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For these reasons, the European Com
mission adopted an agenda for GA and BA
 
in Europe in January 2008 and proposed integrating these two sectors into the EU air transport policy. The main elements of this agenda involve improving data gathering, screening legislation to ensure
proportionality and integrating GA and BA into the capacity optimisation initiatives. It was the first time since the creation
of the EU internal aviation market that the Commission had studied this sector,
 
 
Flight planning
Crew planning
electronic Flight Bag solutions
Navigation Data
Aircraft Performance Systems
Aeronautical Charts
  
  
 

www.navtechinc.com
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quantifying its value and identifying the challenges it is facing. But it also means that GA and BA are now encompassed by decisions taken in the framework of the Single European Sky ATM Research (SESAR) programme.
During SESAR's four-year 'definition phase', launched in 2004, a consortium of 29 companies and organisations rep¬resenting airspace users, airports, supply industry, safety regulators, controllers and research centres drew up an 'Air Traf
fic Management Master Plan' outlining development and deployment plans up to 2025 for next-generation ATM systems.
THE SES AND NEW TECHN0L0GIES Following the formal presentation of the 'Master Plan' on 6 May 2008, a five-year development phase was launched, which involves 32 companies whose role is to develop the new systems and infrastruc¬ture, of which large-scale construction should begin as of 2013, under the final deployment phase.
The technological advances envisaged include the use of Global Navigation Satel¬lite Systems (GNSS), which would not only provide more accurate trajectories, but also better weather forecasting, enabling pilots (and air traffic controllers) to antici¬pate problems.
A more efficient telecommunications network would also be established to replace the ever more outdated radio control systems that increase the risk of mistakes and misunderstandings and re¬sult in flight safety problems. An updated telecommunications network would also give all stakeholders simultaneous access to flight information status.
New sensor technologies, increased automation and 'smooth approach' pro¬cedures are also being developed to help improve visibility and reliability, while reducing noise and gaseous emissions.
To inform the GA and BA community of the short-, medium- and long-term navigation requirements laid out in the
 
Performance Based Navigation Concept (PBNC) by SESAR Joint Undertaking, a workshop was held in Brussels in Decem¬ber 2008. Stakeholders were told that the PBNC assumes that in the future, aircraft will navigate using Distance Measuring Equipment, GNSS kits or Inertial Naviga¬tion System installations. This will allow the older V0R and NDB (VHF 0mni-direc¬tional Range and Non Directional Beacon) ground navigation aids to be decommis¬sioned. The problem is that some aircraft may be too small to carrying some of
this equipment, which may also be too expensive for the aircraft operators to purchase, so industry is being encouraged to develop affordable avionics specifically for this aircraft segment.
But International Aircraft 0wners and Pilots Association Senior Vice President for the European Region, Martin Robin¬son, is concerned that "the need to get to a certain point by 2010, 2015 or 2020 is driving programmes like SESAR and consultation is cut short because of the urgency of the situation." He continues: "We should be reappraising our times¬cales because of the current economic situation and giving ourselves more time to get things right first time".
However, the former Vice-President Jacques Barrot, Commissioner for Trans¬port, has said: "We fully recognise the value of non-commercial aviation and intend to work with this sector in Europe, as it is a large source of employment, expertise, technology and revenues."
　
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本文鏈接地址：EUROCONTROL EBAA IAOPA Yearbook 2009: The Business of Flying(52)