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apply elaborate tools and processes. In
particular, there are insufficient human
resources in the EU available for SES
implementation in the transition phase
(day-to-day operations, R&D, training,
certification, regulation).
Standardisation questions
The US standardisation organisations
are stronger than those in Europe, where
we have a scattered model. This may
favour US manufacturers. Standards
can be used as protective measures as
evidenced in the past by the Japanese
model. If European aviation standardisation
goals are for Europe only, will not be
suitable. Several worldwide successes
of EU aerospace standards show that
there is room for voluntary action and
international cooperation on an agreed
footing. The certification bodies face a
double constraint. ICAO applies pressure
for as few standards as possible
to be applied in order to facilitate applicability
and reduce maintenance costs.
However, the systems to be certified
are becoming more and more complex.
The development of standards was the
hobby-horse of the trade industry. They
did it for free. Now, they are becoming
leaner and are no longer prepared to
devote resources to standardisation. It
is not clear whether the current methods
of organising and financing the standardisation
process are effective enough
to cover future needs.
Innovation in ATM
ATM has a very slow innovation rate (15
years as compared with 3-7 years on
the flight deck). Apart from the obvious
problem of ageing technology, this also
means that technology available on the
flight deck cannot be exploited by the
ground infrastructure. Certification is a
slow process and must be accelerated.
Some experts are disappointed with
the rate of development in the SESAR
definition phase (claiming that it is not
ambitious enough). SESAR has adopted
the trajectory-based concept without
exploring other concepts. For instance,
separation remains based on sectors.
The challenge is to satisfy the objectives
of economic, operational and environmental
efficiency.
Conclusions
There is a significant degree of uncertainty
regarding the future air traffic
growth. The whole system needs to
become more flexible in order to efficiently
handle a range of possible future
scenarios. Airlines used to be very rigid,
as did ATM. Many airlines have now
managed to make their costs much more
variable, through leasing, outsourcing of
non-core services, more flexible employment
conditions, etc. They are therefore
more reactive to variations in passenger
and freight demand, and will not hesitate
to add, move or cut flights. Demand for
air navigation services will therefore be
much more volatile in time and space.
In turn, these services must become
more flexible in order to adapt better to
the future. This should be one of the key
design parameters of SESAR. n
Focus
20
Stakeholder Forum
As we come to the end of a dramatic year for European aviation,
the need for European airports to further enhance the performance of
operations and maximise the use of their infrastructure is now more
crucial than ever. Olivier Jankovec, Director General ACI EUROPE,
explains
Cooperative approach
to linking efficiency gains with
the capacity challenge
With passenger and freight demand
falling across many markets for the
first time since 2001/2002, airlines are
being hard hit on the revenue side.
Improvements which can be made in
ground operations translate into efficiency
and often savings for them, and
this in turn can potentially help airports
reduce the risk of reductions in flights
or route closure. These improvements
also translate into environmental benefits,
thus reducing the impact of airport
operations, especially in terms of emissions.
Finally, they also place airports in
a better position to defend necessary
infrastructure developments, a very
important issue in the context of the
airport capacity crunch which Europe
continues to face in the medium term.
These considerations have led
ACI EUROPE to conclude a wideranging
cooperation agreement with
EUROCONTROL on airport capacity.
This agreement, which was signed
on 28 October 2008 in Berlin on the
margins of ACI EUROPE抯 Airport
Exchange conference, is about identifying
and implementing joint action
aimed at both optimising existing
capacity and facilitating the development
of new infrastructure where it is
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Skyway Magazine Winter 2008(15)
