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welcomed by the national aviation authorities (NAAs) of the
world’s major aviation nations. Now these States are calling on
ICAO to provide the forum through which this can be agreed,
ratified and brought to reality. According to Ken Reid, the
chairman of EUROCONTROL’s AIS team, even countries that
back the digital AIS concept will hesitate to implement it until
it has ICAO approval. That is the seal of approval that is
essential to any global aeronautical system if it is to have the
credibility that will trigger the release of the investment that
must be made in any new system. Digital AIS, however, beyond
the initial, relatively low investment, will be a far cheaper
system to operate and is potentially far more accurate and
immediate than the system globally in use today.
It may have taken nine years from the launch of the EAD
project, but at the end of June 2006 in Madrid, Spain, the
B
ATM: THE CHALLENGE OF GROWTH
48
EUROCONTROL-organised Global AIS Congress – the first of its
type – agreed on the need for a co-ordinated worldwide
approach. The Congress quickly identified the first areas for
action. Topping the list was the recommendation that ICAO
should adopt a standard model for collecting aeronautical
information and for exchanging it; it should develop a means
of defining and ensuring compliance, and adopt a system for
managing and developing both the model and the exchange
system. Predictably, the Congress agreed the system should
be based on digitally entered and managed information. Reid
points out that, when realised, the new global system would
more accurately be described as an AIM (Aeronautical
Information Management) system than an AIS, because a
digital system can provide the user with the ability to
configure precisely the information needed for a specific trip,
without having to comb through all the data that is not
relevant to the flight.
“Today, ICAO does not consider the internet to have
sufficient security or integrity,” says Wybo. “But information
can be accessed through the internet as well as via secure
systems. Commercial telecommunications company AT&T
provides much of the secure network.
“This decision was taken partly because one of the
objectives is to provide the data efficiently and at the lowest
possible cost. Cost was a major driver of digitisation because it
enables the automation of many processes that are manual at
present, maintenance costs are low, and many systems and
processes can be shared among all the clients,” explains Wybo.
But EAD itself is first and foremost a European tool,
however well it will eventually fit into a global model. “The
first objective of the EAD is, of course, to complete the
dataset from the ECAC States, and the second objective is to
be able to exchange data,” confirms Wybo. “That will mean
there is a considerable reduction in the need for manually
entered data at the EAD because the database will be
receiving information direct from source with no need for
transcription with the commensurate potential for error at
that point.” Within the ECAC States, completion, planned for
the end of 2006, will be done by the end of 2007. When that
happens, the world’s first international regional digital AIS
operational since 2003 will be fully populated, enabling its
home users and many overseas ones to become aeronautical
information managers, not just users.
This article was commissioned by EUROCONTROL.
“The first objective of
the EAD is to complete
the dataset from the
ECAC States, and the
second objective is to be
able to exchange data”
ATM: THE CHALLENGE OF GROWTH
50
DYNAMIC MANAGEMENT
OF THE EUROPEAN
AIRSPACE NETWORK
Julian Moxon talks to EUROCONTROL’s DMEAN Framework programme
manager, Joe Sultana, to find out what progress has been achieved on providing
enhanced flexibility to the Air Traffic Control (ATC) and airline communities
51
fter winning approval by the Provisional Council in April
2006, EUROCONTROL’s Dynamic Management of
European Airspace Network (DMEAN) programme is
beginning to show results.
The first deliverable to come out of the programme came
in May – the release of the summer 2006 Network Operations
Plan (NOP), a document that provides a clear overview of the
forthcoming season’s Air Traffic Flow and Capacity
Management (ATFCM) situation to help airlines improve their
planning by forecasting known likely bottlenecks. This will be
　
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