On 22/11/2012, in ATC world, by steve
Last week during the 9th ALTA Airline Leaders Forum in Panama City, Panama, aviation associations
signed the Joint Declaration on Airport and Air Navigation Service Infrastructure. The Civil Air
Navigation Services Organisation (CANSO), came together with the Airports Council International
(ACI), the Airports Council International – Latin America and Caribbean (ACI-LAC), the Latin
American and Caribbean Air Transport Association (ALTA), and the International Air Transport
Association (IATA) to urge Latin American and Caribbean Governments to develop air transport
infrastructure to adequately meet the needs of the industry, now and in the future.
On 22/11/2012, in ATC world, by steve
In his first public address, the newly-appointed Director General of the Civil Air Navigation Services
Organisation (CANSO) Jeff Poole called on the international aviation community assembled at the
12th ICAO Air Navigation Conference to embrace change and collaboration in order to achieve the
long-held vision of a globally harmonised and interoperable air navigation system. Jeff Poole told
guests attending a CANSO-hosted lunch during this once-in-a-decade ICAO event, that he will drive
positive and urgent change to bring about more seamless and efficient management of the airspace.
More than 1,000 delegates are anticipated during the 10-day event that will run from the 19th to the
30th November to agree a new Global Air Navigation Plan (GANP) that will guide industry planning
and implementation activities over the next decade. For the first time, a new framework called the
aviation system block upgrades (ASBUs), and a series of technology roadmaps, will guide the
planning of ATM modernisation initiatives and synchronise development of air traffic management
infrastructure globally. CANSO played a key role in identifying these operational improvements and in
gaining commitment for them prior to the Conference.
On 04/06/2012, in Bookshelf, by steve
67 ANSPs world-wide are members of CANSO. They handle more than 85 % of world air traffic. CANSO is also in regular contact with those ANSPs not yet members of the organization but which have recognized the value of membership.
CANSO publishes the ATM Report & Directory every year with the aim of providing the world’s most comprehensive source of information on ANSPs.
You can download your free copy of the directory here.
On 22/03/2012, in ATC world, by steve
Boeing and the Civil Air Navigation Services Organisation (CANSO) have called on the aviation industry to accelerate the pace of change in air traffic management improvements by taking advantage of existing aircraft capabilities. At the 6th Aviation & Environment Summit in Geneva, Switzerland, the two entities issued a joint technical paper outlining critical actions necessary to achieve the industry goal of 95 to 98 percent efficiency in air traffic management by 2050.
“The capabilities of today’s high-technology airplanes are underutilized in the current constrained and outdated ATM system, undermining the profitability of the aviation industry,” said Neil Planzer, vice president of Air Traffic Management, Boeing Flight Services. “We are fully committed to supporting long term modernization efforts such as SESAR and NextGen without losing sight of improvements we can make today.”
The publication, titled “Accelerating Air Traffic Management Efficiency: A Call to Industry,” outlines critical actions needed to improve the worldwide air traffic management system. It profiles successful projects from around the world and highlights areas where aviation stakeholders can work together to deliver efficiency improvements.
On 29/07/2011, in CDM, by steve
CANSO, the Civil Air Navigation Services Organisation, has announced the launch of a pilot project which aims to improve the efficiency of air traffic management (ATM) between two major cities in the Asia-
The project seeks to demonstrate the potential efficiency gains from the implementation of CDM at Suvarnabhumi airport in Bangkok and Changi airport in Singapore, and the integration with en-route CDM for seamless ATM operations.
On 25/05/2011, in SESAR's Palace, by steve
Mid-March Aviation Week published a double interview in which Canso director general Graham Lake and Air Traffic Control Association president/CEO Peter F. Dumont spoke their minds about air traffic management developments on both sides of the Atlantic.
The interviews were refreshing and revealing. They both spoke about the prospects of SESAR and NextGen frankly and eschewing the usual bluster and we-have-won type of text so frustrating in the “formal” communications.
Mr. Lake tells us that it is not yet clear where the 4 billion euros implementation funding needed by SESAR will come from… With SESAR well into its 8-year life-span and 2.1 billion euros being burned through as you read this, such an uncertainty about the future is cause for concern to say the least.
He also makes the point that the new ATM system will still need people to operate it. He then goes on to say that some 70 % of the typical ANSPs costs are staff related, expressing surprise that parts of the ATM network face disruptions as a result of labor disputes and demands for unsustainable labor agreements. As an industry, we cannot allow this to continue he states. There is a strong message here and one is almost tempted to compare the number of pilots and other airline stuff who lost their jobs because of the economic crisis with the number of ATC staff who had been handed the pink slip for the same reason…
On 14/02/2011, in FAB News, by steve
And ATM2000+? You will be forgiven if you do not. After all, we live in the age of SESAR and the FAB… There is a whole new generation of experts laboring on the “things” these new acronyms signify and without a doubt they believe in what they are doing. As they should indeed. But may be, just may be, it is a worthwhile exercise to remind them (and ourselves) what EATCHIP was all about.
The acronym stands for European ATC Harmonization and Implementation Program. It was an ambitious initiative to improve air traffic management in Europe. As tangible results kept slipping ever farther into the future, EATCHIP II and then III were born, all characterized by endless meetings, promises and a lack of action on the part of most of the stakeholders. Clearly, something was very wrong though this was not said in so many words… But in time ATM2000+ was launched which was a new take on the old subject of ATM improvements. The agreements to make ATM2000+ reality were signed on the highest level. More working groups, more meetings while obfuscation and dodging of the issues continued. I remember well how some EUROCONTROL experts were pulling their hair out when for the nth time something that was the perfectly logical next step was once again blocked by one or the other of the stakeholders. Sometimes it was a ground service provider, some times the airlines, but the end result was the same: delay in the program and delays at the airports.
My favorite story of the time concerns the ECIP, the European Convergence and Implementation Plan (the forerunner of the ESSIP) which contained the implementation objectives and the deadlines for implementation. One would think that the date against an ECIP objective was to be taken seriously and a State failing to achieve the objective would come under enormous peer pressure… No way! I sat through many a frustrating meeting which did little else than change the dates of the ECIP objectives… always to a later date! It was enough for one or the other of the big States to announce that they would not meet the originally stipulated date and it was changed immediately. The result? The program was always on time and nobody ever missed a deadline. Cute and very impressive in political statements. This did not help aircraft stranded on the ground but looked very nice in reports and ministerial presentations.
On 18/01/2011, in SESAR's Palace, by steve
Most of those who took part in the epic battle over the introduction of Mode S Enhanced Surveillance (EHS) have either retired, moved to other activities or flew west to greener pastures but I guess there is still a hard core who will remember how the airspace users lost that one to the three big States in Europe and EUROCONTROL who was caught between a rock and a hard place… I was one of those doing the shouting, telling anyone who would listen that Mode S Enhanced Surveillance would cost the airlines an arm and a leg and would generate next to zero benefits. The majority of the airlines and some ANSPs agreed… This was back at the beginning of the previous decade and in the end, the three promoters of Mode S EHS, fed up with the indecision of the others and the opposition of the airlines, banded together and set up the Three State Program, in effect deciding that they would put in Mode S EHS regardless of the opposition. They did have the grace to announce clear time-frames (2003) to have everything on the ground ready and the benefits accruing for the airspace users. We are now in 2011 and very little of that grand promise has been realized, certainly if we look at things from the benefit point of view. If anyone out there has news about Mode S Enhanced Surveillance quantifiable benefits being available to anyone, please let us know…
But the story continues except that the stakes are even higher. This time the matter is on the level of the European Commission and its Single European Sky Implementing Rules (SES IR). Mind you, there is nothing wrong with the Commission wanting the jump start SES via implementing rules. On the contrary, this is a good thing. Except that the old specter of Mode S implementation is beckoning again in the Surveillance Performance and Interoperability IR.
On 03/12/2010, in FAB News, by cleo
Working in air traffic management on occasion one gets the impression that a lot of people have very short memories. Take for instance the proud announcement from FABEC (Functional Airspace Block Europe Central) to the effect that as part of the harmonization of European airspace, shorter night routes are being offered on 115 cross-border connections. FABEC as you may know is one of the elements in the new style European airspace fragmentation called FAB. Belgium, France, Germany, Luxemburg, the Netherlands and Switzerland are working together to bring improvements in their “joint” airspace.
The announcement includes the usual claims about the airlines being able to save 800 thousand nautical miles per year translating to 4800 tonnes of fuel saved and 16000 tonnes less CO2 emissions. Nice… but what is wrong with this picture?
On 13/10/2010, in CDM, by steve
The threat of climate change, the global economic crisis and the resulting changes in the structure of the European aviation market have led to a renewed focus on efficiency and performance for Europe’s airports. In October 2008, ACI EUROPE and EUROCONTROL signed a collaboration to increase operational efficiencies at European airports.
This collaboration revolves around the implementation of an innovative operating practice called Airport Collaborative Decision-Making (A-CDM) which allows airports into the Air Traffic Management network and vice versa. This gives users access to a range of operational data allowing them to make their operations more efficient.
Successful implementation of A-CDM leads to significant reduction in CO2 emissions, which in turn helps airlines save fuel.
At the 5th Annual ACI EUROPE Airport Exchange, CANSO – the global trade body for Air Traffic Management – joined this partnership, giving the initiative even more momentum.
Over the last 2 years, the A-CDM program has made great progress with more than 30 airports so far engaged in implementing it.