Harmonized Transition Altitude for Europe – EASA A-NPA open for comments
On 15/04/2012, in Just to let you know..., by steve
Following completion of the HETA TF work aimed at creating a Regulatory Impact Assessment for the introduction of a harmonized transition altitude for Europe, the European Aviation Safety Agency (EASA) has published an Advance Notice of Proposed Amendment (A-NPA 2012-01) Harmonised Transition Altitude, which is now open for comments.
You will find this A-NPA on the EASA web-site here.
The deadline for submitting comments is 29 May 2012. The most convenient way of submitting comments is to use the EASA Comment Response Tool (CRT) available at here.
EASA is also asking stakeholders concerned to fill in and submit electronically the questionnaire found on page 8 of the A-NPA.
The problems, including safety concerns, with widely differing transition altitudes in Europe concern every member of the flying community. I would therefore advise you to give due consideration to submitting comments on this subject to EASA and also filling in the questionnaire before the deadline of 29 May 2012.
Your opinion counts!
The EU Emission Trading Scheme (ETS) – why the fuss?
On 11/03/2012, in Environment - Without hot air, by steve
All matters environmental are sensitive and aviation has been in the cross-hairs of the environmental lobby for a long time. Somehow the substantial improvements already made and those in the pipeline have not generated the level of interest they deserve. The fact that the still hopelessly inefficient air traffic management system in places like Europe is one of the biggest potential sources of new emission reduction has also been more or les ignored.
Not so the ETS… So what is the ETS?
This scheme makes it possible for companies that produce harmful emissions like CO2 to buy credits that allow them to continue their activities and continue spewing out the bad stuff up to the level of the credit they have purchased. The idea is that by making you pay for your bad habits, you will be motivated to mend your ways, i.e. improve your technology so that your activity becomes less polluting.
The airline industry, responsible for a mere 2 % of all industrial emissions, has been exempt from this scheme until 1 January 2012 and for good reason. After some initial hesitation and misunderstandings, the aviation industry did get its act together and in fact became one of the most ardent supporters of emission reduction. In fact, aviation was set by many experts as an example to follow by other industries in recognition of its worldwide efforts and common action plan.
One thing the airlines did not want was regional solutions to emission reduction… For companies flying essentially all over the world, diverging regional requirements and administrative regimes would be a nightmare that increased costs unnecessarily.
The natural forum to develop a worldwide solution for the reduction of aviation emission would have been ICAO but like so often in the past, progress was glacial, to say the least. The European Union lost its patience and announced that they would extend the ETS, already operational though of questionable effectiveness in other industries, to aviation also if no ICAO solution was forthcoming. This was the last thing the airlines wanted.
Not only is the ETS a purely regional solution, the way it was going to be applied to aviation would distort the market in all kinds of ways. I have written about this in the past so will not go into the details again here.
One thing is certain, the whole issue is turning into a perfect, albeit world wide, mess.
Click here to read the full article
When Titans speak
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…
Click here to read the full article
Functional Airspace Blocks (FAB) – the EC’s biggest blunder?
On 30/04/2011, in FAB News, by pbn
That the EC meant well when they originally came up with the idea of Functional Airspace Blocks (FAB) is not in question. That they did not anticipate the monster they were creating can be put down to the engaging naivety of someone venturing into the jungle of European air traffic management for the first time. That IATA was blind enough to support the FAB concept shows how desperate they were for a solution, any solution, to the continued ills of ATM.
As we head towards a summer promising to be vary bad in terms of delays and in the midst of the general euphoria about FABs and ANSP alliances, it should be interesting to look into the history of the FAB idea and its present reality. If for no other reason then to learn why it will not bring the improvements the industry craves.
Those amongst you with the longest memory will recall EATCHIP and ATM2000+ the two European flagship air traffic management projects which dragged on for years and in spite of Ministers of Transport signatures on the ATM2000+ documents, they delivered very little. We suffered through meeting after meeting, all kinds of new groups were created but in the end, when it came to implementation the deadlines always seemed to slip to a date comfortably in the future. Comfortably for the service providers and frustratingly for the airspace users. Europe was treading water and the industry did not drawn but this was in spite of ATM2000+ rather than because of it.
The European Commission was taking an increasing interest in the problems of air traffic management and seeing that it was not possible to create a truly European project, they decided to take a pragmatic approach when they finally intervened. Enter the Functional Airspace Block or FAB. If you cannot get the whole of Europe to work on a harmonized system, have at least a few groups of ANSPs work together… A nice idea which unfortunately ignored the fundamental problems and realities of European ATM.
The FAB concept was met with a conspicuous lack of enthusiasm. Working together, giving up even a small bit of their independence was anathema to the ANSPs and any idea coming from the EC was suspect to begin with. The first round of the Single European Sky regulations was struggling to take off at about the same time and was kept firmly on the ground for the very same reason…
Then SESAR came along. This was a truly European undertaking working to define a truly European air traffic management system. SESAR’s definition phase was hard going but on that particular battle field it was no longer possible to go against the pan-European solution, so instead the proposed new paradigms and solutions were attacked with the usual gusto.
Click here to read the full article
FAB brings European diversity into SESAR – the one thing we were all waiting for?
On 12/03/2011, in FAB News, by cleo
The latest issue of ATC Global Insight was nothing if not extremely entertaining. In a previous article Steve described why the reported claim of DSNA’s boss about SESAR having been built on FABs is total nonsense.
But it seems there was more… Insight tells us that Mr. Georges assured his audience that “FAB will bring European diversity” into SESAR. Oh boy!!!!
I hope somebody has misunderstood something here. I know that it is very fashionable to say that Europe’s strength is in its diversity (cultural, language, outlook, temperament and so on) but diversity in air traffic management is not so much a strength as a huge failure.
Click here to read the full article
First concrete SESAR achievements in 2011
On 08/03/2011, in SESAR's Palace, by steve
At the biggest international Air Traffic Management exhibition, ATC Global being held this week in Amsterdam, the SESAR Joint Undertaking presents the first components of the future European ATM system. The aim of this first SESAR Release is to group projects and validation exercises and to start delivering together with the 49 SESAR members and associate partners tangible results at a reindustrialization stage as of this year.
“SESAR is set to modernize air traffic management in Europe. Recent projections predict for Europe a doubling of flights by 2030 compared to 2009 levels. This equals 16.9 million movements; everybody knows that the current air traffic management system cannot cope with such an increase. SESAR is prepared to address this challenge by presenting first benefits for the aviation community this year, just as planned.”, says Patrick Ky, Executive Director of the SESAR Joint Undertaking.
Periodic releases
With the commitment of the private and public partners involved in the work program, SESAR will deliver results through periodic releases.
The first SESAR Release is the outcome of a thorough status review of the approximately 300 SESAR projects to see where early results can be achieved to
quicker serve the aviation world. Projects which are included in the 2011 Release will have been verified and validated in an operational environment to allow for a decision on industrialization and subsequent deployment.
With the first SESAR Release, the European ATM modernization program reveals initial components of the future European ATM system. The validation exercises will cover the areas of efficient and green terminal airspace operations, the initial 4D trajectory, end to end traffic synchronization, as well as integrated and collaborative network management. Concrete benefits will be achieved for airlines, pilots, airports, air traffic controllers, pilots, passengers and the environment.
Improved procedures, tool sets, prototypes
Through simulations, prototypes, shadow mode or live and flight trials, the SESAR members will perform 29 validation exercises all over Europe, the first of which have already taken place in February.
Click here to read the full article
Functional Airspace Blocks (FAB) – New category on Roger-Wilco
On 03/01/2011, in FAB News, by steve
FABs may be the highest political priority for the European Commission and they certainly are the source of high flying political statements, but I still do not like them. Why? Well, the idea when it first came up was a good one. At the time, functional fragmentation of air traffic management in Europe was costing airspace users billions and in spite of all the projects being considered, there was little hope for structural reform.
In order to break the logjam, and fully aware that there was no hope for getting the whole of Europe to co-operate and create a single sky, the EC very pragmatically proposed that groups of States get together and create functional airspace blocks (FAB) along the lines of their ATM “interests”, optimizing and aligning procedures and services inside their FAB… This way, the argument went, at least there would be a single sky of sorts inside the FAB and later on the FABs themselves could be harmonized for a truly single European sky.
Pragmatic and logical as the idea may have been, it was not received by the ANSPs with open arms.
Click here to read the full article
Shorter night routes in FABEC – is this an achievement?
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?
Click here to read the full article
NSA training initiative program
On 17/11/2010, in SKYbrary News, by steve
News from EUROCONTROL’s aviation safety knowledge base SKYbrary.
The European Commission’s drive to create a Single European Sky (SES) – where harmonized rules and procedures are utilized across all States – has generated a range of new regulatory rules for both States and ANSPs, many of which necessitate changes in working methods.
ANS providers must now be certified by a National Supervisory Authority (NSA) before they can provide a service. Therefore training of the NSA staff to develop the necessary competence is essential and has become a priority for all NSAs across Europe.
Read more about the NSA training initiative program here.
You can find a lot of SES reference material here.
An old enemy – radiation fog
On 29/10/2010, in SKYbrary News, by steve
News from EUROCONTROL’s aviation safety knowledge base SKYbrary.
As winter approaches in Northern Europe, the risk of Radiation Fog, on a cloudless night, especially within a high pressure system, is increasing. Close monitoring of Dew Point and Temperature difference, and trends over previous days will give an insight into the likelihood of fog which may affect both destination and primary alternates.
Although these days the disruption caused by fog is far less serious than it used to be, it is a good idea to refresh our understanding of this natural phenomena.
Read more here.
CANSO joins ACI-Europe and EUROCONTROL to accelerate A-CDM roll-out
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.
Click here to read the full article
Via bends and kinks to Honolulu
On 04/10/2010, in On the go..., by steve
The shortest route to HNL
There are many ways of flying from Brussels to Honolulu and the travel time is in excess of twenty hours in all cases. You might say that it does not matter since no sane person would want to do a trip like that in one stretch but in case you do, the best option is Continental Airlines from Brussels to Newark (EWR) and then again Continental Airlines Newark to Honolulu (HNL) non-stop. CO is the only airline offering a non-stop connection from the US East Coast to HNL. It is a flight of 10 hours and 30 minutes though very often 10 to 15 minutes are shaved from the schedule time. The only uncertain aspect of such a routing is the 90 minute transfer time in Newark. Although clearing immigration, picking up your bag, rechecking it and going through security can be done under an hour, leaving you 30 minutes to find your gate, if the flight from Brussels is late, things can get tight and you may end up waving good-by to the departing 767… However, we have done this route twice now and made the connection each time so may be there is less to worry about than I imagined. Continental knows whet they are doing when they allow this connection.
Five years ago we flew to Honolulu with Delta just a few days after Hurricane Katrina destroyed most of New Orleans. We had to change planes in Atlanta and the fuel situation was so bad there that we had to land in Dallas to fuel the 767 for the long leg to HNL. In early September this year it was Hurricane Earl inching up the East Coast that was threatening to disrupt air traffic in the New York area and hence make a joke of our 90 minute connection time (proving that I was not worrying over nothing). As it happened, Earl was slower than forecast and it arrived a day after us even then staying well clear of the coast, sparing New York and the various connections.
Boarding in Brussels
Misty morning in Zaventem...
The 767-400 was docked at terminal B in Zaventem and when the pre-boarding announcement came, there was a mad rush towards the gate as if each and every passenger on that place was travelling in first class, had multiple disabilities, was accompanied by five kids or all three… The gate agents tried to organize a boarding-by-rows process but they were facing a mission impossible. For one, the announcements could barely be heard so no one was really sure which rows were being called so they all pushed forward, blocking the way of those who knew that they had been called… There were several American families who remained seated as instructed, patiently waiting their number to come up while they watched the multilingual, undisciplined crowd milling about, making a joke of the whole boarding process.
Click here to read the full article
Are ATM operational concepts the cause of failure?
On 03/09/2010, in SESAR's Palace, by steve
I have known Jean-Marc Garot, the former director of EUROCONTROL’s Experimental Centre in Paris for a long time. A forward thinker and in many ways a visionary, he retired from EUROCONTROL in 2005. He has now published an interesting article in The Controller magazine with the title “What is an ATM concept?”
I think everyone in Europe and in the US who has ever been involved in the development of operational concepts for air traffic management should read this article. Not because it is so good or so full of revelations from which we can learn but to see just how poorly we have communicated our efforts and how completely things have been misunderstood on various levels of the ATM world and at different ATM organizations.
The article starts off with a nice and even funny summing up of how, it is claimed, experts for concept work are/have been selected. There is indeed some truth in the description and it is also true that there have always been people on the concept groups coming from airlines, ANSPs, industry and what have you who could only think in terms of their own particular activities with little regard for anybody else’s. But those were always a minority. Troublesome yes, but hardly determinant for the final product.
The overwhelming majority of experts in concept work knew what they were about and it was quite common to have airline reps with an ATC background as well as the other way round with ATC folks who were flying on the side.
The article correctly points out that some of the documents produced were indeed overly voluminous… It is a pity that in the very next paragraph 4D Trajectory Management, System Wide Information Management (SWIM) and even air/ground digital link are listed as mere hypotheses, ambiguous descriptions that everyone can agree to and which therefore assume the status of certainties, no longer questioned and on which benefit expectations can be built… without much justification.
Click here to read the full article
Why airlines are reluctant to SWIM
On 20/08/2010, in SWIM, by steve
In the air traffic management context, System Wide Information Management (SWIM) is an accepted concept and in fact SWIM is considered as one of the most important mainstays of both SESAR in Europe and NextGen in the USA. SWIM attained this status through the widespread recognition that the lack of information and the poor management of available information was in fact one of the main causes of inefficiencies in air traffic management.
In the SWIM context aircraft and airline systems are as much part of the net-centric environment as are ATC systems and airports. In other words, information is universal and must be managed as such without artificial barriers separating the partners along legacy divisions based on activity types. It does not mean that everyone may see into everyone else’s kitchen. Commercial and other sensitivities are taken into account but required information is available to whoever needs it, where they need it and when they need it.
Only by going away from the legacy thinking of treating information divided into company domains and replacing it with an information-as-needed type of paradigm can the hunger for information in aviation be quenched. This will certainly cost money but the transition has to be made or the consequences can be dire.
In this light it is certainly cause for worry to read in the July 26 issue of Aviation Week and Space Technology about the debate that took place recently at SITA’s Assembly in Genval, Belgium. There Edward Nicol, Cathay Pacific Airways’ director of information management, while acknowledging the legitimacy of the connected aircraft concept, argued that to date no supplier could provide a business case for such a system. As reported by Aviation Week, he went on to say that the implementation programs being promoted by the manufacturers do not fully recognize the practical difficulties of overhauling an airline’s legacy systems.
Unfortunately the report does not quote the position of airlines in the SESAR and NextGen sphere of influence but I am afraid that their view of the connected aircraft is probably rather similar. And therein lies the lethal trap.
Click here to read the full article
