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act as a constraint. The Commercial Air Navigation Services
ATM AND AIRPORTS: CHALLENGES FOR EUROPE
62
The Irish Aviation Authority is, in the words of its
Operations Director, Pat Ryan, “A small service
provider which continues to punch above its
weight.” Ireland’s location has given the IAA a niche
role in the interface of traffic operating between
Europe and North America – a position that it
intends to maintain and strengthen.
In line with the overall growth in the Irish economy
over the past decade, the IAA is also developing
and enhancing its capabilities to assist with the
continuing growth in traffic at state airports in
Dublin, Cork and Shannon as well as in the rapidly
developing regional airport sector.
The company is constantly seeking to influence
developments internationally through the ICAO
process including the North Atlantic Systems
Planning Group as well as through the various
EUROCONTROL fora in which it is participating
and in CANSO. In particular the company is
preparing for the Single European Sky (SES)
initiative and is at the forefront of the
development of Functional Airspace Blocks (FAB).
As a result of a study undertaken by the Solar
Alliance in July 2005, the IAA is collaborating with
the UK’s service provider, NATS with a view to
creating a joint Ireland/UK FAB.
A significant building block for a possible UK/Irish
FAB was set in place in 2005 with the completion
of phase 1 of radar service provision from Shannon
ACC for the Northern Oceanic Transition Area
(NOTA) with full implementation scheduled for
October 2006. The Authority has commenced
preparatory work, in line with SES requirements,
which will see the separation of the regulatory and
IRISH AVIATION AUTHORITY
service provision services. Legislation is due to be
introduced in the Irish Parliament in 2006 with a
view for separation to take place in 2007.
With the advent of satellite-based data link
communications, the IAA has started discussions
with the Icelandic Civil Aviation Authority (ICAA) to
look at strategies to prepare a carefully managed
transition from HF to datalink communications
services in the North Atlantic over a number of
years. As one of seven HF providers in the North
Atlantic the IAA recognises the need to manage
this transition very carefully as it involves significant
costs in terms of staff reduction, redeployment and
retraining. The IAA envisages a co-operative
arrangement with Iceland’s ICAA to help with this
process, which would see the two service providers
work together to share frequencies, airspace and
co-operate in the efficient management of
resources at each of their facilities.
The IAA is also part of a collaborative venture with
Sweden’s LVF, Denmark’s Naviair and Thales ATM in
the COOPANS proposal. The rationale behind this is
to spread the cost and effort of enhancing the
Thales EUROCAT 2000 product over a defined
period during which regular upgrades will be
implemented. Not only will the costs be more
manageable and the upgrades better planned, but
also the three service providers will enjoy a high
degree of system harmonisation.
These far-sighted strategies and collaborations
should ensure that the IAA remains according to
Pat Ryan “a leading safe and cost-effective service
provider, which is customer focused and value-formoney
driven.”
63
Organisation (CANSO) told the European Commission that,
despite some revisions, it believes the proposed legislation is
still “over prescriptive, too detailed and fails to recognise the
need for proportionality”. CANSO argues that some proportionality
is needed and that the CRs should be tailored to
reduce the burden on ANSPs depending on the scale and type
of their operations and subject to tests of reasonableness,
proportionality and relevance to the SES objectives.
The UK’s National Air Traffic Services (NATS), which was the
first European ANSP to be privatised, and operates in an
environment where service provision and safety (and
economic) regulation are entirely independent, would like to
see a level playing field achieved, but not if it means
sacrificing standards.
“There is a risk that those aspects of the Common
Requirements relating to safety will end up being too detailed
and too prescriptive," said Fergus Cusden, Director of Safety
with NATS. “They are very useful for less mature ANSPs, but
there is a danger that they could force more mature service
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A vision for European aviation(15)
