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expect that this programme will be a catalyst to accelerate
ATM changes, which may allow things to move forwards a lot
faster, because the proposals resulting from this phase will be
more widely supported by the aviation community. This
wasn’t always the case in the past”.
In addition, Sesar will encourage a synchronised and
integrated approach to ATM development, from research
through to operational phases, ensuring that more costeffective
use is made of scarce resources. The idea is to
create an holistic approach to the future European ATM
landscape – hence the involvement of as many stakeholders
as possible, to ensure that all of the difficult issues – for
example, the creation of fewer, larger, functional airspace
blocks that do not necessarily follow national boundary lines –
are addressed together.
The definition phase will lead to a common, unique,
European ATM Master Plan geared from the outset towards
implementing the SES. “For the first time in European ATM
history, all European aviation players will come together in
defining, committing to and carrying out a plan”, says Miaillier.
The Master Plan will be based on the future aviation
requirements, the industrial capability to develop new
technologies and on current developments. It will be used to
generate the work programme for the first years of the
implementation phase, running from 2007-2012, during which
it will be necessary to perform a parallel range of tasks
supporting the short-, medium- and longer-term developments.
The Master Plan will also be expected to take account of
the global dimension and ensure that there is total interoperability
between non-European and European ATM systems.
The hope is that, in conjunction with the regulatory
approach now being taken, Sesar will provide the longawaited
pathway to a future, seamless, European ATM system.
By bringing together so many involved parties, the EC and
EUROCONTROL have ensured that the massive changes
needed to cater for the expected growth in traffic are certain
to happen.
Sesar consortium partners
Airspace users: Air France, Iberia, Deutsche Lufthansa AG,
KLM, Association of European Airlines, International Council of
Aircraft Owner and Pilot Associations, European Regions
Airline Association, International Air Transport Association.
Airports: AENA (Spain), Amsterdam Schiphol, British Airports
Authority (BAA), Frankfurt Airport, LFV (Sweden), Munich
Airport, Aéroports de Paris.
Air Navigation Services Providers: AENA, AustroControl, DFS
(Germany), DSNA (France), ENAV (Italy), LFV (Sweden), LVNL
(Netherlands), NATS (UK), NAV (Portugal).
Industry: Airbus, Selex Sistemi Integrati, BAE Systems, EADS,
INDRA, Thales ATM, Thales Avionics and Air Traffic Alliance.
In addition, the definition phase will include Project
Associates, a growing list of entities including representatives
of the military, civil aviation authorities, representatives from
European research and development institutions, and non-
European industry.
For a review on how EUROCONTROL intends to oversee and
apply safety management best practices in the Sesar
definition phase, see ‘Safety management and safety risk
regulation aspects of the Sesar definition phase’.
Sesar will encourage
a synchronised and
integrated approach
to ATM development
ATM AND AIRPORTS: CHALLENGES FOR EUROPE
56
SAFETY MANAGEMENT
AND SAFETY REGULATION
ASPECTS OF THE SESAR
DEFINITION PHASE
Simon Michell reports on the challenges EUROCONTROL faces as it oversees
and applies safety management best practices in the Sesar definition phase
© Flughafen München GmbH
57
esar, the implementation programme for the Single
European Sky (SES) complements the regulatory
framework and aims to make the operational and
technical changes necessary for SES implementation. It is a
collaborative programme in two phases, involving all of the
stakeholders. The first phase, the ‘definition’ phase, has
already begun and will finish in mid-2007. The second, the
‘implementation’ phase, will run from 2007 to 2020.
According to Dr Erik Merckx, the head of EUROCONTROL’s
Safety Enhancement Business Division, there are two
elements to safety management within the Sesar definition
phase. The first one is assessing the safety of all technical
improvements that are being developed in terms of
operations, capacity and delay. This requires the
development of safety cases to prove that new technology
introduced into the system is in fact safe.
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A vision for European aviation(12)
