of 4,800 tonnes of kerosene and 16,000 tonnes of CO2.

At the end of 2010, some 115 new routes were implemented as part of the FABEC Night Network programme, shortening total flight distance by 1.5 million km per year and resulting in savings of 4,800 tonnes of kerosene and 16,000 tonnes of CO2. The Free Route Airspace Maastricht (FRAM) programme complements the FABEC Night Network programme and provides an initial operational validation for conceptual elements of the SESAR air traffic management target concept. FRAM is therefore a first step towards the implementation of aircraft operators’ preferred business trajectories, which will allow pilots to choose

What is FRAM – Free Route Airspace Maastricht?

What is free route airspace?

For several decades now air traffic controllers at the Maastricht Upper Area Control Centre (MUAC) have been offering aircraft operators direct routes as far as possible. However, these routes – or direct clearances – have not been reflected in the flight plan, which has always referred to the fixed route network.

Free route airspace refers to a specific portion of airspace within which aircraft operators may plan a route freely between a defined entry point and a defined exit point, with the possibility of deviating via intermediate navigation points without reference to the fixed route network. Within this airspace, flights remain at all times subject to air traffic control and to any overriding airspace restrictions.

In March 2011, some 142 new direct routes were introduced, in addition to the 40 direct routes already deployed in MUAC airspace as part of the FABEC Night Network. Aircraft operators are therefore able to flight-plan these routes and it is estimated that some 250 aircraft are able to benefit from shorter routes every night from 00:00 to 08:00 CET.

their entry and exit points freely in a given airspace and fly their preferred route.

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Operational characteristics of FRAM

FRAM and military operations

For aircraft operators and for air traffic managers, this means: n n n n n n n

better flight and network predictability better flight efficiency reduced fuel uplift reduced engine running time greater cost-effectiveness reduced environmental impact better air traffic management performance through more accurate traffic prediction and improved sector workload.

FRAM aims to achieve an acceptable balance between flight efficiency and capacity requirements while maintaining or improving current safety standards without hampering military mission effectiveness.

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Military aviation has a vital role to play in the security of each State. It is, therefore, fundamental for each State to be able to operate its military forces to enable them to discharge their security and defence responsibilities. FRAM will support the level of military mission effectiveness required by each State. In order to meet the increasing needs of both civil and military airspace users in terms of airspace volume and utilisation time, close cooperation is key in order to take full advantage of limited airspace.

The FRAM concept is characterised by the absence of any reference to the route network and is an integral part of the overall airspace organisation.

FRAM will encompass the lateral boundaries of the MUAC area of responsibility and will extend vertically from flight level 245 (24,500 ft or 7.5 km) to the highest operating level of managed airspace.

FRAM airspace is seamlessly connected with non-FRAM airspace.

Transparency with adjacent partners is ensured in the Brussels UIR, Amsterdam FIR and Hannover UIR 245+, with the exception of ATS delegated areas.

Close coordination is maintained with the CFMU.

Unrestricted free route airspace cannot be envisaged within the MUAC area of responsibility owing to the complexity of the airspace and the nature and density of traffic. Because flight profiles are no longer aligned with routes, there are a greater number of random crossing points.

Airspace Management Cell manageable airspace structures remain unaltered.

All airspace users have equal access to FRAM.

Expected benefits FRAM is all about planning, filing and flying direct routes in one of the densest areas of the continent. The savings expected from FRAM deployment at night and at weekends alone compared to the fixed route network are:

624,000 NMs or 1.16 million km per year when compared to the fixed route network. This equates to flying 29 times around the world! n Some 3,700 tonnes of fuel (calculations are based on the average consumption of an A320). n 12,000 tonnes of CO2. n 37 tonnes of NOX.

To ensure the robustness of the concept, FRAM will be deployed in incremental phases: n March 2011: during the least busy hours of the night, from 00:00 to 06:00 CET n June 2011: extended night-time, from 00:00 to 08:00 CET

End of 2011: weekends, from Saturdays 00:00 to Mondays 08:00 CET n

n Early 2012: a real-time simulation will confirm that further deployment is feasible and safe n 2012: day-time on busy Fridays (from 12:00 CET to Monday 08:00 CET) and during national holidays

2013+: 24/7 operations. Full concept of user-preferred trajectories. n

Technology The operational implementation of FRAM is closely linked to the technical deployment of features of the hightech air traffic control system in place at MUAC. Systems are maintained and managed in-house in line with operational requirements. With only slight modifications to the existing software, technical and operational staff were able to prove during real-time simulations that the system can fully support FRAM operations.

Partnerships In order to ensure its optimal deployment, the implementation of free route airspace is being closely coor-

Area of responsibility: MUAC is responsible for the upper airspace (above 7.5 km or 24,500 feet) of Benelux and north-west Germany. With 1.5 million flights controlled per year, MUAC is the second busiest air traffic control facility in Europe. It is responsible for the upper airspace of the Benelux and north-west Germany. Because traffic patterns show a significant portion of climbing and descending flights, MUAC’s airspace is among the most complex in Europe. The airspace is located either above or close to the main European hubs of London, Paris, Frankfurt and Amsterdam. For several successive years MUAC has been rated by independent assessors as one of the most costeffective air navigation service providers in Europe, with by far the highest controller productivity.

dinated with similar initiatives in the area. The future will bring new partners on the road to greater flight efficiency. DFS Karlsruhe ACC (Germany), Naviair (Denmark), NATS (UK) and LVF (Sweden) are expected to link their initiatives with the MUAC FRAM programme.

Free route airspace deployment in Europe Air navigation services in FABEC, Sweden, Portugal and Ireland have already deployed free route airspace at local level, either in full or in part. FRAM, however, represents the first operation of free route airspace in the high-density core area of Europe.

For more information, please contact: Jean-Marie Leboutte FRAM Project Leader jean-marie.leboutte@eurocontrol.int +31 43 366 1554 Dirk De Herdt FRAM Deputy Project Leader dirk.de-herdt@eurocontrol.int +31 43 366 1321 Mireille Roman (for media) MUAC Communications mireille.roman@eurocontrol.int +31 43 366 1352

Aircraft operators:

For more information on the direct routes, cons ult the EUROCONTROL Route Availability Docu ment (RAD) on: https://www.public.cfmu.eurocontrol.int/PUBPOR TAL/gateway/spec/index.html The RAD can be consulted via the seventh blue header in the left column of the Network Oper ations portal (NOP), by clicking on “RAD homepage”, then “AIRAC”, then “Appendix 4”.

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Integration of functional airspace blocks into arn version-7 One of the Single European Sky requirements for the FABs is to enable optimum use of airspace, taking into account traffic flows, and to ensure consistency with the European route network. Razvan Bucuroiu, Head of the EUROCONTROL Operations Planning Unit, looks at the various FAB approaches taken in the context of ATS Route Network Version-7. Since 2007, as part of an overall network development approach, the Route Network Development SubGroup (RNDSG) Secretariat has worked in close cooperation with all functional airspace block (FAB) initiatives to provide support to FAB airspace design. All the FAB initiatives utilised the Advanced Airspace Scheme (AAS) and the Dynamic Management of the European Airspace Network (DMEAN) Operational Concepts as the main inputs for their operational concepts. Most of the FAB initiatives used a harmonised approach, as suggested by EUROCONTROL, for the development of their future airspace structure.

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The close cooperation between EUROCONTROL and the FABs allowed for continuous cross-fertilisation between the airspace projects developed in the context of the FABs, the medium and long-term airspace development processes, the deployment of future operational concepts and the evaluation of the future operational performance of the European ATM network. EUROCONTROL supported the coordinated development and deployment of the FAB improvements. This ensured, as requested for all FAB initiatives, overall pan-European network consistency and interconnectivity, interconnectivity inside FABs and

oiu Razvan Bucur

between FABs, uniform application of airspace management (ASM) and air traffic flow and capacity management (ATFCM) procedures, synchronised implementation of new airspace projects or operational concepts and a cohesive view of performance improvements in relation to the targets set at political level. ARN Version-7 (ATS Route Network) includes contributions from a large number of FABs. This consolidated view responds to the Single European Sky requirements for the FABs: to enable optimum use of airspace, taking into account traffic flows, and to ensure consistency with the European route network.

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Approach taken with the FABs in the context of ARN Version-7 1. FAB Europe Central (FABEC) Very close cooperation was established through the technical and operational support provided to the FABEC airspace design working groups. A large number of projects were developed covering various parts of the FABEC airspace, and consolidation of individual projects, an overall FAB view and an overall European network view and integration were ensured. All the projects scheduled for deployment over the period 2011-2014 are now included in ARN Version-7. These include the deployment of the new concept of night direct routes. 6

ensured to provide good interconnectivity with similar initiatives in the FABEC or other adjacent airspace. 5. Danube FAB A good cooperation process was established with the Danube FAB on airspace design aspects with the clear understanding that the work with the States involved forms part of the overall European network airspace design process. A catalogue of proposals was developed containing a large number of airspace design proposals covering the short, medium and long term. These proposals took into account the overall European ATS route network evolution but also the implementation of more advanced concepts (Free Route or Free Route-like). Complete integration of these projects within ARN Version-7 was ensured. 6. North European (NE) FAB A good cooperation process was put in place between the NE FAB and the RNDSG Secretariat for the introduction of the related projects within ARN Version-7 and in order to ensure overall network consistency. The main aspects addressed were related to the implementation of Free Route operations.

2. Blue Med FAB A catalogue of airspace projects was finalised with the Blue Med FAB containing a large number of airspace design proposals that are within the scope of ARN Version-7. The RNDSG Secretariat provided support in the development of this catalogue and in the assessment of the benefits of the proposals made. Network integration of all the projects scheduled for deployment over the period 2011-2014 was ensured through ARN Version-7. The deployment of the new concept of night direct routes within the Blue Med FAB forms part of ARN Version-7. 3. FAB Central Europe (FAB CE) All the projects due to be deployed during the period 20112014 within the geographical area of the FAB CE are now included as FAB CE contributions to ARN Version 7. Full network consistency was ensured. A proposal on the future evolution of the European night direct routes network in the FAB CE airspace forms part of ARN Version-7, as does the implementation of night Free Route operations in Prague FIR. 4. UK-Ireland FAB All the projects due to be deployed during the period 20112014 within the geographical area of the UK-Ireland FAB are now included as FAB contributions to ARN Version 7. Full network consistency was ensured. Appropriate links were

7. Denmark/Sweden FAB The main contributions of the Denmark/Sweden FAB to ARN Version-7 relate to the harmonised deployment of Free Route Operations. In addition, network consistency was ensured at the interface with other FABs through the development of a number of interface projects that ensured overall network consistency. These projects were a result of the overall network coordination process. 8. Baltic FAB The contributions of the Baltic FAB to ARN Version-7 relate to the overall development of a new airspace structure for Polish airspace, as part of the European airspace network developments, and to the development of more efficient connections within Lithuanian airspace with the overall route network. The deployment of these projects will ensure enhanced capacity and flight efficiency performance in the Baltic FAB. 9. South West Portugal Spain FAB The airspace design projects relating to the South West Portugal Spain FAB contributions to ARN Version-7 relate to the overall development of new airspace projects within Spain. The implementation of Free Route Operations within all of Portuguese airspace completed the overall improvement of the airspace structure in Portugal. Further developments in Portugal could be expected in terms of sectorisation, depending on the trend in traffic demand. n

6 2

8 4

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4D trajectory management 4D trajectory management is expected to improve air traffic operations, in particular to increase the overall predictability of traffic, with benefits to airlines and air traffic management. Ibrahim Bayraktutar, SESAR Trajectory Management Design Project Manager, explains how 4D trajectory management makes it easier for aircraft operators to plan their preferred routes at their preferred times.

The challenge for air traffic management (ATM) is to manage large numbers of aircraft safely and efficiently while matching capacity and limitr tuta rak Bay him Ibra ing the environmental impact. In this context, trajectory management (TM) ensures that the constraints of individual aircraft are met. This is the basic principle advocated by both SESAR and NextGen when they envisage ATM development programmes centred on trajectory-based operations (TBO), i.e. programmes which are entirely dependent on the management of 4D trajectories. Basically, 4D trajectory management makes it easier for aircraft operators to plan their preferred routes at their

preferred times, through coordination with all ATM stakeholders, and subsequently to fly their preferred planned trajectories without the need for intervention, whenever possible. 4D trajectory planning consists of a layered process taking into account business intention, aircraft type and performance, meteorological information and potential airspace/airport constraints. It is negotiated through efficient collaborative decision-making (CDM) processes, driven by the business intentions, with a view to achieving the best possible compromise. 4D trajectory prediction starts at the gate. Taxi routes and target off-block, take-off and in-block times resulting from CDM processes become part of the agreed reference trajectory,

which is jointly agreed between all actors and shared through the network. Similarly, 4D trajectory execution and revision can be initiated in the air or on the ground, the output being the reference trajectory. A number of activities involving several disciplines are required within the 4D TM framework. The quality, accuracy and timeliness of the data available to all ATM participants is essential for the successful management of 4D trajectories and is subject to extensive research and development activities.

Why do we need 4D trajectory management? The goal of achieving TBO introduces a paradigm change not only in the concept of operations, but also in the

interaction between the flight management and trajectory management functions. This shift has an impact on the multitude of different trajectory predictors that support these functions. 4D TM is required to achieve true gateto-gate operations, ensuring that trajectories are efficient and conflict-free and that where possible they correspond to the users’ preferred trajectory – the reference business trajectory (RBT) in SESAR terminology. This means that there is a requirement for a system capable of getting the trajectories from the users who generate them to the ATM system where they are needed. The trajectories have to be exchanged in a consistent manner, together with all the associated quality tags which will qualify them for planning, separa-

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4D trajectory planning consists of a layered process taking into account business intention, aircraft type and performance, meteorological information and potential airspace/ airport constraints.

each ATM capability level defined in SESAR. These include: n

how to ensure a consistent view of the trajectory among the different civil and military stakeholders;

how to define what “a consistent view of the trajectory” actually means (i.e. how to define certain TM system requirements) and derive its consequences and impacts on ATC ground systems;

how to accept changes in the reference business trajectory/mission trajectory. For example, what is the set of changes/constraints that can be proposed and how are they encoded and interpreted, how is the flight intent and aircraft intent information created and by which system?

tion or both, using criteria such as accuracy, robustness, stability, etc.

What is required? 4D TM requires the use of controller decision support tools (e.g. arrival manager utilising P-RNAV) featuring advanced automation and the associated infrastructure and procedures. Central to the concept and the support tools are the air and ground trajectory prediction processes and the negotiation of the trajectories. To achieve TBO using 4D TM, several issues will have to be addressed at

FOCUS

How can this be achieved? 44 Planning The preparation of a Network Operations Plan (NOP) will start with the user-preferred trajectories (UPTs) combined with the ATM constraints which have an impact on a flight or group of flights. Currently, owing to uncertainty in the long term (more than 10 minutes – the look-ahead time), traffic complexity management does not consider potential conflicts but only interacting pairs. As some of the trajectories will have a quality tag “suitable for separation”, the traffic complexity management layer will have already performed separation management at planning level in order to reduce complexity and it will deliver conflict-free NOP RBTs, whenever possible. This process will already require some level of TM support to facilitate a trajectory as close as possible to the UPT satisfying the set of constraints. This means that: n

for the airspace users who have the capability to provide shared business trajectories (SBT), trajectory negotiation/ exchanges will be applied;

for the airspace users without the capability to provide SBTs, the NOP will be prepared by the ATM system supported by the required automation tools.

Since not all the constraints will have the same “urgency” tag, a prioritisation process can be applied. In this case, the NOP-preparing ATM process may decide to release some constraints depending on the level of associated uncertainty.

Challenge A challenging area will be when the progress of one or more aircraft creates a situation in which the NOP cannot be maintained or in which the ATM system itself requires a change to the NOP. The ATM system will rely on a management component by means of which, through a set of strategies and whatifs, a solution can be found which is as close as possible to the previous NOP in order to ensure plan stability while

Use of ATM automation tools is a continuous process, and for each flight the final RBT identified as “NOP-compliant” should be frozen as late as possible to ensure that it has been agreed taking into account the latest information on ATM constraints and other flights’ RBTs. The process of getting to the RBTs should be implemented within the real-time ATM system itself, which will also include a set of automation tools to support the implementation of the agreed NOP and, where this cannot be achieved, to use the required tools to revise the RBT (e.g. to provide a new departure sequence, arrival sequence, rerouting, etc.).

44 EXECUTION In a fully compliant SESAR concept, we can envisage the planning phase of ATM ending just before push-back. The following phase will require the “guidance” element, on board and on the ground, ensuring that the aircraft flies the agreed RBT and that everything happens as planned. This already raises the question of the location of the TM process for the future ATM system – should it be in the aircraft operations centre (AOC) or in the flight management system (FMS)? Since the AOC will have a better knowledge of the overall strategy for the complete fleet and given the availability of high bandwidth links which can be used to continuously update the ATM constraints where each SBT/RBT is optimised, a shift of the TM process from the cockpit to the AOC could be envisaged.

at the same time taking into account flight efficiency. This component will require a level of intelligence so that constraints coming from separation insurance components (conflict detection and resolution), ETO planning modules (integrated arrival/departure manager), traffic complexity management modules, and probably others, can be integrated in the most efficient way whilst minimising the changes to be applied to the NOP. This will require the development of a very interdependent/integrated set of

ATM automation tools and strategies within the ATM system. For example, a change in the trajectory of one aircraft to satisfy a separation constraint (probably the ones with the highest priority) may result in a trajectory which can no longer satisfy a planning time constraint (calculated time of arrival (CTA)) for the same flight. However, the opposite is also possible, such that a management module with the right level of intelligence can find a strategy to comply with a separation constraint which also has a beneficial impact on a traffic complexity con-

REVIEW

However, in the next decade, such an advanced system may not be feasible, because not all aircraft will be able to fly their trajectory to a level of “quality” sufficient to ensure gate-togate conflict-free planning at NOP-preparation time. This means that the ATM planning layer will have to be supported by a separation (conflict detection and resolution) layer as well as the automation tools from tactical controller tool (TCT) to traffic complexity management during execution. This ATM system will operate in a closed loop and continuously monitor the progress of individual flights against RBTs. Due to the difference in the quality of each trajectory, some flights with “high-quality trajectories” may only require RBTadherence monitoring (position, time and speed), whereas others with “lower-quality trajectories” may require continuous monitoring of their separation and planning time adherence (estimated time over (ETO)). Consequently, prior to entry into the SESAR 4D TM area, each flight will receive a “trajectory clearance” which may be quite different from one aircraft to the next depending on aircraft capabilities. For non-equipped aircraft, the trajectory clearance may simply result in a sequence of standard route/level/speed clearances provided to the air traffic controller (ATCO) by automation and sent by voice, whereas for fully equipped ones it may be a 4D TM contract for a given look-ahead time with tolerances in the constraint-matching process. As soon as the aircraft is active in the 4D TM area, it will be continuously monitored against the RBT, covering separation as well as ETOs to ensure that the NOP can be maintained.

straint downstream of the flight without invalidating a CTA constraint on the same flight.

Conclusion TBO is the foundation of the SESAR concept. It requires a significant shift in the focus for ATM from airspace to trajectory. The essence of the TBO concept is an agreement in which aircraft fly their preferred trajectories (business trajectories) which are facilitated by airport and air navigation service providers.

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This will most probably not be “simple” time and speed monitoring but will, at least for the less equipped aircraft, continuously predict a limited lookahead-time trajectory (15 minutes) to feed separation and planning probing tools. In addition, the monitoring limits will not be defined, as in the present system, as a set of limits requiring re-planning when overrun, but as an area where the aircraft can evolve without requiring re-planning to ensure that no flight is over-constrained unnecessarily . The dynamic definition of this “area of freedom” will be quite a challenging process, as it requires the integration and prioritisation of constraints coming from the different layers of automation, from separation insurance to traffic complexity management, but it is essential in order to maximise flight efficiency.

In the TBO environment, flight and trajectory management components will be using many different automation facilities. Interoperability among these facilities will be paramount if a fully efficient TBO is to be achieved. In addition, the trajectory prediction (TP) performance requirements are significantly different from those required for legacy systems, and any change in the TP requirements will result in a change in validation strategies from legacy methodologies.

It can be concluded that, the implementation of TBO will be feasible, provided that certain improvements in the communication infrastructure are realised in order to facilitate the effective sharing of trajectories between air and ground systems, through systemwide information management. n

Trajectory-based operations (TBO) is the foundation of the SESAR concept. 35

INTERVIEW

7 questions for

Matthew Baldwin,

the newly appointed Director of Air Transport at the European Commission’s Directorate General of Mobility and Transport, DG MOVE With far-reaching experience in the Commission and UK Government, and having been in José Manuel Barroso’s cabinet between 2007 and 2010, Matthew Baldwin has now taken an important role in guiding European aviation through a very complex and challenging time. He talks to Skyway about his aims and priorities.

1. Having taken up post in March 2011, what would you say are your main objectives as Director of Air Transport? In my short time here I have been fascinated by the challenges of this job. My time as a trade negotiator has helped in some respects, but aviation is a new and exciting world for me. The air transport portfolio is very diverse. I’m responsible for international negotiations, the aviation single market, the Single European Sky, aviation safety, and airports, as well as the fast-growing industry that is aviation security. The sheer diversity can be daunting, and making time for everything is a challenge, but a great experience so far. I inherit an amazing legacy from my predecessor, Daniel Calleja. One major priority is to consolidate to ensure that the momentum is not lost. But there is new ground to break: we will also be coming up with a new

package on airports in the autumn to tackle issues such as slots, ground handling, noise and the overall problem of airport capacity. Moreover, we will be bringing forth communications on security, safety and, last but not least, our ideas on SESAR (Single European Sky ATM Research) deployment. 2. What are your priorities in terms of the Single European Sky? Commission Vice-President Siim Kallas has frequently stated that his overwhelming priority is the Single European Sky (SES). It goes without saying then, that if it is the key aim of the European Commission’s (EC’s) Transport Vice-President, it is by implication also mine! We must keep up the pace of reform. The history is important, if you’ll allow me to trace the SES origins back a bit to the beginning. The EC was looking for a big-bang approach with a genuinely European dimension to airspace de-

sign. But the Member States were not ready for this top-down approach, so we developed a bottom-up approach whereby the Commission has asked the States to work out among themselves how to implement a system of functional airspace blocks (FABs). The priority, however, is not so much the political or institutional agreements that establish the FABs. On the contrary, it is the actual operational implementation of what is required to improve performance – operational coordination, merging airspaces, consolidating control systems and so on. In keeping with the bottom-up approach we have made a conscious decision not to try and micromanage this process. Instead, we have appointed a very active and energetic high-level coordinator in Georg Jarzembowski – the former German MEP. He is making an important impact and has been able to stimulate the process at the political level and keep it at the forefront of everyone’s minds.

INTERVIEW

3. Are you satisfied with the current status of the FAB development process? I would say that in principle we at the Commission are broadly satisfied with some of the work that’s been done. It is clear that there has been a lot of work at the institutional level. But we must remember that we are after more than institutional agreements: we want substantive performance improvements. There is a slight concern that perhaps one or two of the FABs will be “empty shells” lacking substantive ATM agreements within them. The deadline of December 2012 is fast approaching, and so those FABs which are still concentrating on the institutional elements will need to pick up the pace quite dramatically. It is a complex solution. Take FABEC, the FAB Europe Central, for example. It has to deal with two large Member States, a very busy traffic scenario (55% of total European traffic) and the very different national conditions of its six participating countries. Other FABs are experiencing similar if not greater difficulties. 4. What role can you play in assisting the FAB process? I want to be as helpful as I can. I see my role as helping to facilitate the rapid progress to fully functioning FABs that are clearly and demonstrably delivering higher performance. I am trying to meet as often as I can with the heads of national civil aviation authorities and CEOs of air navigation service providers and other stakeholder groups. In early July, for example, I met representatives from Hungary, Poland and Italy to discuss where they are and examine some of their proposals and suggestions. This is exactly what I think is needed. I want to participate in finding and implementing innovative and creative ideas.

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5. Are you confident in the role of the Network Manager?

6. Just how important do you consider FAB performance to be?

we feel that the delivery on performance is being impeded in some way. In particular, we are very aware that airspace users are watching every move as they have expressed clear disappointment with the compromise reached with the Member States on establishing the performance targets. It is therefore an absolutely essential minimum requirement that we deliver on these targets. But first, we await the hard work and analysis through the summer led by the Chairman of the Performance Review Board, Peter Griffiths, and his excellent team in the PRU (Performance Review Unit). I am quietly confident that the calm, reasonable and logically iterative process in play between the Performance Review Board, Member States and the Commission will in fact deliver the required results. We know that we can’t let the process lose any momentum whatsoever.

Performance is the absolute beating heart of the Single European Sky. We can’t consider it a done deal until we have realised significant and enduring performance improvements. David McMillan, EUROCONTROL’s Director General, was right when he said “we can’t go on like this”. It is simply not viable to keep running faster and faster just to keep still. We can’t allow ourselves to be buffeted so badly by volcanic eruptions, bad weather and industrial action. Something has to fundamentally change. After all, we spend the same amount of money on our air transport system as the Americans and yet they manage to handle twice the amount of traffic.

When I look at the contribution that has been made by my predecessors and the leadership shown by people like Vice-President Siim Kallas and David McMillan it is very clear to me that the opportunity for radically improving the performance of the European air transport system has been enthusiastically taken up. It is now up to the likes of me to complete the work in the interests of the citizens of the EU and the wider European family beyond its borders. In these difficult economic times, this is truly an area where we can make significant economic improvements and deliver a safer, cleaner, more cost-effective and better managed system for everyone. n

Firstly, the Commission strongly welcomes EUROCONTROL as the Network Manager, and we want to work in a spirit of real partnership. It is a remarkable joint effort between two very different institutions, and we will not overlook the pan-European aspect that EUROCONTROL brings to this arrangement. We hope to cement this collaboration further in the form of a high-level agreement as soon as we get a negotiating mandate from our Member States. It goes without saying that we are grateful for David McMillan’s inspired leadership as this has helped us to get this process moving with a real sense of confidence that we will be successful.

7. Is the European Commission ready to use its powers to ensure performance improvements? Obviously, the Commission has a potentially strong role to play in implementing performance. The regulations give us a full set of sharp teeth should

INDEPENDENT PLATFORM

Operational challenges to enhancing airspace usage Aviation journalist Simon Michell looks at some of the key challenges facing the European aviation sector as it seeks to improve the way airspace is designed and used. He talks to Graham Lake and Bo Redeborn.

Simon Miche

Delay and inefficiency are the bug bears of air travel in Europe. Last year for example, delay was the worst it had been for a decade. The price of this delay to the airlines and to passengers is not straightforward to calculate as many of the costs, particularly to the passengers, are hidden. Suffice to say that even a decade ago it was estimated by the Institute du Transport aérien to be possibly as much as €11.5 billion. The trouble is that there is no silver bullet that can suddenly fix the way air travel operations are handled and controlled by eliminating the factors that introduce delay and inefficiency. The issues are complex and require not just technical expertise but diplomatic skill and regulatory stamina. Furthermore, the European air travel network is not only dealing with some elements that are beyond its control – winter storms, volcanic eruptions, global financial meltdowns – but also with issues that, although they can be influenced – fragmentation, regulation, civil/military cooperation and

union militancy – require a coordinated and consensual strategic vision – one that can be achieved by Europe’s nations at the same time. That vision has been delivered to the European Union Member States via the Single European Sky. It is being more widely implemented throughout most of Europe through voluntary compliance by non-EU States. The structural causes of delay relating to the design of the airspace and the way in which aircraft are prevented from flying the most direct and shortest routes from airport to airport are being addressed. The initial division of airspace according to national boundaries is finally being revised to enable larger international segments of airspace to evolve into the so-called functional airspace blocks (FABs). Within these FABs, military airspace is becoming more available through the process of flexible use of airspace (FUA). The SESAR Programme is developing the technology and procedures that will underpin the vision. On the

face of it, it looks like it should only be a matter of time before the situation is turned around. As with any major project of this kind there are pitfalls and blockages along the way. Graham Lake, Director General of CANSO, points out that persuading the military to give up their airspace is not always easy but it can be done. The challenge is to create an environment of trust and understanding, and to develop airspace solutions that meet the needs of all users. “Germany in particular has been integrating civil and military airspace needs very effectively for years. Their experience has shown that it is inevitably a slow process that is built on developing trust and understanding between the stakeholders,” he explains. Although there are obvious times when military airspace, which is mostly used for training, may not normally be in use – weekends and public holidays for example – the fact remains that some airspace will always be needed for exclusive military use. However,

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The structural causes of delay relating to the design of the airspace and the way in which aircraft are prevented from flying the most direct and shortest routes from airport to airport are being addressed.

perhaps there is room for some rationalisation. “In our united Europe, I hope we have now reached the point where not every State requires its own dedicated military training airspace,” suggests Lake. Balancing the needs of the military to train pilots or surfacebased weapons operators against the needs of an efficient commercial airspace network is not always straight forward. The key to this, like many other areas in this endeavour, is to get governments and the ministries within governments (Transport and Defence) to move at the same pace throughout Europe and to understand the reasons behind the need for change. “When it comes to questions of sovereignty, politicians need to be able to confidently sell the changes to their own constituencies in a compelling fashion. Our industry needs to clearly support these messages,” Lake adds.

Free Route Airspace Getting the regulatory bits of the puzzle in place then makes it simpler to achieve game-changing advances such as the Free Route Airspace (FRA)

INDEPENDENT PLATFORM

concept. Allowing airlines to choose the point of entry and exit into and out of an airspace sector is the sort of ‘revolution’ that tends to make people nervous, especially air traffic controllers. But, as Bo Redeborn, Principal Director of ATM at EUROCONTROL, explains, “It is about sketching out the routes to get everybody to accept the Free Route Airspace concept so that everyone can fly directly to where they want to go. It is up to the system to pick up the conflicts as they occur. This is the best way to bring down costs and reduce fuel burn and CO2 emissions.” The challenge here though is with overhauling a system that has been in place for decades and is there for a reason – safety. The gatekeepers to introducing FRA are the air traffic controllers and the pilots. They have to be persuaded that the system will not only do what it is meant to do but that it will also be as safe or safer than the old system. The organisations that represent these two sections, IFATCA and IFALPA, are working towards its introduction with the likes of EUROCONTROL and ICAO

(International Civil Aviation Organization) and there is already substantial success being achieved. Ireland, Portugal, Sweden and FABEC have all implemented FRA to varying degrees. Beyond that Bulgaria, the Czech Republic, Greece, Italy, Romania and Serbia plan to implement FRA during the night time when traffic is a bit lighter. However, the real challenge for FRA in terms of the controllers is, according to Bo Redeborn, having enough appropriately trained controllers with adequate sectorisation availability. Social partners in the guise of unions are also critical to this. In the past, unions have defended their members’ rights robustly and they will continue doing so in the future. The absence of air traffic controllers can lead to the total shut-down of a nation’s airspace. However, it will not be possible to trade the introduction of FRA with a financial reward merely for the permission to proceed. The Single European Sky performance targets will not allow this. Costs have to be brought down not raised. As Bo Redeborn concedes, “We

can of course negotiate productivity gains but we can’t increase costs per se.” There is also the possibility of trying to restrict the amount of airspace controllers can shut down through legislation so that in the future no nation’s entire airspace will be closed down by industrial action.

Implementing PBN Europe is not alone in its need to squeeze out additional capacity from a finite resource. The US, China and Australasia are all grappling with the same problems. The system-wide panacea of performance-based navigation is being touted by everyone as the means to capitalise on a seamless airspace network. If the inefficiencies of the airspace design can be ironed out, then PBN will help to deliver shorter, more direct routes with less reliance on ground-based systems through greater use of advanced satellite-based technology and systems on board the aircraft itself. True as that may be, it is not the whole story. As well as the linear route chosen by the aircraft operator, the way the aircraft actually transits that route offers huge potential for cost savings and CO2 reductions. Continuous descent approaches (CDA) from the top of the descent, with the aircraft gliding into the airport using very little engine power, will minimise

Europe is not alone in its need to squeeze out additional capacity from a finite resource. The US, China and Australasia are all grappling with the same problems.

fuel burn and therefore cost. Likewise, continuous climb departures offer a more efficient way to transport passengers and cargo through the air. However, these gains can be lost, particularly if the aircraft is forced to remain in the air for longer than it anticipated whilst the runway is made ready for it to land. Having landed, more fuel can be wasted if the aircraft has to hang around with its engines running while it waits for somewhere to disembark its passengers. This is where the systems and procedures at the airport come into play. By implementing collaborative decisionmaking at airports all of the actors on the ground can see what is happening around them and make decisions based on more accurate information. Understanding where the inefficiencies are building up in the system theoretically enables the operators to make decisions that will relieve the pressure. SESAR’s SWIM (system-wide information management) system is therefore a key element of the future network.

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Network Manager The foundations for the new, improved, more efficient, greener European Sky are being laid right now with many of the SESAR work packages having been launched. Realising that the return on investment had to be made certain, the European Commission has created two more elements that will monitor and drive the implementation of the network and realise the capacity gains and cost efficiencies that have been promised. The SES Performance Scheme sets down the targets that are expected to be met by the network, and the Network Manager provides the oversight and supervision to make sure that everybody is pulling together in the right direction. The Performance Review Body has taken over the role of monitoring the targets, and the functions of the Network Manager will be delivered by EUROCONTROL’s Directorate Network Management. Although work

will not start until October when the first meeting of the Network Management Board takes place, Bo Redeborn points out that in essence the functions are now being delivered. Having realised that it was not possible to have another year like 2010, when delay reached unacceptable levels, EUROCONTROL has worked with its stakeholders and Member States to increase capacity by 12% for the summer period of 2011, whilst bringing down the average delay from 2.8 minutes to 1.7 minutes per flight. A lot rests on the Network Manager’s shoulders as it runs the risk of becoming the whipping boy for European aviation if things go wrong. That said, the nomination of EUROCONTROL is logical. Graham Lake adds weight to this sentiment, saying “Clearly Europe needs a Network Manager and it needs an appropriately empowered and experienced group of people to fulfil that function.” n

VIEWPOINT Robert Sant

Blue Med Malta free route real-time simulation The free route concept aims to optimise the use of airspace in terms of capa-city, flight efficiency and cost reduction while maintaining high safety standards. Mr Robert Sant, Chief Operations Officer ‑ Malta Air Traffic Services, explains how the Malta ACC free route simulation investigated the possible effects of the introduction of the free route concept in a realistic working environment.

The Malta area control centre (LMMM) is centrally positioned over the high seas of the Mediterranean. As there is only one international airport (Luqa) and only one regional airport (Lampedusa) situated within this airspace, it is predominantly used by overflying traffic. Situated at the crossroads between Europe, Africa, the Middle East and the north-western African countries, the traffic flown is mostly on the north/ south and west/east routes.

time and fuel efficient. As a result they tend to expect the approval of a direct route to the exit point on checking in on the entry point of the LMMM Upper Information Region (UIR).

Malta ACC is composed of two large en-route sectors and one terminal sector. Air traffic controllers have been managing traffic by clearing aircraft from entry to exit point ever since radar coverage in the east sector was established. Aircraft operators appreciate this working method which is both

The free route real-time simulation (RTS) held at the ENAV experimental centre in November 2010 proved that this working method is safe even at elevated traffic levels close to sector capacity. It was observed that the simulations did not have a negative effect on the air traffic con-

trollers’ working methods nor on the approach to managing traffic. On the contrary, a flight-planned free route had a positive effect on the planning controller’s workload as the intervention to update the trajectory for each flight was significantly reduced. The planning controller ended up with more time in hand to perform the actual planning and conflict detection on behalf of the executive controller. This is clearly a much more efficient method than the present operation where flight-plan trajectories have to

VIEWPOINT

“The positive results of this first Blue Med realtime similation on free route airspace – commented Mr Giovanni Torre, the Blue Med FAB Project Coordinator – allow us to look at the future in a very optimistic way. As a matter of fact, the feedback received from the simulation exercise is very encouraging for the deployment of the results gathered across the whole Blue Med airspace, with different timescales.” be updated by the planning controller to reflect the direct route execution. Free route RTS exercises were well planned and very realistic. Although the traffic during the simulations was increased by 10% of the actual sector capacity, controllers did not notice an unacceptable increase in workload. Controllers therefore do not need to change their mental attitude and approach to accommodate for any foreseen free route

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activities. It is clear that the free route RTS was significant in indicating that the current methodology used by Malta area control centre is on the right track to accepting the introduction of the free route concept in the LMMM UIR.

To achieve this objective, the Blue Med operational working package (WP1), in close cooperation with the other Blue Med partners, took into consideration some additional possible free route airspace operational scenarios. Among the other projects, 2015 operational scenario foresees wide free route airspace application throughout the FAB, in particular in the area of responsibility of Malta and Cyprus (H24) and Italy and Greece (night free route). All the studies, carried out with the support of EUROCONTROL, show very promising improvements in the flight efficiency domain ensuring relevant reduction in mileage, flight time, fuel burn and emissions. Free route airspace application hypotheses have also been extended to the non-EU countries involved in the Blue Med initiative: Albania, Egypt and Tunisia. Even in these cases, the flight efficiency investigation carried out by EUROCONTROL shows significant savings for the users. These potential benefits from the simulation exercise have to be considered as a key element in order to pursue for the regional implementation of free route operations as soon as possible. n

Current plans to take a go/no-go decision by spring 2011 on the implementation of free route airspace in the Malta UIR before the end of 2012 has been postponed owing to the Libyan situation.

VIEWPOINT

The FABEC ATFCM/ASM function

One step ahead On 2 May 2011, an operational trial of the FABEC ATFCM/ASM function commenced. Building up this function is a central recommendation laid down in the FABEC Feasibility Study – and during the trial FABEC partners are working for the first time commonly as one unit. Peter van Hoogstraten, Chairman of the FABEC Standing Committee Operations, explains the idea behind this regional function and gives an inside on the objectives of the trial. The formative principle of the Functional Airspace Block Europe Central (FABEC) Operational Concept laid down in the Feasibility Study Report is based en at tr gs on a simple logic. At some oo H Peter van point, capacity required in the core area of Europe will not match the capacity available. Of course, urgency can be discussed in light of the traffic downturns of the past few years – but it is worthwhile to keep some facts in mind. Today, air navigation service providers (ANSPs) are looking for capacity gains mainly by scaling down sectors, which is by nature a finite system. In addition, it will be difficult to

gain more benefits by further optimisation of routes or by changes to the airspace design as long as the current framework exists. In parallel, we can observe that we are getting close to the limits of airspace use. There is no doubt that the existing air traffic flow system works more or less fine. But almost 20 years after it was set up, we have to think about the future – especially as we know that in our business the cycle of change is tremendous. Based on this conviction, FABEC ANSPs decided in 2008 to launch a task force to develop a regional FABEC ATFCM/ ASM function. The operational live trial on ATFCM/ASM commenced in spring 2011 and will be the third major milestone in this project. From 2 May until 31 July 2011, civil and military experts from air navigation service providers in FABEC devised common

solutions for the pre-tactical phase (level 2: day-7 until day-1). Based on the field trial conducted at the end of 2009 and the experts’ work, the live trial validated in operations the function that aims to optimise FAB-wide capacity provision, traffic flows and the use of airspace by civil and military users in close coordination with the network function (CFMU), military units and the local functions.

Combining best practices By starting to discuss opportunities in the area of airspace use, one aspect emerges immediately. Although the process as such – divided into a strategic, pre-tactical and tactical phase – is the same everywhere, the execution is handled in different ways. For instance, DSNA is very busy on pre-tactical mea-

FABEC Treaty Article 9 – Flexible use of airspace

VIEWPOINT

9.1 The Contracting States shall cooperate at legal, operational and technical level for the efficient and consistent application of the concept of flexible use of airspace taking into account both civil and military requirements. 9.2 The Contracting States shall ensure that common agreements and procedures are set up between civil and military air traffic service ren Anders Hallg providers. 9.3 The Contracting States shall ensure that civil and military authorities coordinate at the strategic level of airspace management. 9.4 The Contracting States shall ensure that a common airspace management function is established between civil and military air traffic service providers at pre-tactical level. 9.5 The Contracting States shall ensure that coordination is made between air traffic services units and controlling military units at tactical level.

sures; DFS focuses mainly on tactical aspects. Bearing in mind that both ways of working are successful, FABEC ANSPs question whether both experiences can be combined to develop a common flow management which would fulfil future requirements. There is no question of replacing practices, but rather a question of how to combine and tailor the practices currently in place.

The civil-military dimension Talking about FABEC means also talking about civil-military cooperation. In fact, that is the reason why the FABEC Treaty was signed by representatives from both the Ministries of Transport and the Ministries of Defence. And again, the reasoning is quite simple: as long as we are not able to find com-

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mon civil-military solutions, we will be working on quite limited optimisations only. The need to progress in this area has again been proven by several requests during the live trial. Therefore it was the right decision that both parties – civil and military – would be involved in the trial from the very beginning. FABEC-wide coordination between civil ATFCM and military AMC units will be a key enabler for the future – although we are not able to maximise potential to the full during the live trial. In terms of civil-military airspace use we have to find ways to coordinate better, to communicate more precisely and in a common way. Once again, today the structures within the different countries are quite different. The civilmilitary set-up is as broad as possible reaching from an integrated function to a system of splintered functions coordinating mainly by phone.

De-fragmentation in practice Although Europe has been struggling for decades on the harmonisation of rules and procedures, the application is often different – leading at the expert level to sometimes simple but often basic issues like the limitations of a portion of airspace. In addition, the

procedures used are different. Based on this initial finding, experts had to agree at the beginning on a common “language” and a common “tool box” to be used during the live trial. The results of this “harmonisation” phase are now the basis for the trial, bringing together experts from the different civil area control centres (ACCs) and upper airspace control centres (UACs), the military AMCs as well as those from the network function. All are now working on a day-to-day basis in one room. Staffed with four civil experts and one military expert, FABEC has started its first integrated operational function in the facilities of the CFMU, using common tools like PREDICT1/ SIMEX2, LARA3, NOP4 and STANLY/ ACOS5. Initial results are becoming available, but conclusions and decisions on follow-up actions need to be well-founded and based on detailed evaluation.

1- Pre-tactical system 2- Simulation tool 3- Local and regional ASM application 4- Network operation portal

Bearing in mind all the aspects mentioned, it becomes obvious that the FABEC ATFCM/ASM live trial is an ambitious initiative, trying to address – on a very concrete level – issues which have increased in severity over decades. To overcome these hurdles will be one of the major challenges in the quest to provide the capacity needed in the coming years – for FABEC as well n as for ATC in Europe.

REVIEW

The Central Route Charges Office, 2001 - 2011

Efficiency, continuity, recovery Over the last decade, the Central Route Charges Office (CRCO) has expanded considerably - both in size and in areas of activity. Not only does the CRCO run the multilateral charges system, it also provides services for terminal charges, air navigation charges and communication charges under bilateral agreements signed with a variety of States. S. Kumar Basu, Head of the Collection, Accounting and Treasury Unit, CRCO, explains. u

Of EUROCONTROL’s 39 Member States, 38 currently participate in the Multilateral Route Charges System. In the last ten years – since 2001 – eleven States1 have joined EUROCONTROL and all but one, the Ukraine, have been fully integrated into the system.

S. Kumar Bas

In the last decade, nine bilateral agreements for providing billing, collection and accounting services have been signed with Croatia, Hungary, Moldova, Slovenia, the Netherlands, Lithuania, Greece, Sweden and Latvia, bringing the number of such agreements to twelve. The billing of terminal charges is a natural extension of the CRCO’s services, as most flight data is already available in the system and so the CRCO 1- Moldova, Finland, Albania, Bosnia and Herzegovina, Serbia, Montenegro, Lithuania, Poland, Armenia, the Ukraine and Latvia

can provide this service at a competitive cost.

vidual airspace users or their representative associations.

There are four bilateral agreements with non-Member States for the collection of air navigation charges: Egypt, Morocco, Belarus and Uzbekistan, as well as one with the Ukraine, which is in the process of being integrated into the multilateral system.

The CRCO makes sure that all the legal requirements are met and that, when necessary, national laws can be amended so that the multilateral and bilateral agreements can safely be signed.

The CRCO also provides billing, collection and accounting services for communication charges on behalf of Ireland.

Extra added value The CRCO carries out an extensive amount of work to integrate new States into the charging systems: their cost bases have to be aligned with EUROCONTROL’s principles and all the proper consultations have to be held with indi-

In all, the various air navigation charges systems bring a great deal of value to the European ATM system. For more than forty years, the route charges system has been giving States and their air navigation service providers (ANSPs) a stable, transparent and efficient funding mechanism. The funds from route charges are used to underpin the panEuropean ATM system: regular, reliable revenue flows make it possible for ANSPs to plan ahead and to invest. The rules used in the charging system are sound, universally accepted, transparent, accessible and simple.

REVIEW

Year Distances Growth External indicators billed (km) rate

Number of flight Growth Total service Growth messages processed rate units rate

2001

6,448,293,168

0.2%

8,128,435

-1.2%

84,156,255

0.5%

2002

6,415,035,971

-0.5%

8,017,545

-1.4%

83,711,484

-0.5%

2003

6,713,622,592

4.7%

8,216,317

2.5%

87,905,302

5.0%

2004

7,186,352,407

7.0%

8,614,210

4.8%

94,317,900

7.3%

2005

7,616,558,683

6.0%

8,977,395

4.2%

99,933,531

6.0%

2006

7,975,394,154

4.7%

9,337,456

4.0%

104,463,258

4.5%

2007

8,550,984,620

7.2%

9,868,409

5.7%

112,047,816

7.2%

2008

9,017,738,778

5.5%

9,992,864

1.3%

118,865,485

6.1%

2009

8,467,732,360

-6.1%

9,375,943

-6.2%

112,838,198

-5.1%

2010

8,713,158,670

2.9%

9,456,071

0.9%

116,759,383

3.5%

2001 to 2010

+35%

As for airlines and other airspace users, the charging system makes good commercial sense: they receive just one bill for all the States they overfly; they have access to all their flight information in complete transparency and they are regularly involved in the detailed discussions and consultations which the CRCO arranges for users and service providers. On top of this, the CRCO also offers impartial advice on charging matters, making available its expertise in simulations, forecasts, system design analysis and business evaluations.

A decade of growth The amounts invoiced in the last decade have increased in absolute terms by 48% (between 2001 and 2010). This increase is due to the fact that ten States have been integrated into the multilateral system and also to the overall traffic growth.

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12.000

+16%

Traffic subject to charges

Million flights

Distances billed (km)

+ 39%

Billion kmâ&#x20AC;&#x2122;s

Number of flight messages processed

10.000

1.200 1.000

8.000

800

6.000

600

4.000

400

2.000

200

8,0

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2008 3.3%

2009 -5.3%

2010 7.7%

Amounts billed (â&#x201A;Ź)

Billion

7,0 6,0 5,0 4,0 3,0 2,0 1,0 0,0

2001 Growth 2.2% rate

2002 6.3%

2003 13.3%

2004 7.4%

2005 -1.1%

2006 1.0%

2007 8.3%

REVIEW

Performance indicators Apart from just one year – 2001 – the recovery rates for amounts billed at due date + one year are consistently above 99.0%.

The graph below clearly shows that in absolute terms the administrative unit

rate for CRCO costs has come down from 0.23 to 0.15, or by 34%. In short, the CRCO’s overall performance in the past decade can be summed up as follows: n

Year

Recovery rate at due date

Recovery rate at due date +30 days

Recovery rate at due date +1 year

2001

85.74%

96.70%

98.64%

2002

86.62%

98.08%

99.30%

2003

87.56%

97.55%

99.20%

2004

88.96%

97.60%

99.43%

2005

88.67%

98.47%

99.71%

2006

89.03%

98.60%

99.76%

2007

88.59%

98.71%

99.82%

2008

87.10%

98.05%

99.20%

2009

88.77%

98.58%

99.53%

2010

90.62%

98.86%

N/A

The recovery rate at due date has improved from 86% in 2001 to 91% in 2010. Similarly, the recovery rate 30 days after the due date has increased from 97% in 2001 to 99% in 2010 – and this despite the collapse in traffic and the associated effects of the economic crisis, which ran from the second half of 2008 to the end of 2009. The trend in CRCO costs and the resulting administrative unit rates has been downward since 2004. The increase in the 2002 to 2004 period was made necessary by the under-recovery of costs as a result of the collapse in traffic, caused by the events of 11 September 2001 and the SARS epidemic. There was also a slight increase in 2009, to recover from the collapse in traffic in the recession between the second half of 2008 and the end of 2009.

For an evaluation of costs, it is important to look at the ratios between the CRCO’s actual costs and service units and amounts billed.

n n n

ten States were integrated into the system there was a 48% increase in amounts billed there was a 35% increase in distances flown within the system 16% more flight messages were treated 39% more service units were processed and all this was achieved with a 34% reduction in unit costs.

In the same period the percentage of charges collected at due date increased from 86% to 91% and overall recovery after one year increased from 97% to 99%.

Comparison of CRCO costs and unit rates for 10 years 2001-2010 19,50

Cost in million

Unit rates in € cents Costs

0,25

Unit rate

19,00

0,2

18,50

0,15

18,00

0,1

17,50

0,05

17,00

2001

2002

2003

2004

2005

2006

Services units (million)

84,16

83,71

87,91

94,32

99,93

104,46 112,05 118,87 112,84 116,76

Amounts billed M€

4.436

4.715

5.342

5.736

5.674

5.730

6.235

6.438

6.094

6.586

Ratio 0,43%

0,40%

0,35%

0,32% 0,31%

0,32%

0,29%

0,28%

0,31%

0,27%

2007

2008

2009

2010

REVIEW

Terminal charges To date, EUROCONTROL has signed twelve agreements with its Member States relating to terminal charges, one of which – with France – is only for billing, as collection and accounting are carried out by that State. For the remaining eleven States, the full service is provided.

ANC billing EUROCONTROL currently has six bilateral agreements with non-Member States for the billing of air navigation charges (ANCs): Belarus, Egypt, Latvia, Morocco, the Ukraine and Uzbekistan. For three of these States – Belarus, Egypt, and the Ukraine – both en route

and terminal charges are covered by the billing, collection and accounting services.

Shanwick communication charges The CRCO assumed responsibility for Shanwick’s communication charges on 1 November 2004. € 16.10 million was billed for 383,705 flights in 2010 and € 15.70 million for 385,251 flights in 2009. All these activities (en route, terminal and communication) were achieved within an overall budget of € 17.5 million in 2010, which compares favourably with the amount of € 19.1 million in 2001.

From 2001 to 2010, unit costs were reduced by 34% and the rate of recovery increased from 98.6% to over 99.6%. Terminal charges

In conclusion The aviation industry as a whole was affected by the September 11 events in 2001, the SARS epidemic in 2002/3 and the economic crisis in 2008/9. But in spite of these setbacks, the CRCO’s progress over the last decade has been exemplary, as the table below indicates: Operational measures

Absolute growth

Distances flown Flight messages processed Total service units From 2001 to 2010, unit costs were reduced by 34% and the rate of recovery increased from 98.6% to over 99.6%. How did the CRCO manage to achieve such excellent results over the last decade? This outstanding performance is primarily due to the superb cooperation with ANSPs and users, as well as the highly motivated and expert CRCO staff, who are constantly improving their working methods, processes and tools. n

ANC BILLING

Year

Number of flights (million)

Amounts billed in € million

Year

Number of flights (million)

Amounts billed in € million

2001

2.05

253.15

2001

0.58

166.18

2002

1.99

267.97

2002

0.61

156.49

2003

1.99

292.18

2003

0.67

196.25

2004

2.00

308.50

2004

0.95

220.00

2005

2.00

320.54

2005

1.00

245.00

2006

2.20

303.62

2006

1.10

295.00

2007

2.30

323.70

2007

1.24

322.70

2008

2.60

392.60

2008

1.20

372.30

2009

2.40

386.90

2009

1.15

329.00

2010

2.60

428.60

2010

1.31

372.60

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35% 16% 39%

VISITS Keen to offer its partners and the aviation community at large the opportunity to learn more about what it is and what it does, EUROCONTROL welcomes visitors to its premises, both individuals and organised groups. These are just a few recent visits:

From 21 to 23 March 2011, EUROCONTROL hosted the European Schools Science Symposium. The Director General received Máire Geoghegan-Quinn, the European Commissioner for Research, Innovation and Science and welcomed the students during the opening of the event.

On 27 June 2011, the Director General received Dame Deirdre Hutton, Chair of the UK Civil Aviation Authority, accompanied by Iain Osborne, Director of Regulatory Policy and Daniel Edwards, Head of Economic Policy and International Aviation.

On 5 May 2011, Ms Emmanuelle Maire, the Head of DG MOVE Airport Unit and a DG MOVE delegation, visited EUROCONTROL. Presentations on the role of EUROCONTROL, the challenges ahead and the role of the Network Management Directorate featured in the programme.

On 8 July 2011, members of the ICAO Air Navigation Commission and Ms Nancy Graham, the Director of ICAO’s Air Navigation Bureau, were received at EUROCONTROL and met the Director General. They were briefed on the Organisation’s institutional structure, the role of EUROCONTROL, the key challenges ahead and the route charges system. The visit concluded with a tour of the CFMU operations room.

On 13 July 2011, DG MOVE trainees were received at EUROCONTROL. The trainees were briefed on the Single European Sky and on the role of EUROCONTROL in the European air traffic network.

CALENDAR

2011 events

Forthcoming events 13-14 September 2011 Second unmanned aircraft systems (UAS) EU workshop: insertion into airspace and radio frequencies EUROCONTROL, Brussels, Belgium

14-15 September 2011 Altimetry system error - managing the risk EUROCONTROL, Brussels, Belgium This workshop, jointly organised by EUROCONTROL and the Federal Aviation Administration, is intended to focus on actions that are being taken to minimise the risk caused by altimetry system error (ASE).

28-30 September 2011 ERA General Assembly 2011 Rome, Italy EUROCONTROL will be an active player at the General Assembly, ERA’s premier annual event. It incorporates the members’ AGM and is typically attended by around 500 senior-level executives from throughout European air transport.

10-11 October 2011 Seminar on laser interference in aviation EUROCONTROL, Brussels, Belgium

2-3 November 2011 5th Annual Future of Business Jets London, United Kingdom

6-7 December 2011 Provisional Council (PC 36) EUROCONTROL, Brussels, Belgium

20-23 September 2011 ICAO Global Air Navigation Industry Symposium (GANIS) Montreal, Canada The International Civil Aviation Organization’s event will bring together the aviation industry, air navigation service providers and States. The Symposium will provide a platform for global and regional industry partners to share their latest developments, thus identifying commonalities/differences between the systems with a view to ensuring interoperability and facilitating the harmonisation of air navigation systems. EUROCONTROL will have a joint stand with EASA, the European Commission and the SESAR Joint Undertaking in order to promote Europe’s partnership towards global interoperability and to demonstrate that ATM performance improvements are at the heart of European efforts towards global interoperability.

Skyway 55 Summer - Autumn 2011

To keep up to date on our presence at key international events, visit www.eurocontrol.int, To join our mailing list, send a request to corporate.events@eurocontrol.int 51

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