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real-time display of
the whole of Europe
in our operations
room, which we’ll
share with the FAA” ©
British Midland Airways Ltd
ATM: THE CHALLENGE OF GROWTH
46
Development of the world’s largest Aeronautical Information
Service database is progressing. David Learmount looks at why
it is being developed and when it will be fully populated
THE EUROPEAN
AIS DATABASE
47
efore an aeroplane takes off to go anywhere, the crew
has to know all about the route, the condition of the
destination airport and alternative landing places, and
the weather that will affect the flight. If the destination is the
other side of the world, the amount of information the pilots
need to check is considerable, and someone, somewhere, has
to provide it.
The generic term for all the data pilots need to check is
‘aeronautical information’, and this includes everything from
variations in the national regulations of the airspace through
which they will fly, to whether there is resurfacing work in
progress on the destination runway. The total system that
provides it is known as an aeronautical information service
(AIS). But that is a misnomer, because globally it is not a single
system. It is a patchwork of national reporting hubs receiving
information from airports, airfields, national aviation
authorities (NAAs) and meteorological organisations.
In 1997, EUROCONTROL decided AIS must become a fully
digital, networked data collection and distribution system,
replacing the paper-based system that still exists in most of
the world. The vision has largely been converted to reality
within Europe, according to EUROCONTROL’s European AIS
Database (EAD) programme manager Sylviane Wybo.
Aeronautical information takes various forms. There is
permanent information, like geographical co-ordinates
defining terrain; semi-permanent, like local variations to
international practices – for example the definition of
altitude in metres rather than feet; and temporary, like
equipment or infrastructure that is unserviceable or under
maintenance. It is about routes, airspace structure and who
controls it, local procedures and regulations, services (radio
communications, radio navigation beacons and radar
surveillance) and service providers. And information on all of
these regularly needs updating for both temporary and longterm
changes. Finally, pilots need weather information, both
forecast and real-time, at airports and in the upper
atmosphere. At present meteorological data is distributed
separately, but it may well use the future global digital AIS
network for dissemination of forecasts and real-time
information, according to Bo Redeborn, EUROCONTROL’s
director of Air Traffic Management strategies.
“Meanwhile the EAD has enabled many of its Member
States to go digital with their European AIS already, and by the
end of 2007, all 42 of the European Civil Aviation Conference
(ECAC) countries will have changed over completely to digital
aeronautical information provision and access,” says Wybo.
“The old system,” Wybo continues, “required multiple
reprocessing (between the origin and destination) and was
error-rich. But that was where we started in 1997,” she
explains. “Then the EUROCONTROL Member States decided to
start a completely new AIS programme to launch the EAD,”
she says, “because they saw it as a solution to the errorgenerating
weaknesses in the old system. But it was designed,
from the start, to be a part of a global system.”
It has always been mindful for EUROCONTROL that it must
develop a solution that would be accepted globally, and also
be International Civil Aviation Organisation (ICAO) Annex 15
compliant. Since 1997, as a result of consultation with leading
national aviation authorities worldwide, EUROCONTROL was
able to work with Frequentis Nachrichtentechnik to develop
the conceptual technology and framework for a global digital
AIS formula that would be – and has since been – accepted as
the standard. On that basis the EAD was cleared to proceed,
with EUROCONTROL confident it would not be out of step
when the rest of the world joins in.
Based on the concepts employed for EAD, EUROCONTROL
and the US FAA have since developed what is effectively a
prototype for a global system. Known as the Aeronautical
Information Conceptual Model (AICM), it embodies a
networking enabler called the aeronautical information
exchange model (AIXM), and these models have both been
　
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