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of a truly network-centric information
environment also known as System-Wide
Information Management (SWIM). This is
Today AIM is accepted
globally as the medium for
future information provision
and management
Skyway 49 - Autumn 2008 13
reflected in the SESAR Master Plan. So
what is the difference between AIM and
SWIM and what else needs to be done
to ensure the sufficient provision of (aeronautical)
information for the future highly
automated ATM system?
AIM was and is limited in concept to the
digital provision of relatively traditional
aeronautical information in common
and interoperable formats. It should be
noted that key to this is the notion of
interoperable formats because AIM itself
does not seek to change who owns or
makes available such information. AIM
embraces, amongst other domains, information
provided through the Integrated
Aeronautical Information Package specified
in ICAO Annex 15 (aeronautical information
service ?AIS), Annex 4 (charts),
Annex 3 (aviation meteorology), flow
management, flight objects and the information
required to support emerging and
highly promising initiatives such as Airport
Collaborative Decision Making (CDM). As
such AIM is designed to be evolutionary
not revolutionary, a reflection of the
complexity of the ability of stakeholders to
reorientate, adapt to, and finance change.
The first and immediate challenge is for
ATM to begin the transition to AIM envisaged
for 2012 and beyond to provide a
solid foundation on which to build the
embryonic future ATM system based on
the notion of 4D trajectory management
and enabled by, amongst other things,
precision area navigation in the Terminal
Area, independent onboard precision
approach procedures, medium and shortterm
conflict resolution and ATM-wide
CDM.
So how does this differ from AIM?
Automation will be the key to ATM system
efficiency if the future capacity needs are
to be accommodated in a safe, economic
and efficient way. Automation is reliant on
information and this information must be
relevant, sufficient, timely and accurate if
the benefits are to be obtained. Moreover,
such information must be extended
beyond the current understanding of
what constitutes the stakeholders of ATM
to each and every actor, from the pilot
and air traffic controller through to the
driver of a refuelling truck, both originators
and consumers of information, and
all must be brought under the auspices
of the net-centric information environment
construct.
To a greater extent the future requirements
of the net-centric environment are
clearly recognised and reflected in the
ATM Master Plan and the means by which
it will evolve are the focus of many of the
SESAR work packages (WP) notably:
WP2 (which includes systems architecture);
WP6 ?Airports; WP7 ?Airspace;
WP8 ?Information Management itself;
WP9 ?Aircraft; WP11 ?Airline Operation
Centres; WP13 ?Network Information
Management System (NIMS); and WP14
?SWIM infrastructure. Moreover, information
management clearly impacts on all
other SESAR WPs. Given the complexity
of SESAR, the challenge will be to reconcile
the information management needs
of each WP to provide a balanced and
equitable structure and content for the
common work portfolio. And bearing
in mind the nature of the SESAR
programme, ensuring this balance will be
an interesting challenge for the SESAR
Joint Undertaking (S-JU).
The objective of the net-centric information
environment should be to ensure that
all the information required to support
traditional and non-traditional ATM operations,
the holistic so-called kerbside to
kerbside philosophy, is freely (but not
without cost) available and provided in
a managed and where necessary regulated
way. This multi-modal approach
will require the evolution of new understandings
and working practices
between airside, landside and ATM (in
its generic definition) stakeholders, no
small challenge in itself. The intelligent
use of timely and accurate information
is essential to ensure that there are no
impediments to the free flow of passengers
or goods through the European
airports and that the impact of an incident
at for instance one airport can be
mitigated without creating contagion to
the detriment of the efficiency and regularity
of the ATM system.
The practical realisation of this netcentric
information environment is
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Skyway Magazine Autumn 2008(8)
