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2007 is an important year and not only because of the
T start of the next phase of SESAR, but also because a number
of initiatives to create Functional Airspace Blocks (FABs) will be
reaching the decision-making stage and the Commission will
be reporting to the Council on the implementation of the
Single European Sky. We will take the opportunity to review
the legislation and to propose changes where improvements
can be made, for example the extension of the SES legislation
to cover lower airspace. We will also be studying the progress
of FABs and their impact in reducing system fragmentation.
However, perhaps the biggest challenge of 2007 is the
reform of the regulatory framework for air transport. In
September 2006 we held a workshop where all interested
parties were asked for their views on the organisation of air
transport regulation. The conclusions were that there is an
urgent need to reform and simplify the regulatory framework;
that the European Aviation Safety Agency (EASA) should be
the ultimate safety authority; that Community powers are the
only driving force in regulation and that the process should
involve all stakeholders.
To further develop the conclusions of this workshop, I
launched a small High Level Group in November 2006 made
up of selected representatives of European States, ANSPs,
airspace users, airports, the aviation industry, EASA and
EUROCONTROL. I asked this group to develop further the
outcome of the conference and to identify a new role for
EUROCONTROL in supporting the EC and States under the EU
umbrella. The group will report back by mid 2007, and we
will take account of its recommendations as we draft the
mid-term review of the SES.
THE SINGLE
EUROPEAN
SKY FORGES
AHEAD
Jacques Barrot, Vice President of the European
Commission, responsible for Transport
FOREWORD
23
FOCUS ON
PERFORMANCE
Roberto Kobeh González,
President of the Council of ICAO
n February 2006, the International Civil Aviation
Organisation (ICAO) sent its 189 Member States a proposal
to amend the Global Air Navigation Plan for
Communications, Navigation, Surveillance/Air Traffic
Management (CNS/ATM) Systems. The revised Plan represents
a milestone in the implementation of an ATM system.
The vision for the ATM system is interoperability and
seamlessness across regions for all users during all phases of
flight, meeting agreed levels of safety, providing for optimum
economic operations, being environmentally sustainable, and
reflecting national security requirements.
The proposed Global Plan, based on recommendations of
the Eleventh Air Navigation Conference of 2003 and two
related industry roadmaps developed subsequent to the
Conference, is a means to that end. It is part of an integrated
set of tools and guidance material, which includes the Global
ATM Operational Concept, ATM Systems Requirements and
Performance-Based Transition Guidelines. Together, they will
guide the aviation community to the seamless global ATM
system we all seek.
ICAO has integrated this work into its new Business Plan,
which stresses the implementation of harmonised ATM
systems and performance-based efficiency improvements, as
well as increased functional integration between ICAO
Headquarters and Regional Offices. Through innovative
methods, it will facilitate planning and implementation of
important operational developments that have taken place in
recent years, particularly with regards to aircraft capabilities. It
will also ensure that opportunities that have emerged as
I technologies have matured, as research and trials have been
successfully concluded, and as procedures and specifications
have been finalised, are fully exploited.
Associated guidance and interactive planning tools for
States, regional planning groups and Air Navigation Services
Providers (ANSPs) will be used to establish performance
objectives and implementation time lines. The Global Plan
will thus become the baseline for measurable achievements
as the global ATM system continues to evolve from systemsbased
to performance-based. States and regions will be able
to select initiatives tailored to their particular needs in order
to meet agreed-upon performance objectives.
Ultimately, a deliberate and co-ordinated approach to
implementation of an air navigation services infrastructure
will depend upon co-operation and transparency among all
stakeholders. It will also require interaction between ICAO
regions for greater harmonisation and alignment of regional
programmes and implementation activities. The co-operative
　
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