Press clipping July 2016
Transcript of Press clipping July 2016
Press clipping July 2016
SESAR delivers solutions by the score Publication Jane's Airport Review Author Jenny Beechener Amsterdam Section ATC Date posted15-06-2016
The SESAR Joint Undertaking (SJU) detailed more than 60 technological and operational solutions at a showcase event in Amsterdam that was held from 14-16 June 2016. The public-private partnership was established in 2007 to define and develop solutions to support the European Commission's Single European Sky (SES) initiative. SES aims have been to triple airspace capacity, halve costs, reduce emissions by 10% and increase safety by a factor of 10 since its launch in 2004.
Maurizio Castelletti, head of the SES unit within the EC Directorate-General for Mobility and Transport (DG MOVE), estimates the Commission will have contributed more than EUR3 billion (USD) to co-funded research activity by 2020 - the target year set to meet SES objectives. "The work does not stop after the research," he added. "For real success, we have to reach full deployment." Castelletti drew attention to the challenges that face the deployment period of the programme (2014-20), including the need to close the gap between the development and industrialisation of SESAR solutions. "We have to maintain the momentum. Our job is regulation, and industry needs to produce standards."
Romanian MEP Marian-Jean Marinescu said deployment is the most important phase and the European Parliament must continue to fund the programme during the next facility framework. "While the SES is blocked for political reasons, the way forward is to deploy SESAR." Solutions include systems and procedures which have been shown to improve all areas of airspace management. They range from high-performing airport operations to advanced air traffic services, network operations, and enabling technology such as System Wide Information Management (SWIM) and satellite-based datalink communications.
Martin Rolfe, CEO of UK air navigation service provider NATS, cited the implementation in 2014 of extended arrival management (XMAN or E-AMAN). "We've reduced aircraft holding for Heathrow arrivals by one minute, which given that the average was previously nine minutes, is a considerable improvement." NATS is focused on developing other solutions including time-based separation (pioneered at Heathrow) which delivers an extra three movements per hour in strong headwind conditions compared to previously, and provides greater operational resilience. "We need to focus on the end game and put solutions into operation," he explained.
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SESAR delivers solutions by the score
Jenny Beechener, Amsterdam - IHS Jane's Airport Review
15 June 2016
(C! Sharo ïżœTwcct [iij"Email J
The SESAR Joint Undertaking (SJU) detailed more than 60 technological and operational
solutions at a showcase event in Amsterdam that was held from 14-16 June 2016.
The public-private partnership was established in 2007 to define and develop solutions to
support the European Commission's Single European Sky (SES) initiative. SES aims have been
to triple airspace capacity, halve costs, reduce ernissions by 10% and increase safety by a factor
of 10 since its launch in 2004.
Maurizio Castelletti, head of the SES unit within the EC Directorate-General for Mobility and
Transport (DG MOYE), estimates the Commission will have contributed more than EUR3
billion (USD) to co-funded research activity by 2020 - the target year set to meet SES
objectives.
Want to read more? For analysis on this article and access to ail our insight content, please
enquire about our subscription options ihs.com/contact
To read the full article, Client Login ïżœ
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Jane's Airport Review - Jennifer Beecherner - 15/06/2016
https://twitter.com/atmeditor https://goo.gl/RDKWJ2
The sorry history of the datalink tech-nology which Europe so disastrously adopted is well documented, writes
Aimée Turner. Two years ago it was decided that the
cornerstone enabler for 4D trajectory fl ight was technically unusable due to system overloading and potentially dangerous radio interference.
The European Aviation Safety Agency (EASA) which carried out an investigation into the issue on behalf of the European Commission warned that even in spite
of tweaks to the technology, messaging between controller and cockpit using the Aeronautical Telecommunication Network was liable to randomly disconnect at ten times the safe level.
That meant that the technology was so far from meeting its availability targets at a time when only a limited number of aircraft were using it, that its rollout was to be shelved for fi ve years until a more robust solution was found.
The SESAR Joint Undertaking (SESAR JU) was tasked with studying the limits of VDL
Mode 2 to identify what exactly needed to be done to deliver high-quality data commu-nications capability, an essential enabler to achieve the effi ciency and capacity improve-ments required by the Single European Sky.
It found that VDL Mode 2 over one single frequency had already reached its capacity limits and that a four-frequency implementa-tion would be a minimum requirement until 2025 to support its deployment in high density areas.
The SESAR JU also launched what was referred to as the ELSA consortium
New ApproachDavid Bowen, the SESAR JUâs ATM chief, explains how Europe plans to fi x the troublesome
VDL Mode 2 datalink and outlines an emerging performance-based vision for the future
study to examine the prevailing end-to-end VDL Mode 2 issues and to define poten-tial technical solutions for multi-frequency deployment and possible improvements to the datalink technology. Conducted by an impressive array of industry stakeholders, that study is about to be presented to the European Commission.
The ELSA Consortium report will essen-tially advocate that the operational lifetimeof VDL Mode 2 will be maximised. But moreimportantly, the report will address the needto adapt to a shifting technology environmentthat requires European datalink infrastructureto evolve over the next 15 years. That is duein large part to greater capacity and perfor-mance ambitions that feature within the 2015edition of both the European ATM MasterPlan and the SESAR 2020 work programme.
David Bowen, SESAR JUâs ATM chief tellsAir Traffic Management that the focus of thereport winging its way to the Commission willbe on identifying the actions needed to fix theVDL Mode 2 system to make sure it meetsthe requirements and is fit for purpose withregards to the original datalink regulation.
While it is now widely agreed that VDL Mode 2 technology should have been de-veloped for SESAR in a more timely fashion, ready for the 2009 datalink regulation, the report will feature a series of recommenda-tions which will contribute to achieving not only the immediate but also the ongoing performance improvement of VDL Mode 2 to support the implementation for the first SESAR applications that rely on datalink such as flight trajectory data exchange.
It is foreseen that those recommenda-tions will be more widely disseminated to stakeholders following the summer break and that by that time some effort will have gone into communicating its messages in the most effective way.
PerformanceSo the ELSA consortium study will feature a new approach, one that puts performance at the fore. That will mean that in parallel to VDL Mode 2 which will need to be used until a certain defined time horizon, the plan will be transition towards a basket of comple-mentary technologies.
âIf you take a step back and take a wider view on communication strategy, the next step should move away from a specific system focus,â says Bowen.
âIn terms of a communication strategy roadmap, the step beyond VDL Mode 2 is one where we want to move away from a specific system focus and move much more towards a performance approach which addresses questions such as âwhat do you
want to do with the datalink system?â and then asks âwhich system meets your opera-tional need or application?â.â
âSo if an airspace user wants to take part in 4D trajectory operations, for example, where it would need to exchange 4D trajec-tory information, that application comes with a certain set of performance criteria and there could be two or three links which could all meet that criteria.â
âThat could be a satcom link, a terrestriallink, or perhaps other future types of link.From a ATM perspective we donât want toworry what type of link it is. All airspace usersneed to know is that they have a link whichmeets the required performance which willallow them to take part in the application.â
One future terrestrial datalink technology on which SESAR is working - which will suc-ceed VDL Mode 2 in the terrestrial domain and which looks likely to be a prime can-didate within the ATM Master Plan and the ICAO GANP - is something called L-band Digital Aeronautical Communication System or LDACS.
This should support much higher data rates and performance than VDL Mode 2 can offer which will likely be required for some of the advanced SESAR applications in the future. Preliminary work has been con-ducted here within the SESAR1 programme although solely at the level of breadboard prototyping.
âThe idea is that we can get that up to a decent level of maturity in SESAR 2020 so we can have standards in place and move towards industrialisation,â says Bowen who adds that the likely timeframe for availability would be 2020-2030 for this technology.
âThe key principle here is that we are notlooking to have the same traditional approachof making a technology available and thenmandate it as we have seen that that doesnot work, it does not fit the airline businessmodel and has created problems in a numberof systems over the years where a similar ap-proach has been adopted,â says Bowen.
âWhat we want to do is to decouple theperformance we are trying to achieve from thesystems that can support it so we are work-ing on the development of datalink applica-
tions to support SESAR concepts which areconsistent with the ATM Master Plan. We willlook at the operations that can be supported,the information that needs to be exchangedand create requirements around that.â
Bowen believes there is already a clear path toward future satellite communications becoming more widely available and more widely used and points to the fact that even in the continental en route environment, Iris Precursor using Inmarsatâs SwiftBroadband connectivity will represent an alternative for those aircraft already equipped - in a rela-tively short space of time.
âAn airline will be able to pick its technolo-gies depending on its type of operations and platforms and make use of whichever technology fits it best as long as it meets the need of the particular operation they want to do,â says Bowen. âSo you may have two or three options in terms of physical datalink to be able to execute a datalink application.â
Bowen says it is something that will hap-pen gradually although with Iris Precursor capability becoming available in the 2018 -2019 timeframe, SESAR is looking at somedemonstration activity that could be used tosupport 4D trajectory operations.
âThis will not negate any elements relatedto the existing mandate â which is a Com-mission responsibility â but in terms oftechnical options, even within a relativelyshort term you will have more options onthe table that you could use in oceanic orcontinental airspace.â
Within the airport domain, Bowen says that for some of the high data intensity exchanges on the airport surface, there could also be a variety of options, pointing to the AeroMACS (Aeronautical Mobile Airport Communications System) which has been developed within SESAR1 but also technolo-gies such as Wifi and GSM - not necessarily supporting air traffic services but supporting some of the AOCâs high data load or some other non safety critical data requirements within the airport domain.
âSo what you can see here is that we are gradually building a patchwork of options that you can use depending on your equi-page and what you want to use it for,â says Bowen. âWith the LDACS system we will be looking at maturing that technology during the period of the SESAR 2020 programme offering the ability to deploy in the 2020-2030 timeframe.â
âBut that wonât be saying, right you have to pull out your systems and replace it with this, but saying, OK, what you now have available is a dynamic multi-link environment with three or four links available with varying performance characteristics.â
âall airspace users need to know is that they have a
link which meets the required performanceâ
www.airtrafficmanagement.net
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Key Publishing Ltd - Aimee Turner
https://twitter.com/atmeditor https://goo.gl/RDKWJ2
The sorry history of the datalink tech-nology which Europe so disastrously adopted is well documented, writes
Aimée Turner. Two years ago it was decided that the
cornerstone enabler for 4D trajectory flight was technically unusable due to system overloading and potentially dangerous radio interference.
The European Aviation Safety Agency (EASA) which carried out an investigation into the issue on behalf of the European Commission warned that even in spite
of tweaks to the technology, messaging between controller and cockpit using the Aeronautical Telecommunication Network was liable to randomly disconnect at ten times the safe level.
That meant that the technology was so far from meeting its availability targets at a time when only a limited number of aircraft were using it, that its rollout was to be shelved for five years until a more robust solution was found.
The SESAR Joint Undertaking (SESAR JU) was tasked with studying the limits of VDL
Mode 2 to identify what exactly needed to be done to deliver high-quality data commu-nications capability, an essential enabler to achieve the efficiency and capacity improve-ments required by the Single European Sky.
It found that VDL Mode 2 over one single frequency had already reached its capacity limits and that a four-frequency implementa-tion would be a minimum requirement until 2025 to support its deployment in high density areas.
The SESAR JU also launched what was referred to as the ELSA consortium
New ApproachDavid Bowen, the SESAR JUâs ATM chief, explains how Europe plans to fix the troublesome
VDL Mode 2 datalink and outlines an emerging performance-based vision for the future
study to examine the prevailing end-to-end VDL Mode 2 issues and to defi ne poten-tial technical solutions for multi-frequency deployment and possible improvements to the datalink technology. Conducted by an impressive array of industry stakeholders, that study is about to be presented to the European Commission.
The ELSA Consortium report will essen-tially advocate that the operational lifetime of VDL Mode 2 will be maximised. But more importantly, the report will address the need to adapt to a shifting technology environment that requires European datalink infrastructure to evolve over the next 15 years. That is due in large part to greater capacity and perfor-mance ambitions that feature within the 2015 edition of both the European ATM Master Plan and the SESAR 2020 work programme.
David Bowen, SESAR JUâs ATM chief tells Air Traffi c Management that the focus of the report winging its way to the Commission will be on identifying the actions needed to fi x the VDL Mode 2 system to make sure it meets the requirements and is fi t for purpose with regards to the original datalink regulation.
While it is now widely agreed that VDL Mode 2 technology should have been de-veloped for SESAR in a more timely fashion, ready for the 2009 datalink regulation, the report will feature a series of recommenda-tions which will contribute to achieving not only the immediate but also the ongoing performance improvement of VDL Mode 2 to support the implementation for the fi rst SESAR applications that rely on datalink such as fl ight trajectory data exchange.
It is foreseen that those recommenda-tions will be more widely disseminated to stakeholders following the summer break and that by that time some effort will have gone into communicating its messages in the most effective way.
PerformanceSo the ELSA consortium study will feature a new approach, one that puts performance at the fore. That will mean that in parallel to VDL Mode 2 which will need to be used until a certain defi ned time horizon, the plan will be transition towards a basket of comple-mentary technologies.
âIf you take a step back and take a wider view on communication strategy, the next step should move away from a specifi c system focus,â says Bowen.
âIn terms of a communication strategy roadmap, the step beyond VDL Mode 2 is one where we want to move away from a specifi c system focus and move much more towards a performance approach which addresses questions such as âwhat do you
want to do with the datalink system?â and then asks âwhich system meets your opera-tional need or application?â.â
âSo if an airspace user wants to take part in 4D trajectory operations, for example, where it would need to exchange 4D trajec-tory information, that application comes with a certain set of performance criteria and there could be two or three links which could all meet that criteria.â
âThat could be a satcom link, a terrestrial link, or perhaps other future types of link. From a ATM perspective we donât want to worry what type of link it is. All airspace users need to know is that they have a link which meets the required performance which will allow them to take part in the application.â
One future terrestrial datalink technology on which SESAR is working - which will suc-ceed VDL Mode 2 in the terrestrial domain and which looks likely to be a prime can-didate within the ATM Master Plan and the ICAO GANP - is something called L-band Digital Aeronautical Communication System or LDACS.
This should support much higher data rates and performance than VDL Mode 2 can offer which will likely be required for some of the advanced SESAR applications in the future. Preliminary work has been con-ducted here within the SESAR1 programme although solely at the level of breadboard prototyping.
âThe idea is that we can get that up to a decent level of maturity in SESAR 2020 so we can have standards in place and move towards industrialisation,â says Bowen who adds that the likely timeframe for availability would be 2020-2030 for this technology.
âThe key principle here is that we are not looking to have the same traditional approach of making a technology available and then mandate it as we have seen that that does not work, it does not fi t the airline business model and has created problems in a number of systems over the years where a similar ap-proach has been adopted,â says Bowen.
âWhat we want to do is to decouple the performance we are trying to achieve from the systems that can support it so we are work-ing on the development of datalink applica-
tions to support SESAR concepts which are consistent with the ATM Master Plan. We will look at the operations that can be supported, the information that needs to be exchanged and create requirements around that.â
Bowen believes there is already a clear path toward future satellite communications becoming more widely available and more widely used and points to the fact that even in the continental en route environment, Iris Precursor using Inmarsatâs SwiftBroadband connectivity will represent an alternative for those aircraft already equipped - in a rela-tively short space of time.
âAn airline will be able to pick its technolo-gies depending on its type of operations and platforms and make use of whichever technology fi ts it best as long as it meets the need of the particular operation they want to do,â says Bowen. âSo you may have two or three options in terms of physical datalink to be able to execute a datalink application.â
Bowen says it is something that will hap-pen gradually although with Iris Precursor capability becoming available in the 2018 -2019 timeframe, SESAR is looking at somedemonstration activity that could be used tosupport 4D trajectory operations.
âThis will not negate any elements related to the existing mandate â which is a Com-mission responsibility â but in terms of technical options, even within a relatively short term you will have more options on the table that you could use in oceanic or continental airspace.â
Within the airport domain, Bowen says that for some of the high data intensity exchanges on the airport surface, there could also be a variety of options, pointing to the AeroMACS (Aeronautical Mobile Airport Communications System) which has been developed within SESAR1 but also technolo-gies such as Wifi and GSM - not necessarily supporting air traffi c services but supporting some of the AOCâs high data load or some other non safety critical data requirements within the airport domain.
âSo what you can see here is that we are gradually building a patchwork of options that you can use depending on your equi-page and what you want to use it for,â says Bowen. âWith the LDACS system we will be looking at maturing that technology during the period of the SESAR 2020 programme offering the ability to deploy in the 2020-2030 timeframe.â
âBut that wonât be saying, right you have to pull out your systems and replace it with this, but saying, OK, what you now have available is a dynamic multi-link environment with three or four links available with varying performance characteristics.â
âall airspace users need to know is that they have a
link which meets the required performanceâ
www.airtrafficmanagement.net
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14-15_Datalink.at.indd All Pages 05/07/2016 16:13
https://goo.gl/RDKWJ2https://twitter.com/atmeditorhttps://twitter.com/atmeditorhttps://twitter.com/atmeditor https://goo.gl/RDKWJ2https://goo.gl/RDKWJ2https://goo.gl/RDKWJ2https://goo.gl/RDKWJ2
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ISTREAM TARGET TIME TRIALS FOR ZURICH AND PARIS-CDG iStream Target Time live trials are in full fl ow at Paris-CDG and Zurich airport, aimed at reducing delays and fl ight time.
The trials will also enter into a new phase at Paris-CDG from early July, with Target Times fi ne-tuned with the help of a new local Arrival Flow Management tool.
iStream - which builds on the results of the FAIRSTREAM project - is one of several large-scale demonstration activities co-fund-ed by the SESAR Joint Undertaking which aims to demonstrate the benefi ts of Target Time for complete traffi c fl ows with compre-hensive collaborative processes.
It paves the way for better predictability of fl ights leading to smoother fl ight management and less arrival holding, while preserving a high level of safety and as such is fully aligned with the SESAR Pilot Common project objectives.
Live trials have been running at Zurich airport since June 15 and in Paris-CDG since May 2.
âThe results are very promising,â Patrick Souchu, SESAR programme chief with DSNA told Air Traffi c Management at the recent SESAR Showcase in Amsterdam. âIn Zurich, more than 2,000 commercial fl ights have already successfully tested this new procedure for the early morning arrival wave.â
The trials include short, medium and long haul fl ights from many different airlines: SWISS, Cathay Pacifi c, Etihad Airways, Qatar Airways, ThaĂŻ Airways, Edelweiss Air, Belair Airlines and Germania Flug.
The adherence to Target Times allows savings of fl ight time in TMA by reduced holdings. Furthermore, each aircraft operator can request an exchange of Target Times between its aircraft at arrival for more fl ex-ibility in operations. From September, an automated tool will also be in operation to improve the support of these procedures and to handle communication with the airlines (receiving Estimated Times and distribution of Target Times).
In Paris-CDG, from early July, the Target Time trial will enter a new phase with the use of a local tool termed iAMAN to optimise the allocated Target Times.
âThis tool will allow the Paris-FMP to fi ne-tune the Target Time sequence for the early morning peak, and to put it into operation in collaboration with Air Franceâs operations centre, ATC partners and the Network Man-ager,â said Souchu. âAs for ZĂŒrich, Air France will be able to optimise its operations at Paris- CDG by requesting Paris-FMP for prioritisa-tion between its fl ightsâ Target Times.â
The whole trial is supported by a pre-tactical collaborative Demand Capacity Balancing procedure that aims at improving the arrival demand upstream. All iStream live trials will be completed by the end of September 2016.
FAA STRUGGLING TO STAFF ATC, UNION FLAGS FATIGUE CONCERNSUS aviation chiefs are planning to hire more than 3,400 controllers over the next two years to offset expected retirements but faces signifi cant challenges in selecting new controllers and assigning them to facilities where they will succeed, a transport watch-dog has warned.
Watchdog chief Matthew Hampton at the Inspectorate General of the Department of Transportation told a House hearing on June 22 that there are around 14,000 controllers working at US air traffi c facilities, nearly 10 per cent fewer than in 2009 following a pe-riod where the agency has missed its hiring targets in each of the last six years.
At the same time, the number of those fully certifi ed has dropped from about 11,600 to 10,700. The rest are newly hired trainees or controllers who were fully certifi ed at another facility but have yet to complete facility-specifi c training at a new location. The relatively high percentage of those not fully certifi ed means that those who are certi-
fi ed are more often diverted from active air traffi c control to training, Hampton said.
The agency two years ago made several changes to its controller hiring process, including national recruiting and opening vacancies to the general public rather than relying on recruiting military veterans or students from one of the designated schools in its collegiate training initiative.
âHowever, the FAA transitioned to its new hiring policies without an effective plan or process for implementing the new policies,â said Hampton who added that the agency also failed to take into consideration facility-specifi c information when anticipating future retirement trends at the facility level.
According to Trish Gilbert, executive vice president of US controllersâ union NATCA, budgetary missteps and bureaucratic red tape have led to the shortage of controllers, a state of affairs that has now reached a crisis level.
âThere are currently more controllers eli-gible to retire today than are currently in the
pipeline to replace them. Signifi cant changes are needed immediately,â said Gilbert.
âThere are other concerns as well,â said Gilbert. âIn some understaffed facilities, control-lers must work overtime to provide adequate coverage. Some facilities lack suffi cient staffi ng - even with overtime - to meet basic needs.Controllers are sometimes asked to work ad-ditional days. According to the National Trans-portation Safety Board, extended workdaysand workweeks have led to signifi cant fatigueproblems. This has made fatigue one of theagencyâs highest priority safety concerns.â
US controllers undergo rigorous and thorough training, beginning with two-to-fi ve months at the FAA Academy in Oklahoma City. Upon graduation, trainees are assigned as de-velopmental controllers at an air traffi c control facility. They must complete several stages of additional training before full certifi cation. The total process can take two to four years. Con-trollers must also be hired by the FAA before their 31st birthday and retire by 56.
07_News.at.indd 7 05/07/2016 16:17
EUROSATORY / Les drones sâimposent Ă paris
INDUSTRIE / daher prĂ©sente sa nouveLLe Ligne pour Lâa350
ESPACE / ariane 6 parée pour La produCtion
Le magazine qui prend de La hauteurn°12 /// 24 Juin 2016 /// 6,50 âŹ
des iridium neXt sur La ChaĂne REPORTAGE
Aerospatium - Leo Barnier
22 23⹠numéro 12 ⹠24 juin 2016Spatium numéro 12 ⹠24 juin 2016 ⹠Spatium
COmmENT SE DĂ©ROULE LA PREmIĂšRE PhASE DE SESAR ?
f.g. : La phase 1 de Sesar sâĂ©tend de 2008 Ă 2016. Elle com-prend 300 projets qui couvrent lâen-semble des composants du systĂšme (sĂ©lectionnĂ©s par appels dâoffres, ndlr) : les composants techniques au niveau des systĂšmes sol, centres de contrĂŽle, aĂ©roports mais Ă©galement
au niveau des systÚmes bord dans le cockpit, liés à la gestion de la trajec-toire, aux systÚmes de communica-tion, etc. Elle couvre aussi les com-posants opérationnels pour mettre en place les nouvelles procédures à travers ces nouvelles technologies et ces nouveaux outils.
Cela représente donc beaucoup de projets, avec une assez grande com-
plexitĂ© en terme dâorganisation.Dans Sesar, lâapproche nâest pas
dâavoir un portfolio avec un certain nombre de projets sans regarder la cohĂ©rence globale. Nous avons une approche de systĂšme de systĂšmes oĂč lâon regarde comment les compo-sants travaillent entre eux. Il y a un vrai travail sur lâintĂ©gration du point de vue de lâarchitecture du
Le programme de modernisation de la gestion du trafic aérien européen Sesar présentait pour la premiÚre fois ses travaux, du 14 au 16 juin à Amsterdam. Le directeur exécutif de Sesar Joint Undertaking en détaille les avancées pour Aerospatium. Il fait le point sur le déploiement des projets de la phase 1 (qui doit se finir en 2016) et la mise en place de la phase 2, baptisée Sesar 2020.
FLORIAN GUILLERMET« Il y avait dĂ©jĂ un gros dĂ©fi Ă lâĂ©poque pour mettre la communautĂ© au travail ensemble. »
florian gUillermet,directeUr exécUtif de sesar Joint UndertaKing
« Dans Sesar, lâapproche nâest pas dâavoir un portfolio avec des projets sans regarder la cohĂ©rence globale »
1996chef de projet chez air france
1997-2008exerce diffĂ©rentes fonctions Ă la direction gĂ©nĂ©rale de lâaviation civile
2008rejoint sesar JU comme chef de programme
2012nommĂ© direcâteur Ă©xecutif adjoint de sesar JU
2014devient direcâteur exĂ©cutif de sesar JU
e
entretien
â„ ProPoS reCueILLIS Par LĂo BarnIer
Sesa
r JU
24 25⹠numéro 12 ⹠24 juin 2016Spatium numéro 12 ⹠24 juin 2016 ⹠Spatium
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2015
2
dâatteindre lâobjectif dâ «une aviation performante
pour lâEurope» Ă lâhorizon de 2035. Cette vision
reflĂšte les objectifs fixĂ©s dans le cadre de lâinitiative
Ciel unique europĂ©en II, qui exige une âaviation
plus durable et plus performanteâ(2) et âFlightpath
2050â â Vision de lâEurope pour lâAviation, (3), qui
indique quâen 2050, âla CommunautĂ© europĂ©enne
de lâaviation mĂšne le monde vers des produits et
services dâaviation durables, rĂ©pondant aux besoins
des citoyens et de la sociĂ©tĂ© de lâUEâ.
La vision sâappuie sur la notion dâ «opĂ©rations basĂ©es
sur la trajectoire» et repose sur une fourniture de
services de navigation aérienne (SNA) au service de
lâexĂ©cution de la trajectoire requise par la mission
ou les besoins Ă©conomiques ce qui signifie que les
avions peuvent voler leurs trajectoires préférentielles
sans ĂȘtre contraints par les configurations de
lâespace aĂ©rien. Cette vision pourra ĂȘtre mise
en Ćuvre/sera possible grĂące Ă lâaugmentation
progressive du niveau dâautomatisation, la mise
en Ćuvre des technologies de virtualisation,
ainsi que lâutilisation de systĂšmes standardisĂ©s
et interopĂ©rables. Lâinfrastructure du systĂšme va
Ă©voluer progressivement avec la technologie de
numérisation, ce qui permettra aux prestataires de
service de la navigation aérienne (PSNA), soutenus
(2) Communication de la Commission au Parlement européen, au Conseil, au Comité économique et social européen et au Comité des régions sur le ciel unique européen II, COM (2008) 389/2, du 25 juin 2008.
(3) Rapport du groupe de haut niveau sur la Recherche sur lâAviation, 2011, EUR 098 EN.
par une gamme de services dâinformation, de
connecter leurs opĂ©rations oĂč ils en ont besoin,
indépendamment des frontiÚres nationales. Les
aéroports seront pleinement intégrés au réseau de la
gestion du trafic aérien, qui facilitera et optimisera les
opĂ©rations des utilisateurs de lâespace aĂ©rien. Au-delĂ
de 2035, Ă lâhorizon 2050, les opĂ©rations fondĂ©es
sur la performance seront exécutées à travers
lâEurope, avec de multiples options envisagĂ©es, telles
que la coordination parfaite entre les PSNA ou le
service complet de bout-Ă -bout de la navigation
aérienne, assuré au niveau du réseau.
En outre, il est largement reconnu que, pour
augmenter les performances, la modernisation de la
gestion du trafic aérien devrait prendre en compte
le vol dans son ensemble, dans un contexte de flux
et de réseau, plutÎt que considérer des segments de
sa trajectoire, comme câest aujourdâhui le cas. Dans
cette optique, la vision sera rĂ©alisĂ©e sur lâensemble
du systÚme de gestion du trafic aérien, en offrant des
améliorations à chaque étape du vol.
Atteindre lâambition de performance nĂ©cessitera
Ă©galement un changement de mode de
déploiement des solutions, ainsi que des évolutions
possibles de la façon dont les services sont
fournis. GrĂące Ă une approche en quatre Ă©tapes,
ce changement permettrait Ă lâarchitecture de
haut niveau (de) passer progressivement dâune
architecture locale spécifique à une infrastructure de
prestation de services plus interopérable, commune
Planification
Avant-départ
Roulage vers la piste et décollageAtterrissage et roulage vers
lâaire de stationnement
CroisiĂšre
Montée
Planification Ă moyenet court terme
Ătape suivant le vol
Approche finale
Descente
Planification Montée CroisiÚre DescenteAvant-départ
Roulage versla piste
et décollage
Atterrissage et roulagevers lâaire de
stationnement
Ătapesuivantle vol
Sécurité et sureté renforcées.
Productivité des opérations de service de la navigation aérienne améliorée
Prédictabilité opérationnelle et collaboration améliorées
Utilisation allégée/adéquate et efficace du service de la navigation aérienne
Trajectoires de vol améliorées
Performance et accĂšsĂ lâaĂ©roport amĂ©liorĂ©s
Performance et accĂšsĂ lâaĂ©roport amĂ©liorĂ©s
Inclusion de tous les vĂ©hicules aĂ©riens dans lâespace aĂ©rien
Apporter des bénéfices aux citoyens européens
systĂšme. Nous cherchons Ă comprendre comment les diffĂ©rents composants de la chaĂźne vont livrer la performance attendue Ă la fin. Si un composant est faible, la performance rĂ©sultante finale sera faible mĂȘme si les autres maillons sont forts.
techniques et des informations pour rĂ©pondre aux besoins opĂ©rationnels. Elles permettent Ă nâimporte quel opĂ©rateur ou investisseur qui le sou-haiterait de reconstruire ces solutions pour les mettre en Ćuvre.
COmbIEN DE PROjETS ONT AbOUTI Ă UNE SOLUTION ?
f.g. : Les 300 projets nâont pas donnĂ©s 300 solutions Sesar. Pour lâinstant 63 ont atteint le stade de solution pour Sesar 1. Dâautres projets ont atteint le stade TRL 2, 3 ou 4 mais ne sont pas encore Ă lâĂ©tat de solution dans le programme actuel. Ils vont continuer dans le programme suivant, Sesar 2020, pour arriver Ă cette maturitĂ©.
Dans la durĂ©e de vie du pro-gramme, nous avons arrĂȘtĂ© des projets pour diffĂ©rentes raisons. Soit parce quâils nâont pas donnĂ© les rĂ©sultats attendus en terme de R&D, soit parce quâils Ă©taient mal gĂ©rĂ©s et que ça ne fonctionnait pas. Nous avons eu par exemple des tests sur des optimisations de trajectoires oĂč il a Ă©tĂ© considĂ©rĂ© que le coĂ»t/bĂ©nĂ©fice nâĂ©tait pas suffisant, avec des gains marginaux sur les Ă©conomies de car-burant pour une grande complexitĂ© de mise en Ćuvre.
Nous avons aussi regroupĂ© des projets. Par deux fois nous avons procĂ©dĂ© Ă des consolidations assez substantielles en termes dâactivitĂ©.
Y A-T-IL DĂ©jĂ DES RĂ©SULTATSCONCRETS ?
f.g. : Au fur et Ă mesure de leurdĂ©veloppement, ces 300 projets ont donnĂ© naissance Ă des solutions Sesar, Ă©valuĂ©es sur lâĂ©chelle E-OCVM (MĂ©thodologie europĂ©enne de vali-dation de concept opĂ©rationnel) quimesure la maturitĂ© des technologies et des procĂ©dures. Câest lâĂ©quivalent du TRL (Niveau de maturitĂ© techno-logique) de la Nasa. Quand un projet atteint le TRL 6 ou 7 (sur 9, ndlr), nous passons Ă la notion de solution Sesar. Câest Ă dire un projet maturedont lâimpact sur la performance a pu ĂȘtre mesurĂ©.
Nous publions alors les résultats sur notre site avec les spécifications
COmmENT SâORgANISENT LESPROjETS ?
f.g. : Pour chaque projet, nous avons regroupĂ© les composantes opĂ©-rationnelle et technique pour obtenir des solutions offrant une vue globale. Des « facilitateurs techniques » vont aussi contribuer Ă plusieurs solutions. Ils sont typiquement liĂ©s aux do-maines de communication, de navi-gation, de surveillance, dâĂ©change de donnĂ©es sol-bord, sol-sol, etc.
Cela a tracĂ© le chemin pour Sesar 2020. Nous avons vraiment revu la structure du programme de maniĂšre Ă la simplifier, Ă lâorienter beaucoup plus vers la livraison des solutions dâentrĂ©e de jeu.
Ce nâĂ©tait pas forcĂ©ment le cas lorsque les opĂ©rations de Sesar 1 ont Ă©tĂ© lancĂ©es. Il y avait dĂ©jĂ un gros dĂ©fi Ă lâĂ©poque pour mettre la com-munautĂ© au travail ensemble et faire coopĂ©rer des gens qui ne collabo-raient pas entre eux. Ce qui nĂ©cessi-tait que lâon dĂ©bute avec 300 projets
FLORIAN GUILLERMET
« Pour Sesar 2020, nous avons vraiment revu la structure du programme de maniÚre à la simplifier »
objectifs de Sesar Ă terme (2015-2035), tels que dĂ©fini dans le Plan directeur de gestion de trafic aĂ©rien en Europe de 2015 :âą Des Ă©conomies rĂ©currentes de 8 Ă 15 Md⏠par an;âą 30 % dâefficacitĂ© et de prĂ©visibilitĂ© : baisse des temps de vol jusquâĂ 6 % et rĂ©duc-
tion jusquâĂ 30 % des retards au dĂ©collage;âą JusquâĂ 10 % de rĂ©duction de la consommation de carburant et des Ă©missions de
CO2;⹠Une capacité de gestion du trafic accrue de 100 % et une capacité renforcée de
10 % dans les aĂ©roports saturĂ©s;âą JusquâĂ 40 % de baisse des coĂ»ts de services de navigation aĂ©rienne par vol.
rĂ©sultats attendus du dĂ©ploiement des 63 solutions Sesar 1 dâici fin 2016âą -2,3 % de consommation de carburant et dâĂ©missions de CO2 par vol (soit lâĂ©quiva-
lent des Ă©missions dâun petit pays comme lâIrlande pendant trois mois);âą -4 % des coĂ»ts de services de navigation aĂ©rienne (soit 2⏠par vol en moyenne
pour un vol intra-européen);⹠-30 % des écarts de temps de vol (95 % des vols seront en mesure de respecter
leurs horaires);âą +11% des capacitĂ©s aĂ©roportuaires;âą +34% des capacitĂ©s de lâespace aĂ©rien europĂ©en.
CE qUE vEUT SESAR
OBJECTIFS
et non pas une cinquantaine comme on a aujourdâhui.
qUAND CES 63 SOLUTIONS vONT-ELLES ĂȘTRE DĂ©PLOYĂ©ES ?
f.g. : La Commission europĂ©enne a dĂ©fini un Projet pilote commun (PCP, en 2014, ndlr). Elle a ainsi dĂ©cidĂ© que parmi toutes les solutions que nous avions dĂ©veloppĂ©es, 24 devaient ĂȘtre obligatoirement dĂ©ployĂ©es au niveau europĂ©en et de maniĂšre synchronisĂ©e dâici la fin de lâannĂ©e. Ce sont des solutions qui nĂ©cessitent que tous les acteurs soient Ă©quipĂ©s, sinon la valeur potentielle est perdue. Il y a donc besoin de synchronisation et dâim-plĂ©mentations sĂ©quentielles (un plan de dĂ©ploiement a Ă©tĂ© publiĂ© en 2015 pour y arriver, ndlr), une obligation rĂšglementaire de mise en Ćuvre et une incitation avec des financements par lâAgence exĂ©cutive Innovation et rĂ©seaux (Inea, agence de lâUE).
Pour le reste, ce sont des acteurs individuels qui trouvent
e
entretien
« Si un composant est faible, la performance finale sera faible mĂȘme si les autres maillons sont forts »
Sesar JU
sesar vise lâoptiimisation de lâensemble des opĂ©rations au sol et en vol.
qUI SE CAChE DERRIĂšRE SESAR ?Sesar est le volet technologique du pro-gramme de Ciel unique europĂ©en (SES), les blocs dâespace aĂ©rien fonctionnel (FAB) constituant la partie organisationnelle. Le dĂ©veloppement des projets puis des so-lutions est pilotĂ© par lâentreprise commune Sesar (Joint Undertaking), qui regroupelâUnion europĂ©enne (reprĂ©sentĂ©e par la Commission), Eurocontrol, des presta-taires de services de navigation aĂ©rienne(ANSP) nationaux, des constructeurs, des Ă©quipementiers et des reprĂ©sentants des diffĂ©rentes parties prenantes (compagnies aĂ©riennes, aĂ©roports, militaires, commu-nautĂ© scientifique...).La mise en place des solutions est gĂ©rĂ©e par un consortium gestionnaire du dĂ©-ploiement Sesar (Deployment Manager), qui regroupe des reprĂ©sentant des principaux ANSP, aĂ©roports et compa-gnies. Il agit dans le cadre du Projet pilotecommun (PCP); dĂ©fini par la Commission europĂ©enne.
STRUCTURE
26 27⹠numéro 12 ⹠24 juin 2016Spatium numéro 12 ⹠24 juin 2016 ⹠Spatium
une solution intĂ©ressante pour leur activitĂ© et qui souhaitent la mettre en Ćuvre sans attendre. Les aĂ©roports sont assez en pointe par rapport à ça. Ce sont globale-ment des acteurs qui maĂźtrisent bien leurs outils, qui savent ce qui est bon pour leur dĂ©veloppement dans les quatre Ă cinq ans. Ils ont identi-fiĂ©s des bĂ©nĂ©fices Ă travers les ex-pĂ©rimentations Sesar et vont passer immĂ©diatement Ă lâimplĂ©mentation. Câest le cas pour lâE-Aman (Gestion dâarrivĂ©e Ă©tendue), lâoptimisation du roulage, les remote towers (tour de contrĂŽle dĂ©portĂ©e), etc.
COmmENT SE DĂ©ROULE SESAR 2020 ?
f.g. : Contrairement Ă Sesar 1, oĂč tout avait Ă©tĂ© lancĂ© en une seule fois et oĂč nous avions dĂ» faire des ajustements, lĂ nous avons plusieurs tranches (rĂ©parties en trois phases :
recherche exploratoire, recherche industrielle et validation, dĂ©monstra-tion Ă trĂšs grande Ă©chelle, ndlr). Le premier appel dâoffres, qui concernait la recherche amont, est sorti mi-2015 et les premiers projets sont en cours de dĂ©marrage.
Nous clĂŽturons aussi une deu-xiĂšme phase dâappel dâoffres pour la partie recherche industrielle et validation, qui devrait se terminer avant lâĂ©tĂ© avec la mise en Ćuvre des projets avant la fin de lâannĂ©e. Il y a deux phases majeures pour la partie recherche industrielle. La premiĂšre couvre 2016-2019 et lâautre 2019-2021. En tout, il devrait y avoir en-viron 80 solutions dans Sesar 2020 (dont les derniers projets encore en dĂ©veloppement dans Sesar 1, ndlr).
qUI PARTICIPE ?f.g. : Ce qui est intéressant avec
ce schĂ©ma, câest que nous essayons
aussi de travailler sur la chaĂźne de valeur et le tissu industriel et Ă©cono-mique. Câest Ă dire que nous allons plutĂŽt vers des universitĂ©s et des centres de recherches sur des TRL de bas niveau et que nous commençons tout de suite aprĂšs Ă nous engager avec des industriels dĂšs que nous montons un peu en maturitĂ© de ma-niĂšre Ă soutenir la recherche indus-trielle et orientĂ©e vers le dĂ©ploiement. Nous passons enfin Ă des activitĂ©s de dĂ©monstration lorsque des TRL Ă©levĂ©s sont atteints. Cela permet de faire entrer des idĂ©es nouvelles et des acteurs variĂ©s dans le pipeline dâinnovation.
Dans Sesar 2020, il y a 85 M⏠financĂ©s par lâUnion europĂ©enne (dans le cadre du programme pour la recherche et lâinnovation Horizon 2020, ndlr) uniquement dĂ©diĂ©s Ă la recherche amont. Câest quasiment quatre fois plus que Sesar 1. Câest du
e
entretien
« Dans Sesar 2020, il y a 85 M⏠financĂ©s par lâUnion europĂ©enne uniquement dĂ©diĂ©s Ă la recherche amont »
co-financement, il faut donc y ajouter une part des industriels.
qUAND ESPĂ©REz-vOUS LESPREmIĂšRES DĂ©mONSTRATIONSSESAR 2020 ?
f.g. : Nous visons des dĂ©monstra-tions Ă grandes Ă©chelles. Les premiers projets seront mis en Ćuvre dâici la fin de lâannĂ©e donc les premiĂšres dĂ©monstrations devraient avoir lieu mi-2017. Le deuxiĂšme lot de projetsdevrait suivre rapidement, fin 2017,dĂ©but 2018. De leurs cĂŽtĂ©s, les der-niĂšres dĂ©monstrations de Sesar 1 seterminent cette annĂ©e.
Avec Sesar 2020, nous Ă©levons aussi le niveau dâambition technolo-gique. Nous essayons vraiment dâavoir une approche que je qualifie « dâĂ©co-systĂšme de lâaviation » ou « dâaviation connectĂ©e », beaucoup plus basĂ©e sur lâutilisation de technologies de lâinformation, Ă mĂȘme de crĂ©er « un intranet de lâaviation » qui permet aux diffĂ©rents acteurs de rester connec-tĂ©s tout en garantissant le niveau de sĂ©curitĂ© et tout particuliĂšrement de cybersĂ©curitĂ© (12 Ă 15 M⏠y seront consacrĂ©s dans Sesar 2020, ndlr).
Swim (SystĂšme de gestion de lâinformation dans lâensemble du systĂšme qui sâapparente Ă un intra-net pour la gestion du trafic aĂ©rien europĂ©en, ndlr) sera trĂšs prĂ©sent, comme les technologies de numĂ©ri-sation et de virtualisation, etc. Tout
ce qui va faire en sorte que le service puisse ĂȘtre assurĂ© indĂ©pendamment de la localisation gĂ©ographique. Nous agissons vraiment pour la connexion entre les diffĂ©rents capteurs au sol, les antennes radio, les radars, etc.
afin quâils deviennent des nĆuds du systĂšme, et non plus seulement en liaison point-Ă -point entre les diffĂ©-rents acteurs. Cela va couvrir aussi le volet avionique avec la connexion du cockpit avec les systĂšmes sol. â
« Avec Sesar 2020, nous Ă©levons le niveau dâambition technologique »
Sesar JU
« On dit souvent que Sesar est un club fermĂ©. » Florian Guillermet, directeur exĂ©cutif de lâentreprise commune europĂ©nne Sesar JU ne lâentend pas de cette oreille : « Ce nâest pas du tout le cas. Quand le programme Sesar 2020 a Ă©tĂ© formellement lancĂ© par la Commission europĂ©enne en 2014, nous avons publiĂ© un appel dâoffres public pour permettre Ă des acteurs de devenir membre de lâentreprise commune Sesar et donc renouveler le partenariat mis en Ćuvre avec la phase 1. Nous avons eu plusieurs candidats qui ont tapĂ© Ă la porte et certains ont Ă©tĂ© sĂ©lectionnĂ©s. » Sesar est ainsi passĂ© de 15 Ă 19 membres avec une rĂ©partition gĂ©ographique plus importante vers lâEst de lâEurope, ce qui Ă©tait une faiblesse du premier partenariat. Il y a eu aussi quelques dĂ©parts de membres de consortiums mais aucun retrait majeur.Sesar 2020 se veut aussi plus facile dâaccĂšs que la premiĂšre itĂ©ration, comme lâexplique Florian Guillermet : « Nous avons simplifiĂ© le programme. Il est donc beaucoup plus lisible, plus accessible et facile Ă suivre et Ă mettre en Ćuvre. Les pistes de travail sont identifiĂ©es. Le chemin est bien balisĂ© avec, dâentrĂ©e de jeu, les solutions que nous espĂ©rons avoir Ă terme. »Câest Ă partir de ces objectifs que Sesar JU lance dĂ©sormais des appels dâoffres publics - soit ouverts, soit restreints Ă ses membres en fonction du type dâac-tivitĂ©. Les propositions sont ensuite soumises Ă une mĂ©canique dâĂ©valuation menĂ©e par des experts indĂ©pendants qui Ă©tablissent un avis pour sĂ©lectionner les projets.
SESAR 2020 SE vEUT PLUS OUvERT
STRUCTURE
FLORIAN GUILLERMET
SESAR-JU inaugura unas jornadas en Ămsterdam para publicar susavances hacia el âcielo Ășnicoâ
14/06/2016,
Con un espacio aéreo europeo cada vez mås congestionado, la necesidad de encontrar nuevas soluciones
para la eficiencia en la gestiĂłn de los miles de vuelos diarios que viajan entre los aeropuertos europeos se
hizo patente ya hace mås de una década. Desde 2007, la organización SESAR (Single European Sky ATM
Research) trabaja para poder establecer, para 2020, una red comĂșn europea que facilite el intercambio
de informaciĂłn entre aeropuertos y la eficiencia en los vuelos.
Desde hoy martes y durante los prĂłximos dos dĂas, SESAR-JU presentarĂĄ en Ămsterdam los resultados de
âSESAR1â, con numerosas conferencias en los ĂĄmbitos de ATM, aeropuertos mĂĄs eficientes, intercambio
de informaciĂłn, soluciones aplicadas a la aviaciĂłn o la irrupciĂłn de los drones en el mercado. ContarĂĄ con
la presencia de expertos europeos y representantes corporativos de, entre otros, Indra, ENAIRE, Airbus,
Boeing, Thales⊠o la Comisión y el Parlamento Europeo.
âDesde su constituciĂłn en 2007, el SESAR-JU ha tenido Ă©xito a la hora de hacer trabajar juntos a mĂĄs de
100 organizaciones y 3.000 expertos de toda la comunidad del ATM (air traffic management, en inglés)
para acelerar la entrega de soluciones tangibles centradas en la efectividad, vĂĄlidas, documentadas y
disponibles para la implementaciĂłn de los miembros de la industriaâ, señalĂł el director ejecutivo del
SESAR Joint Undertaking, Florian Guillerment.
La gestiĂłn del trĂĄfico aĂ©reo (ATM) estĂĄ, hoy dĂa, profundamente fragmentada y dependiente de una
tecnologĂa envejecida, que -segĂșn SESAR- generan ineficiencias por el coste de 4 mil millones anualmente.
Su rol, âdefinir, desarrollar e implantar lo que sea necesarioâ para mejorar la actividad del sistema
europeo de ATM y hacerlo mĂĄs conectado, ecolĂłgico (10% de reducciĂłn de emisiones) y seguro (en un
factor de 10).
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Hispaviacion - Alicia Arena - 14/06/2016
Hasta ahora, SESAR menciona logros como los vuelos en 4D âlas dimensiones usuales, mĂĄs el tiempo- o
torres de control remotas. Para el final de este año, SESAR calcula que habrĂĄ facilitado âmĂĄs de 60
solucionesâ, recortando un 2,3% en consumo de combustible y emisiones, un 4% en los costes de
navegación, un aumento del 11% en las capacidades aeroportuarias y un 34% en el espacio aéreo.
AdemĂĄs, las jornadas SESAR1 en Ămsterdam incluyen tambiĂ©n una novedad tecnolĂłgica que no estaba
presente en los primeros años de SESAR: los RPAS (remotely piloted aircraft system, en inglés),
popularmente conocidos como drones. Este avance tecnolĂłgico, cuya fisonomĂa permite que vuelen
rasantes sobre el terreno y obstĂĄculos varios y facilita trabajos como guardacostas, misiones de rescate,
vigilancia policial o mapeo de åreas de desastre, ha sido añadido a las oportunidades que SESAR busca
aplicar en una mejorĂa de la organizaciĂłn de la aviaciĂłn europea. En 2013, SESAR-JU arrancĂł su primera
actividad con RPAS, co-financiando nueve proyectos que pretenden hacer volar âRPAs realesâ en el espacio
aéreo para estudiar sus posibilidades dentro de la regulación actual de la Unión Europea.
http://www.hispaviacion.es/lasÂtorresÂcontrolÂremotasÂnoÂseranÂunaÂsolucionÂcortoÂplazoÂlosÂaeropuertosÂespanoles/
Las torres de control remotas no serĂĄn una soluciĂłn âa cortoplazoâ para los aeropuertos españoles
Por: Alicia Alamillos.
Desde una Ășnica torre de control, equipada con 180 o incluso 360 grados de pantallas dobles, los
aeropuertos podrĂĄn en un futuro organizar varios aerĂłdromos al mismo tiempo de manera remota. Las
torres de control remotas para pequeños y medianos aeropuertos han sido asà una de las mås llamativas
soluciones para la aviaciĂłn europea dentro del catĂĄlogo que SESAR (Single European Sky ATM Research)
presentĂł este mes en Ămsterdam, aunque segĂșn señalaron a HispaviaciĂłn representantes españoles de
AENA, son todavĂa una opciĂłn âa estudiarâ para aeropuertos españoles, pero no a corto plazo.
En 2014, la primera torre de control operada remotamente fue inaugurada en Ărnsköldsvik (Suecia),
aeropuerto que es controlado desde 150km de distancia en el centro Sundsvall. El complejo recibiĂł
certificaciĂłn completa de la Autoridad de AviaciĂłn Sueca, y otros dos aeropuertos regionales del paĂs
estĂĄn implementando tecnologĂas similares que comenzarĂĄn a funcionar en los prĂłximos años.
VideocĂĄmaras para el control de trĂĄfico remoto en el aeropuertode Ornskoldsvik.
Las torres remotas utilizan sensores (principalmente videocĂĄmaras, pero no exclusivamente) instalados en
el aeródromo, que facilitan al controlador remoto el seguimiento tanto del tråfico aéreo como de las
condiciones climatolĂłgicas o de visibilidad. âLas instalaciones de control remoto pueden proveer servicios
-de información de vuelos en aeródromo (AFIS) o de control de tråfico aéreo para llegadas y despegues-
que quizĂĄ no serĂan posibles de forma permanente en aeropuertos pequeños o aisladosâ, señalan desde
SESAR. Con estas torres se podrĂan extender las horas operacionales con menores costes de personal.
âLa tecnologĂa para el control remoto es ideal para aeropuertos con bajo volumen de trĂĄficoâ,
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Hispaviacion - Alicia Arena - 14/06/2016
añade SESAR. Localizados en åreas aisladas o con pocos vuelos diarios, en muchas ocasiones una torre de
control remota disminuirĂa los costes y facilitarĂa el desarrollo de las economĂas locales y regionales,
defienden desde la instituciĂłn europea. SESAR ofrece ademĂĄs otra soluciĂłn ya preparada para su
implementaciĂłn: una misma torre de control remota para dos aeropuertos de baja densidad de trĂĄfico.
Estos servicios estĂĄn siendo instalados en Noruega, donde en 2017 una unidad central en BodĂž controlarĂĄ
hasta cinco aerĂłdromos. Incluso en el caso de aeropuertos de mediano volumen, donde todavĂa se estĂĄ
estudiando su implantaciĂłn, el control remoto tambiĂ©n serĂa una soluciĂłn interesante ya que el
mantenimiento y la operaciĂłn de torres de control convencionales es demasiado caro, especialmente si el
nĂșmero de vuelos que operan es insuficiente.
PaĂses como Noruega y Alemania se han unido a Suecia en esa carrera por las torres de control remotas,
aunque desde ENAIRE piden cautela: âNo hay que fijarse en las torres suecas. En Suecia hay aeropuertos
donde despega un aviĂłn al dĂaâ, señala a HispaviaciĂłn Fernando FerrĂĄndez.
Torre remota de Ărnsköldsvik.
Las torres de control remotas, que ya operan en Suecia, âson muy interesantesâ para el ĂĄrea de
Escandinavia, donde cuentan con pequeñĂsimos aeropuertos en ĂĄreas muy aisladas. Las circunstancias
españolas, en cambio, son muy distintas. La red de AENA cuenta con 46 aeropuertos, algunos
pequeños, pero con mayor trĂĄfico que los suecos. Y aunque segĂșn las soluciones publicadas en
Ămsterdam por SESAR esta tecnologĂa de torres de control remotas podrĂan ser aplicables a aeropuertos
de mediano tråfico, AENA recomienda prudencia antes de su desarrollo en España.
âEs algo a contemplar por AENAâ, explica IbĂĄn Ălvarez, aunque añade que todavĂa estĂĄn esperando a ver
cĂłmo se desarrolla la tecnologĂa antes de poner en marcha torres de control en aeropuertos medianos
españoles. âAENA estĂĄ dispuesta a ver cĂłmo serĂa la implantaciĂłn, viabilidad tĂ©cnica y de factor humano,
porque es una opciĂłn interesante, pero muy novedoso y todavĂa no hay pruebas suficientesâ.
Y confirma a HispaviaciĂłn que aunque âde momento no hay mucho avance al respectoâ, el pasado
noviembre AENA, ENAIRE e INDRA llevaron a cabo una prueba al respecto en el aeropuerto de Gerona,
que fue esencialmente positiva.
Torre de Control Aeropuerto de Gerona.
Dispuestos a estudiar la contingencia de las torres de control remotas, estos tres organismos eligieron
Gerona por su trĂĄfico medio, con vuelos regulares y distintos tipos de trĂĄfico, desde aviones comerciales
a pequeñas avionetas.
âHay muchas cosas positivas que no se han dicho, por ejemplo, el zoom binocular de la cĂĄmara, mucho
mĂĄs preciso que unos binoculares normalesâ, menciona FerrĂĄndez sobre las posibilidades de las torres de
control remotas. El hecho de observar unas pantallas digitales en lugar de a través de un cristal ofrece
ventajas como unas âetiquetas de trazaâ sobre aviones determinados, visiĂłn aumentada, identificaciĂłn de
objetos que hayan caĂdo sobre la pista o cĂĄmaras tĂ©rmicas e infrarrojas. Sin embargo, todavĂa hay
âelementos que pulirâ: Cansa mĂĄs al ojo observar una pantalla que directamente por la ventana, se
generan errores en el solapamiento de las cĂĄmaras âun aviĂłn puede parecer mĂĄs largo de lo que es- o
podrĂan darse pequeños retrasos de varios segundos entre la imagen y la realidad, entre otros problemas.
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SESAR Showcase - Interview with Florian Guillermet, Executive Director SESAR
Joint Undertaking
Tuesday, June 21, 2016 2:50 PM -Amsterdam, The Netherlands.
ïżœ Interview by ATC Network with Florian Guillermet, Executive Director
ïżœ f 111 SESAR JU at the SESAR Showcase event in Amsterdam. Florian explainsat( n etWOrk the raie of SESAR Joint Undertaking, the reason for the Showcase event,
the next phases of deployment and SESAR 2020. Following this MicheleAltieri, SESAR Focal Point for the Air Traffic Controllers explains the human raie within SESAR.
Contact: ATC Network
From: ATC Network
Website: www.atc-network.com
Date: Tuesday, June 21, 2016 2:50 PM
ATC Network - Chris Wade
Ădeux jours dâune AG qui sâan-noncemouvementĂ©e, on ap-prendque lâex-patronde VW,Martin Winterkorn, est soup-çonnĂ© demanipulation de cours.
bEnjaMin EVEraErt
La Justice allemande a annoncĂ©lundi avoir ouvert une enquĂȘte Ă lâencontrede lâex-prĂ©sidentdudirec-toiredeVolkswagenMartinWinter-kornetdâunautrehautdirigeantdugroupe automobile quâelle soup-çonnedâunepossiblemanipulationde cours liĂ©e au scandale des Ă©mis-sions polluantes.Leparquet deBrunswick, dans le
landdeBasse-Saxe,adĂ©clarĂ©dansuncommuniquĂ©quelanouvelleprocĂ©-dure sâappuyait sur des «élĂ©mentsconcretssuffisants»suggĂ©rantqueVWaurait dĂ» informer le marchĂ© despossibles consĂ©quences financiĂšresdu dossier de la manipulation destests antipollution avant le 22 sep-tembre 2015, date Ă laquelle legroupeapourlapremiĂšrefoisadmispubliquementsaresponsabilitĂ©.Unenouvelle qui intervient Ă deux joursdâuneassemblĂ©egĂ©nĂ©raledeVWquisâannonce houleuse. Les petits por-teursdugroupesonttrĂšsremontĂ©setontdenombreusesquestions.Le prĂ©sident du conseil de sur-
veillance deVolkswagen,HansDie-
ter Pötsch, qui Ă©tait directeur finan-cierĂ lâĂ©poque,nâestpasvisĂ©par lâen-quĂȘte, aprĂ©cisĂ© leparquet, sansprĂ©-ciser lenomdudeuxiĂšmehautdiri-geant concernĂ©.La Justice sâinterroge sur le mo-
ment choisi par le groupe pour in-former les investisseurs. Le groupeavait publiĂ© le 22 septembre uncommuniquĂ© dans lequel il expli-quait devoir passer une provisiondâenviron6,5milliardsdâeurosdansses comptes du troisiĂšme trimestrepour faire face au scandale provo-quĂ©par sa tricherie sur les vĂ©hiculesdiesel. Uneprovisionqui serapar lasuitegonflĂ©eĂ 16,2milliardsdâeuros
pour lâensemble de lâexercice 2015,engendrant la premiĂšre perte an-nuelle deVWdepuis plus 20 ans.«Il existe assezdâĂ©lĂ©mentsmontrant
que ledevoirdecommunicationsurdespertes financiĂšres importantes atten-dues aurait pu avoir lieu plus tĂŽt»quele 22 septembre, Ă©crit le parquet deBrunswick. Son enquĂȘte devra dĂ©-montrersi ces soupçonssont fondĂ©sounon. LeparquetenquĂȘtedĂ©jĂ de-puisplusieursmoissurdessoupçonsde tromperie au sein du groupe, etdepuispeusurdessoupçonsdedes-tructiondepreuveset tentativedâen-trave Ă la Justice Ă lâencontre dâunemployĂ©deVolkswagen.
LâIransâestentenduavec leconstruc-teur Boeing pour lâachat de 100avions afin de renouveler sa flottevieillissante, un accord soumis aufeu vert du gouvernement amĂ©ri-cainqui reste«lâennemi»principaldela rĂ©publique islamique.
«Sur 250 avions existant dans lepays, 230doiventĂȘtre remplacĂ©s»,adĂ©-clarĂ© le directeur de lâaviation civileiranienne,Ali Abedzadeh, enprĂ©ci-sant bien que ce nouvel accord de-vait obtenir lâautorisation du gou-vernement amĂ©ricain. Il a Ă©gale-ment affirmĂ© que lemontant de 17milliardsdedollars Ă©voquĂ©par cer-tainsmĂ©dias nâĂ©tait pas dĂ©finitif etque lesdĂ©tailsde lâaccordserontdĂ©-terminĂ©s aprĂšs dâautres nĂ©gocia-tions.LâIranadĂ©jĂ conclu fin janvierun
protocoledâaccordavec lâavionneureuropĂ©enAirbuspour lâachatde 118appareils.Mais lâautorisationduTrĂ©-sor amĂ©ricain est encore attendue,carplusde 10%des composantsdesAirbus sont dâorigine amĂ©ricaine.
ĂdĂ©fautdâĂȘtreunifiĂ©, lecontrĂŽleaĂ©rieneuropĂ©envaentrerdans lâĂšrenumĂ©riqueoLiViEr goSSEt
LâEurope a lâun des espaces aĂ©rienslesplusencombrĂ©saumonde.Or, letraficaĂ©rien internationalaugmentechaqueannĂ©eenmoyennede4Ă 5%.AfindâĂ©viter la saturationdes zonesterminales,mais aussi pour rĂ©duireles risquesdâaccidentetdiminuer lesretombĂ©es environnementales dechaquevol, lâUnioneuropĂ©ennetra-vaille Ă lamiseenplacedecapacitĂ©sde gestiondu trafic amĂ©liorĂ©es.LeprojetdecieluniqueeuropĂ©en
vise Ă dĂ©fragmenter lâespace aĂ©rien,qui restedivisĂ©endiffĂ©rentsespaceset systĂšmesnationauxgĂ©rĂ©spardesdizainesdecentresdecontrĂŽle.Maisil comporteaussiunvolet technolo-gique, le programme Sesar (SingleEuropean Sky ATMResearch), des-tinĂ©Ă moderniser les infrastructuresdegestiondutrafic.Ă lâĂšredâinternetetdessatellites, lecontrĂŽleaĂ©rienesten effet toujours essentiellementbasĂ© sur la radio et le radar. Il a peuĂ©voluĂ©depuis trenteans. LesAmĂ©ri-cains, qui ont pourtant un systĂšmeunifiĂ©, ont entrepris lemĂȘme effortde modernisation avec leur pro-grammeNextGen.
une base nationaleDifficultĂ© supplĂ©mentaire pour lesEuropĂ©ens, ils doivent Ă©galementharmoniser leurs systĂšmes, ou dumoins les rendre compatibles,puisque ceux-ci reposent essentiel-lement sur des fournisseurs de ser-viceagissant surunebasenationale.Ces ANSP (Air Navigation ServiceProvider)ontcertes commencĂ©Ă ef-fectuer des opĂ©rations transfronta-liĂšres et Ă renforcer leurs collabora-tions, par exemple en achetant desĂ©quipementsencommun.Mais lâen-semble reste aujourdâhui disparate.«LasouverainetĂ© et lâautonomiedesdif-fĂ©rentes ANSP sont aujourdâhui in-tactes, mĂȘme sâil va y avoir de plus enplus de coopĂ©ration et de partage dâin-formation. Nous ne sommes pas dansune approche oĂč on tente de dĂ©finir unsystĂšme europĂ©en. Celui-ci est fait detout un tas de systĂšmes existants quivont Ă©voluer et devenir de plus en plusinteropĂ©rables», rĂ©sume Luc Lal-louette,directeurduprogrammeSe-sar pour Thales.AprĂšsunelonguephasedematu-
ration, leprojet, qui associe laCom-missioneuropĂ©enne,Eurocontroletdes industriels, estentrĂ©depuis2013dans un stade de dĂ©ploiement despremiĂšres solutions, basĂ©es sur destechnologies existantes. Dansquelques annĂ©es, de rĂ©elles innova-tions feront leur apparition. Parmicelles-ci, Swim, une sorte dâintranetaĂ©rien qui permettra aux systĂšmesde contrĂŽle de communiquer entreeux et avec les appareils. Swimconnecte lesdiffĂ©rentsacteursgrĂąceĂ des technologiesmodernes, touten garantissant un haut niveau desĂ©curitĂ©. Il autorise un flux dâinfor-mations beaucoup plus fluide etplus complet.
Vers des vols 4DAutre nouveautĂ© qui se profile: destours de contrĂŽle virtuelles. LecontrĂŽleur ne sera plus placĂ© Ă cin-quantemĂštresau-dessusdutarmac.Il pourra ĂȘtre positionnĂ© nâimporteoĂčĂ distancede lâaĂ©roportet travail-lera grĂące Ă un systĂšmede capteursvidĂ©o et radar sur le site. Le systĂšmeoffredesbĂ©nĂ©ficespour lespetitsaĂ©-roports, puisque les systĂšmes decontrĂŽle reprĂ©sententdescoĂ»ts trĂšsĂ©levĂ©s. «La technologie est prĂȘte pourles petits aĂ©roports rĂ©gionaux, ex-plique un spĂ©cialiste. Dans un pre-mier temps, onmettra dans unmĂȘmecentre la gestion de plusieurs tours,mais avec des Ă©quipes de contrĂŽleursqui gĂšrent individuellement des toursdiffĂ©rentes. Mais par la suite, lamĂȘmeposition de contrĂŽle pourra gĂ©rer plu-sieurs aĂ©roports simultanĂ©ment.»Sesarvaparailleurs introduireun
nouveauconceptdans lemondedutransportaĂ©rien: levol4D,quipren-dra aussi en compte le temps, grĂącenotammentaucouplagedâunecen-trale inertielle avec le positionne-ment satellitaire. Cela consiste Ă dĂ©-finir la trajectoire dâun avion avecdes points dĂ©terminĂ©s en trois di-mensions, plus des contraintes detempsdepassage,quasimentĂ lase-conde prĂšs. Des essais ont dĂ©jĂ Ă©tĂ©menĂ©sparAirbus,Eurocontrolet lesspĂ©cialistesducontrĂŽle aĂ©rienetdela navigation comme Honeywell,Thales, IndraetNoracon. LesystĂšmepermettra dâoptimiser et de fluidi-fier le trafic, y comprisau-dessusdeszones densĂ©ment peuplĂ©es.
Les avions modernes ont des capacités de navigation extraordinaires, mais largement sous-exploitéespar les centres de contrÎle aérien. © BeLga
LE RĂSUMĂpour faire face Ă la
croissance attendue desvols dans les annĂ©es quiviennent, lâeurope est entrain de moderniser sessystĂšmes de gestion du
trafic aérien dans le cadredu projet Sesar.
Le programme associe lacommission européenne,
Eurocontrol et lesindustriels.
Les solutions qui se profilentprévoient des tours decontrÎles virtuelles, un
intranet entre les avions etles centres de contrĂŽle,
ainsi que des trajectoiresmieux calculées.
16 LâECHO MARDI 21 JUIN 2016
Entreprises
«La souverainetĂ© etlâautonomie desdiffĂ©rents prestatairesde service de lanavigation aĂ©riennesont aujourdâhuiintactes, mĂȘme sâil va yavoir de plus en plus decoopĂ©ration.»Luc LaLLouEttE
direCteur du prOgrammeSeSar pOur tHaLeS
LâancienpatrondeVWsoupçonnĂ©dedĂ©litdâinitiĂ©
Téhéranvacommander100Boeing
Le nombre dâagents et de courtiersen assurances ne cesse de refluer.Fin 2015, il restait encore 13.270intermĂ©diaires en assurances,selon les chiffres publiĂ©s par laFSMA, le gendarme du secteur.Câest 1.483, ou 10%, demoins quâĂ lafin de 2014. Et cette annĂ©e-lĂ , laprofession avait dĂ©jĂ connu unrepli comparable en termes dâem-plois. En lâespace de dix ans, lenombre dâintermĂ©diaires en assu-rances a diminuĂ© de moitiĂ©. Lerecul enregistrĂ© en 2015 est percep-tible dans toutes les catĂ©gories. Cesont les courtiers qui rĂ©sistentcependant le mieux. Les courtierschoisissent eux-mĂȘmes les policesdâassurance quâils proposent Ă leurs clients et sont donc en prin-cipe indĂ©pendantsdes compagniesdâassurance. Chez les agents (quitravaillentpour le comptedâuneouplusieurs compagnies dâassurance)ouches les sous-agents (qui travail-lent pour le compte dâun courtier),le recul est beaucoup plus sĂ©vĂšre.Les personnes qui vendent despolices dâassurance dans le cadredâune activitĂ© exercĂ©e Ă titre com-plĂ©mentaire souffrent particuliĂšre-ment. Un nombre croissant decourtiers sâaffilient dĂ©sormais Ă ungrand groupe. Cela leur permet departager les coĂ»ts en matiĂšre desuivi de la lĂ©gislation et dâinforma-tique. EMManuEL VanbruSSEL
Le blues desintermédiairesen assurances
Sur 250 avions existantdans le pays, 230doivent ĂȘtreremplacĂ©s.
1Que va apporter lâamĂ©liora-tion des connexions entre
les avions et les centres decontrĂŽle?Les avions modernes ont des ca-pacitĂ©s de navigation extraordi-naires. Quand un avion dĂ©colleaujourdâhui, il sait dĂ©jĂ quasimentĂ la seconde prĂšs quand il va at-terrir et quand il traversera tel es-pace aĂ©rien. Cette capacitĂ© nâestpas utilisĂ©e aujourdâhui. Ce qui estau cĆur du concept de Sesar,câest dâutiliser la trajectoire qui estĂ bord de lâavion et de transmet-tre cette information en tempsrĂ©el au systĂšme au sol. On vafournir quelque chose dâanalogueaux applications qui existent pourle trafic routier. Cela permet dâan-ticiper et dâavoir des opĂ©rations
aériennes plus proches du pro-gramme. Ce qui est importantpour les passagers.
2Quelles autres nouveautésapportera Sesar?
Sur certains gros aĂ©roports Ă cer-taines heures, il y a ce quâon ap-pelle de lâattente en route: untemps durant lequel lâavion faitdes tours, oĂč les trajectoires sontmodifiĂ©es, de maniĂšre Ă intĂ©grerle flux dâavions sur lâarrivĂ©e. On amis en place un systĂšme qui faitque les flux de trafic sont organi-sĂ©s bien en amont grĂące au par-tage dâinformations entre le cock-pit et les diffĂ©rents contrĂŽleurs.On parvient Ă intĂ©grer ces flux detrafic dans la chaĂźne sans temps
dâattente. Ce qui permet des rĂ©-ductions de carburant significa-tives. Câest dĂ©jĂ en opĂ©ration surles arrivĂ©es Ă Heathrow.
3Quels sont les risques enmatiĂšre de cyberattaques?
La problĂ©matique de lâouvertureaux technologies rĂ©seau, câest lagestion des aspects liĂ©s Ă la cy-bersĂ©curitĂ©.On travaille sur ces sujets, sur lamaniĂšre dont on conçoit le sys-tĂšme, pour le rendre le moins vul-nĂ©rable. Les industriels nous four-nissent aussi des solutions. Cer-tains dâentre eux sont des leadersmondiaux en matiĂšre de cybersĂ©-curitĂ© et de solutions informa-tiques.
Questionsà FLORIAN GUILLERMETDirecteur exécutifdu programme Sesar
Le dieselgate aura coûté sa place à Martin Winterkorn. © epa
16,2milliardsâŹLes provisions de VWpour couvrir les frais duscandale atteignent 16,2milliards dâeuros.La communication surce coĂ»t pose question.
Lâecho - Olivier Gosset - 21 June 2016
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Home/ luchtvaart / 'Fransen gijzelen rest Europa'
'Fransen gijzelen rest EuropĂ -Luchtvaart
18/06/2016
Franse arbeidswetgeving is een obstakel voor eenwording van het Europese
luchtruim en slecht voor de luchtvaart. Dit zei Simon McNamara,
directeur-generaal van de European Regions Air/ine Association tegen
Zakenreis tijdens de SESAR-conferentie deze week in Amsterdam.
"De Franse gijzelen met hun wetten keer op keer de hele luchtvaart in Europa,"
aldus McNamara. "De Europese Commissie zal maatregelen moeten nemen." Hij
doelde hiermee op de golf van recente stakingen in Frankrijk: bij Air France, de
luchtverkeersleiding en door werknemers in andere sectoren. Komende week
gaan de piloten van Air France voor de tweede keer binnen twee weken in
staking, tegen versobering van hun arbeidsvoorwaarden.
Van de European Regions Airline Association (ERA) zijn vooral regionale Juchthavens en airlines en technische bedrijven in de
Juchtvaart !id, waaronder Rotterdam The Hague Airport, KLM Cityhopper en Fokker Services. De organisatie zegt veel Jast te
hebben van de Franse arbeidsonrust.
Marian-Jean Marinescu, een Roemeens lid van het Europese parlement voor de liberalen, onderschreef de kritiek van McNamara.
Het zijn vooral de Fransen die "noodzakelijke veranderingen" in Europa weten tegen te houden, zei Marinescu. Maar op het
gebied van de luchtverkeersleiding (Air Traffic Control -ATC) wordt hard gewerkt aan oplossingen. Het plan van de Europese
Commissie is am de afhankelijkheid van nationale ATC's sterk te verminderen, legde de parlementariër uit. Dit zal vooral gelden
voor vluchten die een Juchtruim moeten doorkruisen zonder dat ze daar zijn opgestegen of zullen landen (overflight).
Marinescu: "ln de toekomst zullen de ATC's van andere Janden, bij verstoringen eiders am wat voor redenen ook in een bepaald
Europees land, deze vluchten kunnen overnemen." Technisch gezien kan dit allang, maar de Europese regelgeving moet nog
worden aangepast. Voor vertrek en Jandingen is dit minder eenvoudig, omdat de verkeerstoren van de bewuste luchthaven in dit
proces nog een grote roi speelt.
McNamara zei dat de techniek in de nabije toekomst vliegtuigen "bijna vanzelf' kan laten vliegen. "Vliegtuigen hadden lange tijd
een bemanning van drie, met twee piloten en een boordwerktuigkundige (flight engineer). Vanaf de jaren negentig zijn we
overgegaan naar een bemanning van twee, omdat de flight engineer aan board overbodig was. Nu vindt iedereen dat heel
gewoon. Zo zal het ook met Juchtverkeersleiders gaan, in de Joop der tijd wordt hun roi veel kleiner of overbodig." McNamara
pleitte ook voor concurrentie in de wereld van de ATC's. "Waarom kunnen airlines wel met elkaar concurreren en ATC's niet?"
Eenwording luchtruim
De Single European Sky (SES) is een project waar de lidstaten van de Europese Unie al decennia naar streven. Het houdt een
vereniging van het Europese luchtruim in, met ais uiteindelijke streven Ă©Ă©n Europese luchtverkeersleiding, zoals ook de Verenigde
Staten dat hebben. ln Europa bestaan 37 Air Navigation Service Providers (luchtverkeerscentra), in de USA is dat er slechts Ă©Ă©n.
SES is een programma van lange adem; sinds begin deze eeuw spreekt de EU over SESAR, de Single European Sky ATM Research,
waarin ATM staat voor Air Traffic Management, waar ATC een onderdeel van vormt. Hoewel de totstandkoming van SES tergend
langzaam gaat, houdt de EU vol dat de eenwording er wel degelijk zal komen. Dit jaar zal SESAR zestig nieuwe systemen opleveren
die helpen bij de automatisering van het Juchtruim, zei Marian-Jean Marinescu. "SESAR Jevert Europa grote mogelijkheden op
modernisering van het Juchtruim. De Single European Sky zal er komen."
Florian Guillermet, de Executive Director van SESAR, zei in Amsterdam: "Het streven en de inzet van de Europese
Juchtvaartindustrie am het luchtruim te moderniseren gaat verder dan de belangen en politieke opstellingen van de afzonderlijke
lidstaten. ATM in Europa is nu sterk versnipperd en gebruikt verouderde technologie."
Volgens de EU kan de luchtvaart per jaar ten minste 4 miljard euro besparen dankzij de SES. Deze winst vloeit onder meer voort
uit kortere routes en grotere efficiency. Door de SES zal ook de werkgelegenheid in de ATM-sector dalen en dat is een van de
redenen dat de Franse verkeersleiders de afgelopen jaren al tientallen keren het werk hebben neergelegd. ln de Verenigde
Staten is het luchtruim veel efficiënter georganiseerd, met 35.000 personeelsleden in ATC, tegenover 58.000 in de Europa, voor
grondgebieden die vergelijkbaar in grootte zijn.
De Amerikaanse ATC handelt ook nog eens een veel groter aantal vluchten af: 16 miljoen in de USA tegenover 10 miljoen per jaar
in Europa. Ais we de Amerikaanse cijfers extrapoleren naar Europa betekent dit dat rond de helft van de luchtverkeersleiders niet
meer nodig zou zijn, een miljardenbesparing.
Tags: ATM, ATR, ERA. Florian Guillermet Marian-Jean Marinescu, SES, SESAR, Simon McNamara
Zakenreis Magazine - Lolke van der Heide - 18/06/2016
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SESAR delivers new air traffic technology
14/06/16
The Single European Sky ATM Research (SESAR) Joint Undertaking and its members are showcasing the future of aviation by delivering technological and operational solutions.
The catalogue of solutions was delivered at SESARâs inaugural work programme during a three-day conference and exhibition held in collaboration with the Dutch EU Presidency, and uniting decision makers from public and private sectors in the air traffic management (ATM) and aviation industry.
By the end of this year SESAR will have delivered in advance of 60 solutions towards numerous challenges in modernising European airspace, including improved automation, increased digitisation and communication between airports, airlines and air navigation services.
Marian-Jean Marinescu MEP said: âSESAR offers Europe an incredible opportunity for modernisation. We will accomplish the Single European Sky through technology, through the new air traffic control systems of SESAR. The services and underpinning technology should be designed keeping in mind the 600 million passengers flying over Europe each year. Passengers should benefit from safety, comfort and affordable tickets. A more efficient air traffic management system can deliver this.â
The SESAR project was set up in 2004 as the technological pillar of the Single European Sky to modernise Europeâs air traffic management (ATM) system. It is now progressing the performance of Europeâs ATM network with the ultimate goal of contributing to the threefold improvement in capacity, cutting air navigation service costs, reducing harmful emissions by 10%, and improving safety by a factor of ten.
The SESAR Joint Undertaking (SESAR JU) is a public private partnership of the European Commission responsible for defining, developing and validating solutions in preparation for their deployment and was established in 2007.
SESARâs industrial activities benefit from a contribution of âŹ500m from the European Unionâs Horizon 2020 research and innovation programme. 19 SESAR members participate in its industrial research, validation and demonstration activities of SESAR 2020, which is the next wave of European ATM research and innovation (R&I).
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Thu, Jun 23, 2016
SESAR Showcases New Generation Of Air Traffic Management TechnologiesEstimates Delivery Of 60 Solutions For Airspace Modifications By The End Of The Year
The SESAR Joint Undertaking and its members showcased the future of aviation with the delivery of a
catalogue of technological and operational solutions from its very first work program at a three-day
conference and an exhibition held in collaboration with the Dutch EU Presidency.
The conference brought together key decision makers from both the
public and private sector related to the air transport and aviation
industry.
By the end of 2016, the SESAR JU will have delivered over 60 solutions
to assist in the modernization of Europeâs airspace that cover improved
automation, increased digitisation and essential communication
between airports, airlines and air navigation services.
âSESAR offers Europe an incredible opportunity for modernization," said Marian-Jean Marinescu, Member
of the European Parliament. "We will accomplish the Single European Sky through technology, through the
new air traffic control systems of SESAR. The services and underpinning technology should be designed
keeping in mind the 600 million passengers flying over Europe each year. Passengers should benefit from
safety, comfort and affordable tickets. A more efficient air traffic management system can deliver this.â
At a press briefing in the presence of Marinescu and other key figures from the aviation industry, Florian
Guillermet, Executive Director of the SESAR JU said the determination and commitment of Europeâs aviation
industry to modernize the continentâs airspace and deliver these solutions has gone beyond individual
interests and politics, placing innovation and unity firmly at the heart of our European skies.
Europeâs Air Traffic Management (ATM) system is highly fragmented and reliant on ageing technology.
Current inefficiencies in the air traffic management value chain amount to âŹ4 billion (approx. $4.52 billion)
annually and long lead times often mean that technological change happens at a slow pace.
And yet in a short space of time, as Florian Guillermet points out: âSESAR JU has succeeded in bringing
together more than 100 organizations and 3,000 experts from across Europe to fast track the delivery of
tangible performance-based solutions, validated, documented, packaged and publically available for
implementation by industry players. Itâs testament to what Europe can do when we work together.â
To deliver these solutions, the SESAR JU and its members together have conducted 300 industrial research
projects, 350 validation exercises and 30,000 flight trials, taking ATM research âout of the labâ and into real-
life air traffic operations across Europe and internationally. These solutions have been delivered in line with
the European roadmap for ATM modernisation (European ATM Master Plan) and serve as a basis for further
research in SESAR 2020.
For an average trip taken in Europe, it is expected that these solutions will offer a 20 minute reduction in
door-to-door travel time, 10kg (22 pounds) in fuel savings per passenger and 15 euros (about $17) in ticket
savings. SESAR is not only bringing real economies in time and expense for passengers and the necessary
innovations for the industry; it is also a solid investment. Every euro invested in SESAR R&D results in a
6-euro return on investment for Europe.
(Source: SESAR JU news release)
FMI: www.sesarju.eu
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