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n system development activities are
handled by WPs 9, 10, 11, 12, 13 and
15;
n system-wide information management
is handled by WPs 8 and 14;
n “transverse activities”, such as the
validation infrastructure, development
of safety, security, environment
and human performance
guidance and cases, ATM Master
Plan maintenance, the target concept
and architecture maintenance,
are handled by various WPs (e.g. B,
C, 3, 16).
The new “SESAR team”
There is now a new “SESAR team” comprising all staff working on SESAR all over
Europe and located at our members’ premises. Patrick Ky, Executive Director of the
SESAR Joint Undertaking says “This new community of SESAR workers has the future
of European air traffic management in their hands. Bear in mind that we need to
achieve a paradigm shift from the way air traffic management is organised today.
An open mind, operational excellence and dedication should guide their day-to-day
work. We count on their commitment to make this innovative adventure a historic
European success story.” The SJU will be the guardian of the smooth execution of the
work packages and will do its utmost to liaise all the teams involved.
SESAR’s new components and operational procedures will be gradually implemented
from 2012 to 2020.
“However, it is essential that we also identify and develop quick wins for implementation
as from 2010” says Patrick Ky.
Regular updates available at www.sesarju.eu.
34
VIEWPOINT
After a positive vote in the European Parliament on 25 March 2009,
the EU Transport Ministers confirmed the far-reaching Single
European Sky aviation package on 30 March. Patrick Goudou,
Executive Director of the European Aviation Safety Agency (EASA),
explains how this package, which has been formally adopted by the
Council, strengthens the Single European Sky and boosts the
implementation of new technologies, making EASA responsible for all
safety links of the aviation chain.
The role of EASA
Single European Sky
Indeed, this “total system approach”
was acknowledged by the European
Parliament and Member States when
they invited the Commission to
make proposals as soon as possible
to extend the Agency’s scope to air
operations and flight-crew licensing.
This first step has already been
taken with the adoption of the new
Basic Regulation (Regulation (EC) No.
216/2008).
In June 2008, in line with the “total
system approach”, the European
Commission proposed the far-reaching
Single European Sky aviation
package. This package has now been
formally adopted by the EU Council.
It strengthens the Single European
Sky, boosts the implementation of
new technologies and makes the
European Aviation Safety Agency
responsible for the safety regulation
of aerodromes, air navigation services
(ANS) and air traffic management
(ATM). The Agency had already
started preparing to take up these
new competences and had issued its
opinion on the safety of ATM/ANS in
March 2008. According to the European
Parliament and the Council, the
corresponding implementing rules
in the area of ATM/ANS have to be in
place by 2012.
Establishing and maintaining a high
and uniform level of aviation safety
has been one of the European Union’s
top priorities over the past decade.
This objective has been pursued by
common action at Community level,
based on the concept that the protection
of citizens will be ensured by
adopting common aviation safety
rules and by guaranteeing their uniform
implementation. The European
Aviation Safety Agency (EASA) is at
the centre of this strategy. Its tasks currently
include drafting aviation safety
regulation, conducting inspections to
ensure their uniform implementation
and the type-certification of aircraft,
engines and parts.
When drafting new rules, the Agency
is required to avoid the duplication
of regulatory processes, to promote
Community views throughout the
world and to provide a level playing
field for all actors in the internal
aviation market. The achievement of
these objectives was initiated by the
adoption of EASA’s first “Basic Regulation”
in 2002 (Regulation (EC) No.
1592/2002), which focused essentially
on the airworthiness and environmental
compatibility of aeronautical
products.
Total system
aproach
However, concentrating on aeronautical
　
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本文鏈接地址：Skyway Magazine, Summer & Autumn 2009(23)