EUROCONTROL HELPS BRING NEW TECHNOLOGY TO MARKET - The highs and lows of European ATM performance Transcontinental fl ight-data sharing enhances ...
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AUTUMN/WINTER 2017
EUROCONTROL HELPS
BRING NEW TECHNOLOGY
TO M ARKE T
The highs and lows of European ATM performance
Transcontinental flight-data sharing enhances
European airspace capacity
Airport Performance delivered, from approach to departure
Welcome to Skyway Magazine 67 3
CONTENTS
WAYPOINTS INSIGHT
5 Celebrating a half century of innovation at our 50 “I think it is very important to remain focused on
Experimental Centre the way forward”
5 EUROCONTROL Permanent Commission appoints Mr Henrik Hololei, Director-General for Mobility and
Eamonn Brennan as new Director General from 1 Transport (DG MOVE), European Commission
January 2018 52 “Implementation on a national level would only be an
6 Interest in the European AIS Database (EAD) spikes unwanted, last-ditch, fallback option”
6 European Commission and INEA visit Network Gerold Reichle, Head of the Civil Aviation Directorate
Manager to monitor progress in financed projects General, Federal Ministry of Transport and Digital
7 Airport CDM – a double celebration Infrastructure, Germany
8 MUAC provides fall-back controller working position 54 “It is much more efficient and reduces user fees if
services to ANA LUX support services are provided centrally”
8 Netherlands Airspace Vision gains new ground with Frank Brenner, Director General, EUROCONTROL
civil-military integration in Dutch upper airspace
VIEWPOINT
DATA
56 “A powerful point of departure for the management of
9 Flight share by market segment future civil and military aviation”
10 Top airports per market segment Kirsten Ullbæk Selvig, Chair of the EUROCONTROL
11 Busiest 10 airports Civil-Military Interface Standing Committee (CMIC)
12 Market segments in 2016 59 “The challenge is to balance the stakeholders’ desires
with the needs of the entire system”
FOCUS Peter F. Dumont, President and Chief Executive Officer
of the US Air Traffic Control Association (ATCA)
16 “Strengthening of cooperation, meeting and 63 EGNOS and Galileo offer more efficient and safer
exceeding targets” aviation operations
Frank Brenner, Director General, EUROCONTROL Carmen Aguilera, Market Development Officer,
19 European ATM performance 2016: Rising ATFM delays European GNSS Agency (GSA)
outpace ongoing reduction in ANS provision unit costs 65 EGNOS, a successful pan-European project
Silvia Porfili, GNSS Service Engineer, European
COVER STORY GNSS Agency (GSA)
24 EUROCONTROL is playing a pioneering role in helping
to implement new ATM concepts globally
FOCUS
28 Helping to turn global navigation satellite system
concepts into operational reality
32 Developing generic safety case material for space-
based navigation applications
34 Realising the potential of space-based aircraft
surveillance
37 Trans-continental flight-data sharing agreements are
increasing European airspace capacity
40 New integrated flow management position increases
capacity, reduces workload
44 The benefits of twenty years of civil-military
cooperation
24
47 Sharing data and enhancing capacity have been key
to improving ATM performance
4 Welcome to Skyway Magazine 67
DE TAILS Contacts
Managing Editors Lucia Pasquini
Lucia Pasquini, Catherine De Smedt Managing Editor
E: lucia.pasquini@eurocontrol.int
Editor T: +32 2 729 34 20
Philip Butterworth-Hayes
Philip Butterworth-Hayes
Sub-editor Editor
Julie Cotterill E: Philip.Butterworth-Hayes@pmi-media.com
T: +44 1273 724 238
Design
Intermedia Solutions PMI Media Ltd
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AUTUMN/WINTER 2017
or policy of EUROCONTROL.
Maps disclaimer
The designations employed and the presentation of material on the maps
do not imply the expression of any opinion whatsoever on the part of
EUROCONTROL concerning the legal status of any country, territory, city
or area or of its authorities, or concerning the delimitation of its frontiers
or boundaries. With regard to Kosovo this designation is without prejudice to
positions on status, and is in line with UNSCR 1244/99 and the ICJ opinion on the
Kosovo declaration of independence.
Cover: Frank Ramspott
Imagery provided by: Adam Birkett, aotoro, Ben Neale, Chuttersnap,
Citizen59, Dean Hayton, Ercan Karakas, ESA, EUROCONTROL, European
EUROCONTROL HELPS
BRING NEW TECHNOLOGY Global Navigation Satellite Systems Agency, Gianluca Muscelli, Jacob
TO M ARKE T
Valerio, Kees Torn, Kevin Reinhardt, Leandro Gándara Mendez, Lumu,
The highs and lows of European ATM performance Mario Roberto Duran Ortiz, Mariusz Prusaczyk, NASA,Nathan Dumlao,
Transcontinental flight-data sharing enhances
European airspace capacity Pop9000, Suh Yeon-Choi, Thilo Kranz, urbancow, Varshesh Joshi,
and 贝莉儿 NG.
For more information and to receive Advertisers index
a free copy of Skyway, please contact Inside front cover – Safegate / 14-15 – ATCO /
the Managing Editor Lucia Pasquini, Inside back cover – World ATM Congress /
EUROCONTROL Outside back cover – Aireon
This document is published on behalf of
EUROCONTROL by PMI Media Ltd in the
interests of exchange of information.
Waypoints 5
WAYPOINTS
Celebrating a half can-do attitude which have always char-
century of innovation at acterised the staff of the Experimental
Centre. He concluded: “I have every con-
our Experimental Centre fidence that the Centre will continue to
handle all the challenges that confront
ON 14 SEPTEMBER 2017, an event took it with the high degree of excellence and
place in Brétigny-sur-Orge to celebrate the expertise that we have come to expect”.
50th anniversary of the EUROCONTROL Maurice Georges explained how much
Experimental Centre, in the presence of the work done by the Centre is appreci-
EUROCONTROL's Director General, Mr ated. The Centre’s ability to deliver spe-
Frank Brenner, the Director DSNA France, cific innovative solutions, he said, is key to
Mr Maurice Georges, the Executive Direc- addressing ATM problems, especially on a
tor of the SESAR Joint Undertaking, Mr multinational level. He talked about how
Florian Guillermet, the Head of the Exper- the Experimental Centre had significantly EUROCONTROL
imental Centre, Mr Pierre Andribet, and contributed to the optimisation of the air- Permanent
EUROCONTROL’s next Director General, space over France, with the introduction
Eamonn Brennan. of several initiatives. Commission appoints
Officially inaugurated on 17 January “The work performed by the EEC staff Mr Eamonn Brennan as
1967, the Centre has from the very begin- is recognised worldwide and today rep- new Director General
ning been an incubator of air traffic man- resents a very significant contribution
agement (ATM) concepts and technolo- to SESAR”, continued Florian Guiller- from 1 January 2018
gies. Its expertise and longstanding co- met. “The future of aviation looks bright
operation with the wider ATM commu- and I believe we have the power to shape THE EUROCONTROL PERMANENT
nity, on a European and global level, has it. With “Experimental” in its name, I Commission has appointed Mr Eamonn
made it a valuable asset in helping avia- have no doubt that the EUROCONTROL Brennan as Director General of EURO-
tion turn research into reality. Brétigny Centre will continue to be an CONTROL with effect from 1 January
Today, the EUROCONTROL Experi- engine for excellence in European avi- 2018.
mental Centre plays a unique role in the ation research, inventing the system of Mr Eamonn Brennan was nomi-
provision of ATM simulation and valida- tomorrow”, Florian concluded. nated by the Government of Ireland and
tion services and platforms. It is also the Pierre Andribet explained how the is currently Chief Executive and Board
biggest single contributor to the European Centre had from the very beginning Member of the Irish Aviation Authority.
Commission’s Single European Sky ATM focused on delivering specific solutions Mr Brennan will succeed Mr Frank
Research programme, SESAR. to the challenges faced by European Brenner, who has been Director Gen-
For the occasion, the Centre opened ATM. Its expertise and long-standing co- eral of EUROCONTROL since 1 Janu-
its doors to its simulation and validation operation with the wider ATM community ary 2013 and whose term ends on 31
platforms, featuring a series of demos on a European and global level have made December 2017.
which showcased the broad spectrum it a valuable asset in helping aviation turn “The 41 EUROCONTROL Member
and diversity of its work geared towards research into reality. He paid tribute to States are delighted to welcome Eamonn
making aviation safer, cheaper and more those who built it up and made it what Brennan as the Director General of
environmentally friendly. it is today and had a special mention for EUROCONTROL as of 1 January 2018,”
Frank Brenner officially opened the the four directors who steered the Centre said Mr Piotr Samson, President of the
event with a welcome on its path of innova- EUROCONTROL Permanent Commis-
speech in which he tion. Pierre extended sion and Director General of Civil Avi-
highlighted the Centre’s his special thanks to ation of Poland. “Eamonn Brennan is
pivotal role in leading the staff: “Without their a leading figure in European aviation.
research, development permanent efforts over His leadership experience and under-
and validation in Euro- all these years, the Cen- standing of the issues facing air traffic
pean ATM. He stressed tre would never have management today will be invaluable
the considerable exper- achieved f if t y years in ensuring that EUROCONTROL can
tise which the Centre of success. Each staff respond to the evolving needs of all the
has accumulated over member is responsi- Agency’s stakeholders and support the
the years in the field of ble for the uniqueness full implementation of the Single Euro-
simulations, and praised and the richness of this pean Sky in a pan-European context.”
the youthful spirit and Centre”. ▪ On his selection as the Director
6 Waypoints
General designate, Eamonn Brennan EAD system are also responsible as is the and Production Unit at ENAV (the Italian
thanked the Irish State and the Direc- obligation to comply with key European air navigation service provider); he joined
tor General Civil Aviation Ireland for his Union legislation in this area, the Aero- the EAD SSG in 2010. For him, the evolu-
nomination. He thanked the EUROCON- nautical Data Quality Implementing Rule tion of AIS towards AIM and the evolution
TROL Permanent Commission and the (EC) 73/2010 in particular. A major effort of EAD towards EAIMS are the two most
Provisional Council for putting their trust has been made in supporting our Member important challenges to be addressed by
in him. States with their compliance process. the SSG.
"I hope that I can bring my experience In May 2017 there were 231 EAD ser- Giulio Melilli and the SSG members
to Europe and EUROCONTROL as a unify- vice Data Users and more than 25,000 sub- were very pleased to note that EURO-
ing force to manage the safe and progres- scriptions to EAD Basic, a free online ser- CONTROL had become the first pan-Euro-
sive development of European aviation vice. The map below shows the connection pean Aeronautical Information Service
over the next 5 years," said Eamonn. ▪ status of ECAC and non-ECAC States as of Provider to be certified under Single
May 2017. This extra effort and dedication European Sky legislation. In the name
combined have prompted a growing num- of all EAD SSG Members, Mr Melilli con-
Interest in the ber of requests for migration from all over gratulated the EAIM unit on this notable
European AIS Database the world: achievement. ▪
■■ ECAC States, such as DFS Germany,
(EAD) spikes DSNA France, ENAV Italy, Austro Con-
trol Austria European Commission
THE EUROPEAN AIS DATABASE (EAD) ■■ ECAC Military Users, such as the
and INEA visit
has undergone a boost in popularity in Italian, Austrian and Portuguese Air
recent months. Requests from EAD clients Forces Network Manager to
and data providers interested in migrat- ■■ non-ECAC States: among others, monitor progress in
ing to the system have risen by over 25%. negotiations are ongoing with Brazil, financed projects
In addition, revenues from the database in Israel, Morocco, states in the Middle
2016 grew twice as fast as expected. These East and South Africa.
two developments were discussed, noted ON 4 JULY 2017, representatives of the
and celebrated at the 25th meeting of the To ensure that the migration process European Commission’s Innovation and
EAD Service Steering Group (SSG). can be carried out with maximum effi- Networks Executive Agency (INEA), DG
EAD has always focused on the needs ciency, the EAD SSG requested the unit MOVE, the European Defence Agency
of its customers. However, this may not responsible for the maintenance of EAD (EDA), the State of Belgium and the SESAR
be the only explanation for the increase (EAIM) to prioritise ECAC States. Deployment Manager, visited the Net-
in requests for migration to the system. At the 25th EAD SSG meeting, the work Manager to take note of the progress
Indeed, on 9 December 2016, EURO- Group elected Giulio Melilli as its new made in a series of implementation pro-
CONTROL has become the first pan-Euro- Chairman. Mr Melilli is the Head of the jects (linked to the Pilot Common Project
pean Aeronautical Information Service Aeronautical Data Management, Quality – Commission Implementing Regulation
Provider to be certified under the Single (EU) No 716/2014) which have received
European Sky legislation regarding the financing under the Connecting Europe
provision of the European AIS Database EAD connection status of ECAC and Facility programme, and are expected to
(EAD). Recent significant improvements non-ECAC States in May 2017. EAD be completed by mid-2017.
in the performance and stability of the connection status of ECAC and non- Maurizio Castelletti, DG MOVE Head
ECAC States – May 2017. of Single Sky Unit said: “We are very keen
to participate in these visits in order to
assess the level of maturity reached by
Fully Migrated (civil) implementation projects and understand
Migrating States (civil) how synchronisation between opera-
Missing ECAC States tional stakeholders was achieved. The
feedback we get from these visits will
inspire further possible improvement in
the deployment phase of SESAR. In this
specific case, the visit confirmed the key
role that the Network Manager plays at
pan-European level by bridging the gap of
fragmentation, ensuring cohesiveness of
systems and driving the performance of
the network.”
According to Dirk Beckers, Director
of INEA: "On-site visits to beneficiaries
are very important as they aim to get a
reasonable assurance about the progress
made in the implementation of the actions
* This designation is without prejudice to positions on status, and is in line with UNSCR 1244/99 and the ICJ opinion
on the Kosovo declaration of independence
Waypoints 7
and about the achievements made by the
DPI & FUM Operational
actions. This visit covered seven EURO- ENVA
CONTROL Implementation Projects DPI Operational
that were either already completed or
ENBR
DPI planned 2017 ENZV
ENGM
ESSA
EFHK
close to be completed, focusing on dif- & FUM provided
ferent ATM functionalities and enabled
to get a deeper understanding of EURO- DPI planned 2017 EKCH
EDDH
CONTROL Implementation Projects within
EIDW
DPI planned 2018 EHAM EDDB EPWA
EGLL
the SESAR Deployment Clusters, of the EGKK
EDDL
DPI planned 2019 EBBR EDDF
LKPR
interactions between different stakehold- LFPG
& FUM provided EDDS
EDDM
LOWW
ers and in particular of the key role played LFPO
LFLL LSGG
LIMC
by the Network Manager." LIML
LIPZ
Joe Sultana, Director Network Man-
ager, said : “With the help of INEA and the LEMD
LEBL LIRF
LIRN
LTBA
LEPA
relevant CEF funding, the Network Man- LPPT
LGAV
ager has been able to implement state-of-
the-art technologies which extend and Airport DPI Implementation Status
improve services, as well as introducing
new ones, for the benefit of all network
stakeholders. By digitally transforming
Adv ATC TWR OPS & FUM provided
our products, we are making a solid con-
tribution to enforcing interoperability in a Adv ATC TWR OPS
pragmatic way and to improving Europe’s Adv ATC TWR planned
connectivity. Working collaboratively for 2017 EGPE
with all our partners, civil and military,
EGPD
EGPF
EGPH
underpins viable, environmentally sus-
EGAE EGCC
tainable solutions for European air traffic EGGP
EGSH
EDDW
EGBE EDDG
management. Together, we are creating a EGLO
EGGW
EDDE
EDDC
UKBB
EGSS LKKV
system which is admired and will be emu- EGTE EDDR LKMT
LKTB
lated the world over."
Massimo Garbini, Managing Direc-
tor SESAR Deployment Manager, said: “I
LFMN
am pleased to see the involvement and
interest for this visit to a particular stake- LEAL
holder. The Network Manager plays an LEMG
important role in the sustainable mod-
ernisation story of ATM in Europe and is
implementing an impressive number of GCTS Advanced ATC Tower
projects throughout the network. I look GCLP
Implementation Status
forward to continuing at the same level
of engagement and improving ATM in
Europe together.” ▪ ideas, the pace of implementation quick- A-CDM brings together all the key
ened from 2011 and we are pleased to organisations at the airport, including air-
announce that in August this year, Ham- lines, air traffic control, airport operator
Airport CDM – a burg airport became the 25th fully imple- and ground handlers, to share informa-
double celebration mented A-CDM airport. Hamburg is the tion and make more informed decisions
6th German fully implemented CDM air- on improving the airport’s performance.
port following Munich, Frankfurt, Düs- Data is also shared with the NMOC via
THE NETWORK MANAGER HAS cele- seldorf, Berlin Schönefeld and Stuttgart. Departure Planning Information (DPI)
brated Hamburg becoming the 25th fully The other A-CDM airports in the messages, thus significantly improving
implemented Airport Collaborative Deci- NMOC network are: Barcelona, Brussels, departure predictability. This improved
sion Making (A-CDM) airport – as well as Copenhagen, Geneva, Helsinki, London predictability is an enabler for a safer and
the tenth anniversary of Munich imple- Gatwick (temporarily disabled), London more efficient European ATM network.
menting A-CDM and becoming integrated Heathrow, Madrid, Milan Linate, Milan The A-CDM concept has been globally
in the Network in 2007. That landmark Malpensa, Oslo Gardermoen, Palma de recognised and several airports outside
event signalled the start of exchange of Mallorca, Paris Charles de Gaulle, Paris Europe have adopted it.
flight data between the Network Manager Orly, Prague, Rome Fiumicino, Stockholm The 25 airports currently imple-
Operations Centre (NMOC, then the Cen- Arlanda, Venice Marco Polo and Zurich. mented represent 34% of total departures
tral Flow Management Unit) and airports. By the end of 2017 NM, which supports in the European ATM network. By the end
After a slow uptake in the early years, airports implementing A-CDM, expects of 2019 NM expects this figure to increase
as is often the case with innovative new to integrate Lyon and Naples airports. to over 47%.
8 Waypoints
A further 7% of ECAC departures are primary system updates, but in particular upper airspace, a tangible result of the
from 17 ‘Advanced ATC Tower’ airports, in the event of any unplanned primary National Airspace Vision, is a significant
which have not fully implemented the system outage, and are therefore designed step for civil-military cooperation in the
A-CDM process but still would like to to be as different as possible from the pri- Netherlands. The arrangement ensures
integrate into the ATM Network using a mary system. The Maastricht Fallback the continuity of operations as well as
limited set of DPI messages; this figure System (MFS), which LFS is based on, was access to upper airspace for the military.
is expected to rise to over 10% by end implemented in-house at MUAC and has In this way, our military mission effec-
of 2019. been in successful operational use since tiveness will remain at least at the same
As a complement to A-CDM and 2006. MFS, and now also LFS, feed a sec- level as is currently the case. At the same
Advanced ATC Tower airports, the NMOC ond video signal to the operator screen, time, the arrangement significantly con-
also outputs Flight Update Messages, providing an independent air situation tributes to the overall efficiency of the
which provide on time updates of the picture which an air traffic controller can upper airspace, benefiting civil operators.
flight data to the destination airport. revert to at any time. We have confidence in a good partnership
Currently there are 40 airports receiving The agreement between ANA LUX and with EUROCONTROL MUAC regarding air
these messages. ▪ MUAC is based on EUROCONTROL’s user traffic services for operational air traffic in
pays principle, which means that the costs Dutch airspace."
of the project are borne by ANA LUX. ▪ “The handover to MUAC of service
MUAC provides provision to operational air traffic in
fall-back controller the Netherlands upper airspace marks
Netherlands Airspace an important step in civil-military co-
working position
Vision gains new operation in air traffic management in
services to ANA LUX the Netherlands. Strengthening this co-
ground with civil- operation is a major element of the Air-
FOLLOWING AN AGREEMENT con- military integration in space Vision for the Netherlands, pub-
cluded in January 2017, EUROCONTROL’s Dutch upper airspace lished in 2013. In the next phase, the
Maastricht Upper Area Control Centre military controllers in the lower airspace
(MUAC) delivered two fall-back con- will move to co-locate at ATC the Nether-
troller working positions (FLB-CWP) to AIR TRAFFIC CONTROLLERS AT lands at Schiphol at the end of this year.
the Luxembourg Administration de la EUROCONTROL’s Maastricht Upper Area I am very grateful to everybody involved
Navigation Aérienne (ANA LUX) in June Control Centre (MUAC) are now providing for making this happen and hence mak-
2017. To serve the specific needs of the air traffic control services to both civil and ing the Airspace Vision and civil-military
ANA LUX approach terminal manoeu- military customers in the Netherlands cooperation in the Netherlands become
vring area, the working position soft- airspace above 24,500 feet or 7.5 km. a reality” added Mr Paul van Gurp, Head
ware was slightly adapted by MUAC, and An integrated civil-military air traf- of the Air Traffic Management Unit at the
dedicated map data was incorporated by fic management contributes to substantial Netherlands Ministry of Infrastructure
ANA LUX. efficiency gains – both operational and and the Environment.
To complete the new Luxembourg financial – for military as well as civil air Frank Brenner, Director General of
Fallback Service (LFS), MUAC is sharing traffic and provides positive effects for the EUROCONTROL, concluded: “After the
its multi-radar surveillance data (which European Network. This strategic alliance integration of civil and military air traffic
include radar data provided by ANA between civil and military air traffic control service provision in German airspace last
LUX partner BELGOCONTROL), as gen- is clearly highlighted in the Airspace Vision January, this new milestone makes MUAC
erated by the Maastricht Data Process- of the Netherlands and follows up on the the first cross-border civil and military
ing and Display System (MADAP), over a mandate received from EUROCONTROL’s air navigation service provider in Europe.
wide-area network connection to these 41 Member States in December 2015. This is another quantum leap towards the
FLB-CWP’s. Lieutenant-General Dennis Luyt, objectives of the Single European Sky, and
As part of the LFS, and in line with the Commander of the Royal Netherlands we look forward to more developments
ATM Data as a Service concept, MUAC is Air Force, said: “This arrangement con- towards full civil and military integration
also administering second- and third-line cerning military air traffic service for the in MUAC airspace.” ▪
maintenance of the working positions,
including problem solving and periodic
hardware replacement (typically every 6
years), while ANA LUX will be responsible
for day-to-day system monitoring.
In order to ensure the smooth opera-
tional introduction of the LFS during the
second half of 2017, ANA LUX is prepar-
ing a dedicated technical and operational
briefing for its staff based on material pro-
vided by MUAC.
In general, fall-back systems are used
as a substitute not only during planned
Data 9
DATA
Flight share by market segment
In 1st half of 2017
1
= 500 average daily flights
st
(compared with 1 half of 2016) in 1st half of 2017 (rounded)
Traditional scheduled
14,571 (52.5%) 2.5%
Low-cost
8,460 (30.5%) 7.7%
Business aviation
6.2% 1,904 (6.9%)
All-cargo
7.3% 890 (3.2%)
Charter 27,770
2.8% 842 (3.0%) Average daily flights in ECAC
30/06/2017 saw a
% growth on 1st half record-breaking
Other of 2016 on average 35,937 flights2
-0.9% 1,103 (4.0%) daily terms
4.3%
1
Source: EUROCONTROL Statfor 2 As of the date of publication, daily flights in NM area
10 Data
Top airports Traditional scheduled
per market
segment
1
Average Daily Arrivals & 1 London Heathrow 1,232 -0.3%
Departures in 1st half of 2017
(percentage growth on 1st half of 2016) 2 Frankfurt 1,110 0.7%
3 Paris CDG 1,006 0.5%
4 Istanbul Ataturk 972 -5.4%
5 Schiphol Amsterdam 951 4.5%
Low-cost Business aviation
1 Barcelona 565 8.6% 1 Paris Le Bourget 135 2.8%
2 London Gatwick 547 6.4% 2 Geneva 89 2.8%
3 London Stansted 414 3.1% 3 Nice 82 5.9%
4 Dusseldorf 389 11.7% 4 London Luton 78 3.3%
5 Istanbul Sabiha Gokcen 349 -1.1% 5 Farnborough 65 6.2%
Charter3 All-cargo
1 Antalya 84 115.4% 1 Leipzig Halle 107 5.7%
2 Kiev Borispol 29 60.0% 2 Paris CDG 84 -0.2%
3 Moscow Domodedovo 27 52.8% 3 Cologne Bonn 75 0.7%
4 Tel-Aviv Ben Gurion 25 29.5% 4 Liege 66 0.1%
5 Palma de Mallorca 24 -10.6% 5 East Midlands 61 -1.3%
3
Helicopter flights were removed for this ranking and out of area airports only include European flightsData 11
Busiest 10
airports
1
Average Daily Arrivals &
Departures in 1st half of 2017
3 1
10
2 4
6
7
8
9
5
AVERAGE DAILY % GROWTH
NUMBER OF FLIGHTS ON 1ST HALF
IN 1ST HALF OF 2017 OF 2016
1 Amsterdam 1,357 5.2%
6 Munich 1,091 4.6%
2 Paris CDG 1,295 1.6%
7 Madrid Barajas 1,043 3.2%
3 London Heathrow 1,290 0.2%
8 Barcelona 848 5.4%
4 Frankfurt 1,257 0.7%
9 Rome Fiumicino 790 -4.5%
5 Istanbul Ataturk 1,174 -4.5%
10 London Gatwick 763 5.1%
1
Source: EUROCONTROL Statfor12 Data
Market segments in 2016
1
Low-cost aviation Low-cost vs Traditional Scheduled
share of total flights
2
Busiest European countries for LCC 70%
United Kingdom 19% 60%
50%
Germany 13% Traditional Scheduled
40%
Spain 12%
30%
Italy 10% Low-cost
20%
France 9%
10%
0%
07 08 09 10 11 12 13 14 15 16
Top 3 aircraft types2 Top 3 Low-cost Airlines2
38% 24% 14% 22% 15% 6%
Boeing 737-800 Airbus A-320 Airbus A-319
Seats: 189 Seats: 180 Seats: 156
1
Source: EUROCONTROL Statfor 2 Share of LCC movementsData 13
Business aviation
Busiest European countries for BizAv3
France 18%
41% of all business 68% of all business
United Kingdom 15% aviation flights aviation flights
shorter than shorter than
500km 2 hours
Germany 14%
Italy 9% Top 5 extra-European partners
Movements per day
Switzerland 7%
76
49 Russian
Federation
13 13
USA
Top 3 aircraft types3
Morocco Israel
8% 8% 4% 12
Saudia Arabia
Cessna Citation Excel Beechcraft King Air Series Pilatus PC-12
ICAO ID: C56X ICAO ID: BE20 ICAO ID: PC12
Charter aviation 4
Busiest European countries for Charter
Movements per day
Countries with higher/lower share of charter flights Turkey 119
20% Bulgaria Spain (excl. Canary Islands) 102
12% Ukraine
9% Cyprus Germany 101
8% Slovakia
Greece 95
7% Greece
7% Albania
United Kingdom 86
1% Other
Total Charter flights in Europe
2007-2016 Evolution
700,000
Arab Political instability
600,000
Spring (North Africa, Middle East)
500,000 European Terrorist
400,000 economic Russian attacks
crisis economic
300,000 crisis
200,000
Meanwhile strong low-cost
100,000
growth to holiday destinations
0
2007 2008 2009 2010 2011 2012 2013 2014 2015 2016
3
Share of Business aviation movements
4
Non-scheduled commercial flights with ICAO flight type 'N' not included in the business aviation segment (http://bit.ly/2fv4hgW)14 Advertising Feature
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AN AIR TRAFFIC
CONTROLLER.
EUROCONTROL offers motivated Becoming a trainee controller
young people an exciting and The recruitment process for trainee controllers is
rewarding career in air traffic rigorous and detailed, but do not let this put you
control. off from applying. A positive, determined and open
attitude will take you a long way. First make sure that
Be part of an international team you meet all of the entry requirements. You should:
of dedicated experts and work
be a national of one of the EUROCONTROL
with state-of-the-art technologies n
Member States;
in a truly unique industry. n be under the age of 25 at the start of training;
n have completed your secondary education at an
We are now welcoming advanced level, with mathematics as one of your
applications for student air traffic subjects;
controller (ATCO) training, to n not have any military service obligations at
the start of training;
begin in February 2018. n have a good command of English.
Do you meet all of these requirements? Great!
Go ahead and fill in the application form.
If you are a suitable candidate, you will be invited
to our Maastricht centre for tests and an interview.
Travel expenses will be reimbursed.Advertising Feature 15
EUROCONTROL
Connect
with our
atco community
Training for the job Find out what a typical day at our
Training to become an air traffic controller takes between Maastricht Centre looks like through the
two and a half and three years. Courses are taught entirely testimonials of our air traffic controllers.
in English, and include theoretical classes, simulator Be sure to also watch our video series on
training and intensive professional training. Basic training becoming an aviation professional and
takes place at the National School of Civil Aviation (ENAC)
follow us on Instagram at
in Toulouse, France, immediately followed by unit training
at our Maastricht Centre. Tuition and accommodation are @maastricht_atc – your sneak peek into
paid for. the ATCO career.
For more information on the application
Building a career process and the selection procedure,
Students who successfully complete training will join the please visit our dedicated website
international team at our Maastricht Upper Area Control atco.eurocontrol.int.
Centre (MUAC) in the Netherlands.
You can always contact us directly at
If you wish, you can spend your whole career as an masuac.students@eurocontrol.int,
operational controller. Alternatively, you might consider
utilising your operational experience in another field.
or join us at upcoming education fairs,
You could become a professional trainer, a safety expert, or starting on 24-25 November in
provide experienced operational support for development Einstieg, Munich
projects in various fields related to air traffic control.
No matter what your career goals are, we will help you We hope to hear from you soon.
make the most of your potential.16 Focus
FOCUS
“Strengthening of
cooperation, meeting
and exceeding targets”
After five years as Director General of
EUROCONTROL, Frank Brenner will
leave his post on 31 December 2017. He
looks back over the last few years and
identifies some of the most important
events of the Agency's recent past.
Skyway: Mr Brenner, five years
at the helm of EUROCONTROL,
what are the highlights?
I
n external activities, important
milestones were the extension to 41
Member States, with Georgia in 2014
and Estonia in 2015, as well as the devel-
opment of Comprehensive Agreements Skyway: Are there any
with the State of Israel and the Kingdom pending agreements?
of Morocco in 2016 to support the Euro-
pean Union (EU)-EUROMED agreements SAN MARINO HAS
through the integration of these coun- requested to become a EURO-
tries into all EUROCONTROL activities. CONTROL Member; this has
Each of these required a unanimous vote been supported by 39 States
of the Member States. The opening of but two have yet to join the
the upper airspace of Kosovo in close co- consensus.
operation with NATO and the strength- Due to traffic increases
ening of the cooperation with the Inter- over the last five years, and the
national Civil Aviation Organization increasing number of connec-
(ICAO) in many different areas of activi- tions and overflights for the
ties allowed EUROCONTROL to contribute Gulf, we developed the con-
with its presence even more on the inter- cept of “Network of Networks”
national scene for the benefit of Europe. to exchange relevant live
data with the Gulf and South
America. An agreement with
the US already existed, but
pending are agreements with
China and Singapore.Focus 17 February 2013 October 2013 February 2014 September 2014 January 2015 October 2015 December 2015 September 2016 May 2017
18 Focus
Skyway: The Maastricht Upper Area Control Skyway: And what about the
Centre (MUAC) was, in the past, often the focus of internal process and governance
very controversial discussions between States, and changes in the Agency?
some Member States wanted to see drastic changes.
IN 2013 THE AGENCY developed a Vision
MUAC IS ONE OF the best-performing centres in Europe. It and Strategy, as requested by the Member
is one of the few cross-national-border centres and I think States, which led to the creation of a Group
it is the first cross-border civil-military centre. The man- of Representatives of States (Study Group
date to also control military flights through an integrated of Alternates) to discuss these issues. The
operational concept came in 2016 and operations started in recommendations of this group were
2017. All the direct and indirect costs of MUAC have been accepted in 2016 and are now in the imple-
borne since 2016 by the four States. Therefore, it was a logical mentation phase.
step to give the four States more powers in the governance Through the EU Council Decision
of MUAC. No. 2015/2394 of 8 December 2015, the
It is now up to the 41 States to agree to insert those changes EUROCONTROL tasks and roles were
into a new Maastricht Agreement. agreed and supported by the European
Commission (EC).
Internally we approved a reform of our
Figure one: Overall contribution to the Union-Wide Targets RP1 & RP2 working conditions, which helped us to
versus EUROCONTROL Parts I & IX Flat Cost-Base Assumption RP3 reduce costs and thereby increase our con-
tribution for Member States to achieve the
EU cost-efficiency targets.
FIGURE ONE
105 During RP1 and RP2, EUROCONTROL
over-performed by €518 million.
The staff and unions were very construc-
100 tive in finding good solutions and in chang-
ing our working conditions with an increase
of working hours per week to 40, later retire-
95 ment at 66 (controllers at 57), thereby reduc-
ing the costs.
Moreover, at directors’ level, cost sav-
90 ings were pursued by reducing the number
of directors by two.
85
Skyway: The relationship with
80
the European Commission
(EC) is always a delicate one.
75
EUROCONTROL HAS AGREED WITH
the EC and the Member States on different
70 areas of increased autonomy of the Directo-
rate Network Manager, in preparation for an
extended mandate under a revised NM-IR
65 and a re-nomination for 2020 – 2030.
2011 A 2012 A 2013 A 2014 A 2015 A 2016 A 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F
The Agency has a stable relationship of
support to the EC through the Performance
Review Unit, and cooperation with Euro-
Union Wide Targets -1.7% DUC (determined unit cost) pean Aviation Safety Agency (EASA) under
the EUROCONTROL-EASA Road Map as well
ABP 18-22 Flat Cost-Base (Part I Real Terms) as longstanding, friendly relationships with
DG-MOVE, DG-GROW, DG-HOME, DG-IT,
EU-CERT, the European GNSS Agency (GSA)
and the European Defence Agency (EDA).
In the R&D field we can look proudly
to a lot of success of the SESAR Joint Under-
taking, which was jointly founded by the EU
and EUROCONTROL. ▪Focus 19
European ATM performance
2016: Rising ATFM delays
outpace ongoing reduction in
ANS provision unit costs
The 2016 Performance Review Report (PRR) and the
2015 ATM Cost-Effectiveness (ACE) Benchmarking
Report published by EUROCONTROL’s Performance
Review Commission (PRC) provide a clear picture
on air navigation service performance in Europe.
E
uropean air traffic increased by 2.4% in 2016
and is forecast to reach 14.4 million flights
at a European level by 2035, which is 50%
more than in 2012. Air navigation service providers
(ANSPs) will have to redouble their efforts to increase
en-route and terminal capacity if they are to decrease
the cost of delays to aircraft operators while at the
same time keeping air navigation service (ANS) costs
under control.
In 2016, en-route Air Traffic Flow Management
(ATFM) delays increased by 21% compared to 2015
which corresponds to 0.86 min/flt. Even so, there was
significantly less delay than in 2008 (1.4min/flt) with
similar traffic level.
The good news is that the EUROCONTROL Mem-
ber States were able to accommodate the rise in the
number of flights in recent years without increasing
the total number of high risk-bearing safety inci-
dents and accidents with an ATM contribution. The
ANS provision cost per service unit (the level of unit
charges to aircraft operators for ANS services, based
on aircraft weight and distance factor), is falling and
the increase in free route airspace services offered to
aircraft operators has led to more direct routeings,
reduced fuel bills and reduced environmental impact.20 Focus
SAFE T Y
FIGURE ONE
0 accident with direct ATM contribution (-1 vs 2015)
FOR THE CORE AIR traffic management 0% of total accidents (-1% vs 2015)
(ATM) performance deliverable safety,
5
the most recent figures show that not- 5.1%
withstanding traffic increases (more and 4
longer flights) there were no air traffic 3.2% 3.4%
3
accidents in 2016 in which ATM played a 2.7%
direct or indirect part. 2
1.5%
1.2% 1.1%
1
Figure one: Accidents with ATM 0
contribution – fixed wing, weight 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016
1 (P)
greater than 2250kg (MTOW) Accidents with indirect ATM contribution
Accidents with direct ATM contribution
There was only one reported accident
with direct ATM contribution in 2015, % of accidents with direct or indirect ATM contribution in total accidents
which was a non-fatal ground collision.
With accident numbers at such a low
level it is difficult to quantify safety per- Rate of SMIs Rate of RIs Rate of UPAs
FIGURE TWO
2016
formance alone just by measuring these Per 100,000 flight hours Per 10,000 movements Per 100,000 flight hours
major events. It is far more useful to also
EUROCONTROL
examine incidents of separation infringe- 15 0.9 28
Area
ments and other occurrences where there
was a heightened risk of an accident
occurring. Overall, based on the safety
reports submitted by 39 EUROCONTROL
Member States to EUROCONTROL, there
was a 5.4% increase in the total number of
incidents reported in 2016 in comparison
with 2015.
Figure two: Occurrence rates (SMI, RI, UPA)
in the EUROCONTROL area (2016)
Overall, there were 15 Separation
Minima Infringements (SMIs) and 28
Unauthorised Penetrations of Airspace
(UPAs) per hundred thousand controlled
flight hours in the airspace and less than
one (0.9) Runway Incursions (RIs) per ten
thousand movements at airports reported
in 2016 (see figure two). These occurrence
rates are relatively stable over the past
three years, which has seen an increase in
the number of flights.Focus 21
EN-ROUTE
ATFM DEL AYS
FIGURE THREE
130 2.5
IT IS THE RISING costs of ATFM delays 120 2.0
which are arguably the more worrying
trend to be identified in the latest fig- 110 1.5
Index (2009)
ures. Since 2013, the number of controlled
flights has been rising slowly but steadily 100 1.0
again in Europe. But so have the minutes
of en-route ATFM delays per flight gen- 90 0.5
erated as a result (see figure three). It is
80 0.0
however worth noting that traffic levels in
2009 2010 2011 2012 2013 2014 2015 2016
2016 were comparable to those observed
before the economic crisis in 2008, but IFR flights Total en-route ANS costs (M€2009)3
with notably lower ATFM delays. En-route real unit cost Economic gate-to-gate
per Service unit (€2009) cost effectiveness
Total en-route service units (M SU) En-route ATFM delay per flight
2
Figure three: Traffic, costs and delays
FIGURE FOUR
56.4% of total ATFM delay 2.5
ATFM delay per flight (minutes)
(+5.0% pt. vs. 2015) 2.03 En-route Airport
2.0
8.7M min of en-route ATFM delay (+20.9%)
1.43
1.5
4.8% of en-route ATFM delayed flights
(+0.9% points vs 2015) 1.0 0.86
0.73
0.53 0.61
4.8M min (55.3%) ATC capacity and 0.5
staffing related (+9.4%)
0.0
1.1M min (12.3%) ATC disruption/strike
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
related (+42.9%)
0.86 min en-route ATFM delay per flight
(+0.13 vs. 2015) En-route ATFM delays (million minutes)
867M Euro est. en-route ATFM delay 0.0 1.0 2.0 3.0 4.0
costs (+20.9%) ATC Capacity (ERT)
ATC Staffing (ERT) 2015 result
18.0 min delay per en-route delayed flight
Weather (ERT)
1.6M min (18.3%) en-route weather ATC Disruptions (ERT)
related (+55.4 %) Events (ERT)
Reroutings (ERT)
0.8M min (9.1%) en-route special
Disruptions (ERT)
event related (+10.2 %)
“ALTHOUGH ANS UNIT COSTS are by en-route ATFM delays increased from ACCORDING TO PRR2016: “Three quar-
coming down, the increased cost of delays 3.9% to 4.8% in 2016. ATC capacity/staff- ters of the en-route ATFM delays were gen-
in 2015 has meant the economic gate-to- ing related constraints remained by far erated by four ANSPs: DSNA (41.6%), DFS
gate cost effectiveness indicator contin- the main driver of en-route ATFM delays (13.0%), Maastricht (11.4%) and ENAIRE
ued to rise. This indicator represents the (55.3%) (see figure four), followed by (9%). The vast majority of Area Control
combined effect of the ANS unit costs and weather-related constraints (18.3%), ATC Centres (ACCs) performed well in 2016,
the cost of delay,” said Dr Bernd Tiemeyer, disruptions/ industrial actions (12.3%) with notable improvements at Lisbon,
Head of EUROCONTROL’s Performance and event related constraints (9.1%) which Athens, and Zagreb ACCs. The most con-
Review Unit (PRU). “These observations also include delays due to ATC system straining ACCs in 2016 were Brest, Nico-
put the spotlight on the importance of upgrades. sia, Bordeaux, Brussels, Barcelona, Prest-
capacity planning and its more flexible wick, Maastricht UAC, Warsaw, Canarias,
provision to keep delays from rising, while Karlsruhe UAC and Marseille. Together,
maintaining ANS costs under control.” they accounted for 70.1% of all en-route
According to the 2016 PRR, total ATFM ATFM delays but only 30.1% of total flight
en-route delays increased by 20.9% in 2016 Figure four: Total en-route hours controlled in the EUROCONTROL
2
over 2015 and the share of flights affected ATFM delay by reported cause area.”
1
Source: EUROCONTROL 2 Source: PRU analysis 3 2015 is the latest year for which financial data are available22 Focus
ANS UNIT
FIGURE FIVE
700
ECONOMIC COSTS
€ per composite flight-hour (2015 prices)
600 -11.3%
-5.6% -3.7% +3.2%
-0.7%
OVER THE 2009-2015 PERIOD, traffic 500
volume expressed in service units rose
by 3.1% per year while total en-route ANS 400
costs remained fairly constant (down
300
0.2% per year, expressed in real terms).
As a result, en-route ANS unit costs 200
decreased by 3.3% per year during that
period. These performance improve- 100
ments are to be seen in the context of the
cost-containment measures initiated in 0
2009-2010 in response of the traffic down- 2010 2011 2012 2013 2014 2015
turn arising from the economic recession,
Unit costs of airport ATFM delays Unit costs of en-route ATFM delays
and, for States bound by Single European
Sky (SES) regulations, the implementation ATM/CNS provision costs per composite flight-hour
of the Performance Scheme and the incen-
tive mechanism embedded in the Charg-
ing Scheme which have contributed to
FIGURE SIX
1.6%pt higher average flight efficiency in FRA states (2016)
maintain a downward pressure on costs.
However, the positive trend in ANS 1.0%pt smaller gap between flight plan and actual in FRA States
provision unit costs over the past years (operations closer to plan)
is now jeopardised by the continuing 100
increase in ATFM delays. In 2015, sav- FRA Full implementation (H24)
99
ings to aircraft operators from decreas- Other
ing ANS unit costs have been offset by 98
Flight plan efficiency (%)
the rise in ATFM delay costs. As a result, 97
ANS unit economic costs, combining unit
ANS costs and delay costs rose by 3.2% in 96
EUROCONTROL area
2015 over 2014 – the year with the lowest 95
y
ANS unit economic costs since the start of ie nc
94 ffic
the ACE benchmarking analysis. The delay te
costs were incurred fairly evenly between 93 fligh
ed
en-route and terminal areas. p rov Gap between
92 Im actual and plan
91
91 92 93 94 95 96 97 98 99 100
Figure five: the rising costs of ATFM delays. Trajectory (actual) efficiency (%)
Changes in unit economic costs,
4
2010-2015 (real terms)
FIGURE SEVEN
19 Bubble size refers to the total
FLIGHT 17
France additional kilometers flown by State
EFFICIENCY –
Average additional kilometer per flight
Spain
15
FREE ROUTE Cyprus
Re
d
13 uc
AIRSPACE (FR A ) Italy ed
ad
dit
11 ion
UK (Continental) Ukraine al
Greece kil
FRA GIVES AIRCRAFT OPERATORS 9 om
et
more freedom in the choice of f light Germany ers
plan and the possibility to avoid some of 7 Switzerland Norway Romania
the restrictions imposed by a more rigid Belgium
Poland
route network. This leads to a more flex- 5 Netherlands
Turkey
Austria Sweden
ible environment which responds more Slovakia
3
dynamically to changes in traffic flows.
PRR 2016 emphasises the benefits that 1
implementation of free route airspace can 95 96 97 98 99 100
bring in terms of fl ight efficiency gains Flight efficiency actual trajectory (%)
and resulting reductions in costs, fuel
4
Source: ACE 2015 Benchmarking ReportFocus 23
burn and emissions, which can be substantial.
In the spotlight –
Figure six shows the level of flight efficiency The role of the Performance Review Unit
in actual trajectories (x-axis) and filed flight plans
EUROCONTROL produces reams of data daily but very little of it will
(y-axis) by State in 2016. It is worth noting that
undergo quite as much validation and detailed analyses as the data produced
flight efficiency can never reach the 100% mark. by the Performance Review Unit (PRU), which provides the Performance
States in which FRA is available 24 hours a day are Review Commission (PRC) with ATM performance data for the annual
shown in red. On average, States where FRA has Performance Review Reports (PRR) as one of the major deliverables of
been fully implemented all day show a 1.6% point the EUROCONTROL Performance Review System. In these, the PRC
higher flight efficiency compared to those States seeks to improve ATM performance by highlighting areas which require
were FRA has not been fully implemented. attention. In parallel, the PRC, with the support of the PRU, analyses
Future improvements expected from FRA and benchmarks the cost-effectiveness and productivity of air navigation
implementation vary by airspace and depend, service providers (ANSPs) in its annual ATM Cost-Effectiveness (ACE)
inter alia, on traffic volume, complexity and Benchmarking Reports. Because this data forms the basis of measurements
other factors. The overall message from the fig- on how well, or badly, States or their ANSP are performing, PRU data
ures is unequivocal: to maintain performance products and deliverables have to be robust, accurate and as timely as
improvements States need to progress swiftly possible. This is also recognised by the European Commission, which uses
with their FRA implementation programmes. the expertise of the PRU and its analysed performance data for the Single
European Sky Performance and Charging Schemes.
Performance data is key to business and operational planning for a wide
Figure six: Free route airspace benefits
2
range of stakeholders and following a series of requests from stakeholders
on flight efficiency
to produce more timely data, the PRU has developed a PRU web portal
and has started to produce quarterly online reports for the PRC (http://
PRR 2016 STATES: “Furthermore, it can also www.ansperformance.eu) with provisional data for the most recent time
be seen that the gap between the flight plan periods where data has been collected. Interested bodies can access the
efficiency and the efficiency in the actual flown data via the PRU dashboard where all the performance review data is
trajectory (the vertical distance between a point available and which now also features automated monthly updates.
and the diagonal) is narrower than for the other
States (1.0% point smaller gap). Actual opera- The work programme is expanding into more global benchmarking activities,
tions closer to plan improve the level of predict- working with the International Civil Aviation Organization (ICAO), for
ability for all players involved with a positive example, on providing European input into global ATM performance and
impact on capacity and resource utilisation. benchmarking activities. ICAO’s Global Air Navigation Plan (GANP),
The notable gap between flight plans and actual completed in 2016, carries 16 performance indicators and the work to
develop the plan was supported, inter alia, by EUROCONTROL, the
flown trajectories, which has been highlighted
European Commission and the US Federal Aviation Administration (FAA).
in previous years, is clearly more prominent in
The GANP is currently being reviewed with a new edition planned for 2019
States where FRA has not been fully implemented
and will feature new indicators to help States move towards a performance-
all day. This provides evidence that, while the inef-
based approach to deploying aviation system block upgrades (ASBUs) –
ficiencies are the result of complex interactions
which means developing increasing numbers of performance metrics.
between airspace users, ANSPs and the Network
Manager, FRA enables a better match between the The PRU performs the technical work together with the FAA under
planning and operational phase.” the Memorandum of Cooperation between the United States and the
There is more to be done to improve flight effi- European Union. The US-EU air navigation services (ANS) performance
ciency throughout Europe – and another message benchmarking comprises the comparison of the operational and economic
from the report is that improving flight efficiency ANS provision in both regions. The PRU is further helping European
in traffic-heavy airspace areas where FRA has not States complete regional performance framework templates required for
been implemented in a widespread manner (see ICAO performance audits and supports the technical analysis for ICAO
figure seven) may have an important knock-on Paris. More recently, the PRU has been working with colleagues in China
impact on the flight efficiency performance and Singapore to help implement and apply airport and terminal ANS
throughout Europe, requiring the joint effort of all performance indicators – in the context of ICAO performance work –
stakeholders and the Network Manager. and with DECEA in Brazil to help implement en-route and airport ANS
performance indicators. An extension of the international work is currently
A key conclusion of PRR 2016 was “All else
under preparation to include collaboration with Japan in the area of
being equal, if the nine States below the EURO-
operational ANS performance.
CONTROL average could have improved the
flight efficiency of the actual trajectories by 0.2% The PRU is also engaged in the
percent points in 2016, the saved distance would further development of the analytical
have been equivalent to 8.2 million kilometres in performance framework. Exploratory
2016 and flight efficiency in the EUROCONTROL work as well as the validation of novel
area would have improved by 0.1 percent points”. ▪ performance indicators are regularly
reported in the aforementioned
Bernd Tiemeyer is Head of performance products of the PRU
Figure seven: Horizontal flight Performance Review Unit and presented at international ATM-
efficiency by State
2
at EUROCONTROL. related conferences.24 Cover Story
EUROCONTROL IS
PL AYING A PIONEERING
ROLE IN HELPING TO
IMPLEMENT NEW ATM
CONCEPTS GLOBALLYCover Story 25
The Agency is uniquely placed to offer support in
developing and implementing new systems and
procedures from the vision stage to implementation.
T
he next edition of the International Civil Avi- automation and digitalisation of ATM as well as
ation Organization’s (ICAO) Global Air Nav- higher ATM performance.
igation Plan (GANP) is under development “We have been working on validation activities
for draft publication before the Thirteenth Air Nav- in these areas within SESAR and we play a key role
igation Conference in 2018. The GANP offers a long- within ICAO to make sure that the right level of stand-
term vision that will assist ICAO, States and indus- ardisation is achieved,” says Hof. “It’s now ICAO’s pol-
try to ensure continuity and harmonisation among icy to go more towards performance-based standards
their modernisation programmes. EUROCONTROL, and become less prescriptive, but still in some areas
in collaboration with other European organisations, there’s a need to have a level of prescription to ensure
is playing an important role in helping to articulate global interoperability and harmonisation.”
the long-term vision of air traffic management evolu- These are important times for the ATM industry
tion and aligning the GANP with the European ATM as performance-based navigation and other transfor-
Master Plan, which provides the technology roadmap mational ATM technologies move from the research
for Europe’s Single European Sky Air Traffic Manage- area into operational use. At the same time, just
ment Research (SESAR) programme. beyond the horizon there is a range of new air traffic
“What makes EUROCONTROL unique is that we challenges which will require some lateral think-
cover multiple domains and the whole life-cycle of ing to ensure they can be safely and expeditiously
evolution of technology, from concepts to detailed brought into operation.
standards; this gives us a great understanding of how “I’m chairman of the ICAO ATM requirements
everything fits into the whole ATM environment,” and performance panel that develops future con-
says Henk Hof, Head of EUROCONTROL’s ICAO and cepts,” says Hof. “I also participate in the GANP vision
Concepts Unit. “Because we are involved in so many team where we talk about innovative concepts for
areas we are able to see the dependencies. We have travel, including space operations where we for exam-
a broad network of connections with stakeholders, ple discuss moving the ceiling of managed airspace
with whom we communicate and have a range of from 50,000 or 60,000ft to 100 kilometres. And, of
working arrangements.” course, we will have to deliver a service beyond the
Over the past few years the Agency has become constraints of national borders. We’re also looking
an important pioneer of ATM innovations, especially at totally automated ATM which will be an expected
in key strategic programmes — which will have evolution of remotely-piloted air systems (RPAS)
a global, transformational impact — such as sys- operations below 500ft. Flight-centric air traffic man-
tem-wide information management (SWIM) and tra- agement is an idea which is developing in Europe and
jectory-based operations (TBO) leading to enhanced I expect it will find its way into ICAO some time soon.You can also read
