“There is quite a lot on the agenda. This could be a pivotal year for ATM in Europe. The second package of the Single European Sky is promised by the European Commission by summer, and it will be a busy year in terms of traffic,” said McMillan.
EUROCONTROL is the European Organisation for the Safety of Air Navigation; the intergovernmental organisation counts 38 Member States from across Europe as well as the European Community. Its core objective is the development of a uniform pan-European Air Traffic Management (ATM) system, the embodiment of which is the concept of a Single European Sky. The idea is that by maximising the benefits of a fully integrated ATM system, European aviation can be made safer, more secure, more environmentally friendly and more cost efficient.
A major figure in international aviation, McMillan was previously the UK’s Director General of Civil Aviation – a post he held from April 2004. He was also First Vice President of the European Civil Aviation Conference (ECAC), and the spokesman for Europe on aviation and environment at the International Civil Aviation Organisation (ICAO).
“There is quite a lot on the agenda. This could be a pivotal year for ATM in Europe. The second package of the Single European Sky is promised by the European Commission by summer, and it will also be a busy year in terms of traffic,” said McMillan.
He explained that EUROCONTROL is becoming a ‘partnership organisation’. “We are making sure our people and partners are part of the process. At EUROCONTROL’s heart are safety issues and Europe can be proud of its safety record. There does need to be change in EUROCONTROL and there needs to be a process of managing that change effectively,” said McMillan. “We are trying to make EUROCONTROL more open to stakeholders – that is a real empowerment we are working on. I am personally committed to delivering stronger involvement of ATM stakeholders in setting EUROCONTROL’s strategy and priorities as we establish this convergence between EUROCONTROL and the European Community in ATM, aiming at the single process Europe needs.” He also emphasised the importance of involving airports in ATM issues and called on airports to share their plans and join the system in real time, sharing information on how they are doing on a minute-by-minute basis. “The doors of EUROCONTROL are open to airports. We want to see them as bigger players integrated into the network. We are still talking about doubling movements in 15 years. We need to make sure we have runway capacity. There is a key role for ACI EUROPE – my message to members is that there is an opportunity for them to be part of the Air Traffic Management debate. We need to mirror the work being done on the ground,” said McMillan.
The ‘Challenges to Growth’ study published by EUROCONTROL and ECAC at the end of 2004 is being reviewed and an updated report will be published in the autumn. “The situation could get more difficult. We need to know how to optimise capacity and provide more capacity at key airports, not just tertiary ones,” said McMillan.
He highlighted the importance of Collaborative Decision Making (CDM) in a dynamic network – making sure everyone knows the capacity available and how to make it work efficiently. There is an emphasis on adding certainty to the passenger journey and optimising the efficiency of the network. McMillan uses the word ‘network’ frequently. “Airports are a very important part of that network,” he said.
SES: ‘there is no alternative’
McMillan: “The Single European Sky is the only game in town. Therefore, and based upon the European Community’s welcome involvement in the Single European Sky for more than eight years now, a fundamental priority for all of us is to ensure that there is only one ATM process in Europe.”
There is, explained McMillan, simply no alternative to a Single European Sky, including its SESAR component.
“Nor is there some alternative or competing EUROCONTROL plan: the Single European Sky is the only game in town. Therefore, and based upon the European Community’s welcome involvement in the Single European Sky for more than eight years now, a fundamental priority for all of us is to ensure that there is only one ATM process in Europe,” he said.
The first Single European Sky package was developed because of the need to change the dynamics of European ATM, and McMillan explained that the extra dimension is to bring the legislative power of the European Commission into that. “We’re cooperating very closely with the European Commission and have an excellent relationship with them,” he said. McMillan contended that not as much has been achieved during the first Single European Sky package as people had expected. “People in different countries see ATM as a key strategic asset. There is room now to give a new impetus – to give an extra ‘oomph’ to take this forward,” he said. “While there is an EU 27, there is a EUROCONTROL 38. We need to find a balance there. We have a process that is inclusive. What we at EUROCONTROL can do is make sure that ATM laws in the EU are sensible and appropriate and can extend to the 38; develop proposals for all 38 members; and do things in the most inclusive way possible.”
The second Single European Sky package (SES II) will be published in June. McMillan would like to see this provide further clarification of the relationship between EUROCONTROL and the European Commission.
EUROCONTROL is undergoing a period of change. “There does need to be change in EUROCONTROL and there needs to be a process of managing that change effectively. We are trying to make EUROCONTROL more open to stakeholders – that is a real empowerment we are working on,” said McMillan.
SESAR – changing the paradigm
A major figure in international aviation, David McMillan was the UK’s Director General of Civil Aviation. He has also been First Vice President of ECAC and held the role of spokesman for Europe on aviation and environment at ICAO.
A crucial element of SES II will be further progress towards the implementation of the Single European Sky ATM Research (SESAR) Master Plan. A major objective is to build the ATM system of the future under the SESAR programme. “SESAR is essential. A marked change can be seen in technology now compared with 25 years ago, but ATC still relies on the air traffic controller having a picture of the aircraft in their mind within a certain airspace. We need to change the paradigm so that the controller can manage the flow of air traffic, rather than just individual aircraft,” said McMillan. “SESAR is essential to the industry and we will have a role to play in its deployment. It is a way of doing business that involves all agreeing what the systems should do. I hope that we will have a genuinely open way of involving people.”
Towards the end of April, EUROCONTROL accepted the SESAR Master Plan and the associated Work Programme for 2008-2013. The SESAR Master Plan lays out how the ATM target concept can be put in place. It sets out a phased implementation, which addresses the lifecycle from feasibility and research and development through to deployment. The Work Programme identifies all projects necessary in the period between 2008 and 2013 in order to implement the ATM target concept. This includes the deployment of existing systems, the development of systems that are almost mature, as well as applied research to refine the concept and develop technical solutions and longer-term research. It also makes recommendations regarding the methods and management processes for supporting the development phase.
More impetus will also be given to reducing fragmentation, starting with the implementation by 2012 of Functional Airspace Blocks (FABs). FABs are considered a window of opportunity for improvements in European airspace. The generic term ‘Functional Airspace Block’ is defined as: ‘An airspace block based on operational requirements, reflecting the need to ensure more integrated management of the airspace regardless of existing boundaries.’ They are regarded as a fundamental means of enabling the future optimisation of the pan-European ATM system.
McMillan firmly believes that SESAR is essential. The paradigm, he said, must be shifted so that the controller can manage the flow of air traffic rather than individual aircraft.
Continuous Descent Approach
Continuous Descent Approach has been identified as a key potential win-win for aviation, affording less fuel burn, less noise and less emissions by means of a continuous descent. Indeed, a number of European airports have already adopted CDA as an operational measure and its success looks likely to increase. EUROCONTROL’s Continuous Descent Approach (CDA) programme aims to harmonise this operational measure across the EUROCONTROL 38. The EUROCONTROL definition of the term CDA is: ‘Continuous Descent Approach is an aircraft operating technique in which an arriving aircraft descends from an optimal position with minimum thrust and avoids level flight to the extent permitted by the safe operation of the aircraft and compliance with published procedures and ATC instructions.’ McMillan believes that the programme could have a real impact if implemented. “At local level there is often a trade-off between environmental benefit and capacity. But with a continuous process of harmonisation and improvement, by 2020, real reductions in fuel burn are achievable,” he said. “First of all, we need to make sure that the debate on aviation takes place with the right information. We have a lot of data and we can generate a debate that is well informed and sensible. It is clear that environmental impact is an issue. The debate about the environment needs to take place in the context of the social and financial benefits of aviation; we need to have a rational debate.”
ATM community undergoing change
While EUROCONTROL is going through a period of change, it is focusing on its core business, centring on cooperative network design, optimisation, and performance review. All expertise derived from EUROCONTROL’s role will be used to provide enhanced support to the European Commission in its role as regulator. EUROCONTROL will also embrace more systematic involvement of stakeholders in decision-making whenever possible.
“EUROCONTROL recognises the change the ATM community is undergoing and intends to be an integral part of that change. He continued “Transparency and partnership with all stakeholders are our key priorities. It is a very vibrant industry, which is growing very quickly. We need to work together.”
“I am personally committed to delivering stronger involvement of ATM stakeholders in setting EUROCONTROL’s strategy and priorities as we establish this convergence between EUROCONTROL and the European Community in ATM, aiming at the single process Europe needs,” said McMillan.
