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affecting capacity;
• ATC system support for advanced
arrival management support (AMAN)
tools;
• implementation of RNAV approaches
in a commonly agreed manner
and of common standards;
• harmonised implementation of
alternatives to ILS precision
approach and maintenance or
improvement of runway throughput
even in low-visibility conditions.
Significant capacity and
flight-efficiency benefits
Improved airspace design and sectorisation
solutions will be required in the
coming years to address both capacity
and flight-efficiency challenges.
The work that is currently underway is
a major contributor to future capacity
increase. As a result of the combination
between traffic growth and delay targets,
the European ATM network will need a
capacity increase of approximately 30%
over the next five years. Airspace design
is one of the major contributors to this
capacity increase as its contributions to
capacity growth over the next five years
is estimated to be about 15%.
In terms of flight efficiency, on an yearly
basis and as from the full implementation
of ARN Version 6 in 2010, the results
previously mentioned indicate that,
between 2008 and 2010, flying distances
will be reduced by approximately 12
million NMs, representing the equivalent
of 72,000 tonnes of fuel saved, or
reduced emissions of 240,000 tonnes,
or €60 million. This does not take into
account the saving that could come from
addressing the top 50 most penalising
city pairs.
As for TMA design, EUROCONTROL
figures show that if CDAs were to be
implemented, at least 20% of European
airports, annual savings to airlines would
be approximately 120,000 tonnes of
fuel, i.e. 400,000 tonnes CO2 per year
which equates to €100 million. Additional
savings could be generated through the
implementation of TMA airspace redesign
projects. The resulting benefits cannot
be estimated as they depend on local
situations.
The existing plans have the potential to
further improve the performance of the
European ATM network, if fully implemented.
In order to achieve this, there
is a clear need for commitment from
all partners to a cooperative approach
to European network airspace design,
implementation and management. n
2- Conditional
Routes
Focus
16
Rob Peters, Head of the Civil-Military Central Management Functions
Unit, takes a civil-military perspective to examine how various elements
impact the performance of air traffic management (ATM).
As the title suggests, there are several
elements which contribute to ATM
performance; and all these need to be
balanced, i.e. dovetailed in such a way
that performance is enhanced and counterproductive
effects minimised.
One of these ‘elements’ is the military.
It is worthwhile remembering here that
military operations are conducted in line
with a national parliamentary decision.
The military is one of the tools with which
States can honour their national and
international commitments.
At the same time, military aviation
comprises the largest number and types
of aircraft. Just like any airline, military
airspace users therefore view ‘balanced
performance’ from a network perspective,
as a balance between all parties
involved. The performance of the network
is determined through collective performance
output by all parties.
Military airspace users need to accomplish
their mission most of the time within
an integrated environment. In fact there is
no such thing as civil or military aviation,
civil or military airspace, civil or military
performance. This integrated environment
requires civil/military coordination
and cooperation everywhere and at any
given time.
Such coordination and cooperation takes
place on three different levels (political,
strategic and tactical/operational).
At political level, Ministers of Transport
and Defence, as part of their national
parliamentary aviation responsibilities,
need to ensure that the national follow-up
to international, mostly EU agreements, is
coordinated in such a way as to enable
operations of both civil and military
airspace users.
At strategic level, the CEOs of both civil
and military airspace user organisations
need to ensure that consistent procedures
for civil-military coordination, including
the use of cross-border airspace, are in
place, supported by appropriate infrastructure
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Skyway Magazine Spring 2009(11)
