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proposes to extend [EASA's] competence to include aerodromes and ATM/air-navi¬gation services".
Third: "Europe must accelerate [ATC¬system] development to address challenges and synchronise both airborne and ground deployments," says the EC. Taking required time of arrival as the starting point for organisation of flight operations, the EC expects the SESAR programme to provide appropriate technologies. "The real added value will come with implementation, when SESAR products are deployed in a co-ordi¬nated and synchronised way. This will over¬come fragmentation in equipment for both ANS providers and airspace users and speed up the pace of technological progress."
Fourth, to accommodate growing demand for air traffic, airport and ATM, capacity must "remain aligned to preserve overall [network] efficiency", says the EC. "The [airport capacity, efficiency, and safety] action plan contains measures to increase the output and optimise airport-infrastructure planning, while raising safety and environmental standards." Propos
als include better use of infrastructure, improved planning, promotion of "intermo¬dality" and improved airport access.
The SESAR infrastructure-modernisation project aims to provide an ATM system able to ensure safe and flexible air transport for the next 30 years. Led by EUR0C0NTR0L, the 2006-08 SESAR definition phase 'deliv¬ered' an initial ATM master plan covering content, development and deployment of next-generation systems up to and beyond 2020. Now, SESAR partners have embarked on a five-year development phase to produce those technological systems and components by 2013. This is being done through the SESAR Joint Undertaking, launched in December 2008.
SES II proposals constitute a major challenge for EUR0C0NTR0L. Accord¬ing to the EC, current intergovernmental arrangements covering the regulatory structure and provision of some central ATM networks "cannot produce a level playing field where aviation can thrive, as rules cannot be enforced". Accordingly, since the organisation contributes to network-management tasks, it concludes that EUR0C0NTR0L internal reform should align governance structures with the SES. This would comply with network-task requirements and reinforce industry involvement in line with Europe's com¬mon transport policy.
KEY SESAR TECHN0L0GIES
The SESAR Joint Undertaking will draw on several new or emerging technologies as development of the Single European Sky continues, including the global satellite-navigation system (GNSS), system-wide information management (SWIM), flight-data processing system (FDPS), controller-pilot data-link communications (CPDLC) and the pan-European network system (PENS).
GNSS
GNSS technology provides a worldwide performance-driven area-navigation capability that is replacing predominantly ground-based infrastructure. GNSS (and related augmentation systems) should offer aircraft operators enhanced en-route/ terminal navigation, approach and landing guidance, and airport-surface navigation, says EUR0C0NTR0L. Transition to GNSS¬based operations will permit decommis¬sioning of some conventional navigation aids, thus releasing radio spectrum for new aeronautical services. Since hostile jam¬ming of GNSS is the biggest risk, certain retained ground systems will provide back¬up. The European component of GNSS comprises Galileo (available from 2013) and EGN0S augmentation (2009).
SWIM
SWIM technology is expected to be imple¬mented progressively with initial appli¬cations in the next few years and a full deployment towards the second half of the next decade. SWIM aims to integrate data relating to past, present and planned ATM information to permit improved decision-making by ATM stakeholders.
It should enhance strategic and tactical
planning, including real-time operations and post-flight activity.
FDPS
First instance of the new FDPS generation, EUR0C0NTR0L's Maastricht Upper Area Control Centre new FDPS is designed to provide Air Traffic Controllers with very accurate flight-trajectory predictions, thereby "enhancing safety, minimising delays and reducing aircraft fuel-burn", while accommodating large increases in traffic over 20 years of planned operation, says EUR0C0NTR0L. The FDPS 'architec¬ture' allows for modular expansion, as well as maintenance, portability and reusabil¬ity. Its introduction involved modification of 10 existing peripheral systems and synchronisation of 12 other projects.
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EUROCONTROL EBAA IAOPA Yearbook 2009: The Business of Flying(50)
