Air Traffic Management STRATEGY, TECHNOLOGY AND MANAGEMENT FOR THE WORLD'S MOST GLOBAL INDUSTRY Fri, 24 Oct 2014 12:01:15 +0000 en-US hourly 1 Charles River Analytics wins NASA contract Fri, 24 Oct 2014 12:01:15 +0000 More ››]]> Charles River Analytics, a developer of intelligent systems solutions, has secured a new contract awarded by NASA to aid aviation safety analysts in assessing critical flight systems.

Charles River, under NASA’s Programming Useful Life Prediction effort (PULP), is developing prediction techniques for estimating remaining useful life (RUL) of a component or device, when it will no longer perform as intended.

Accurately predicting RUL can increase safety and reduce financial and operational costs for flight systems, leading to more robust maintenance programs.

“We will be developing a new approach to RUL prediction by using probabilistic programming to combine both expert knowledge and historical data to reasoning about RUL. We’ll apply it to unmanned aircraft, in a way that we expect will be more accurate than using either approach on its own,” explained Dr. Avi Pfeffer, the principal investigator for the PULP effort.

“A physics model will be developed by our partner, Unmanned Experts, and will be implemented in our probabilistic program using Figaro, a general probabilistic programming language. We will also apply Figaro’s machine learning techniques to learn RUL predictors from NASA’s data.”

Figaro enables developers to create tools that help people make better decisions in the face of uncertainty. It supports a new kind of model-development process by simplifying the challenging task of creating probabilistic models, which determine a situation’s unknown facts from known facts.

One of the most compelling features of Figaro is the ability to integrate different kinds of models, such as physics-based differential equations and statistical models learned from data, inside a probabilistic program. Figaro is released under an open-source license and can be downloaded for free.


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NATS opens dedicated Middle East office Fri, 24 Oct 2014 10:26:56 +0000 More ››]]> Ben Kiff NATS head of proposition development, Catherine Mason NATS managing director, services, Ahmed Bin Sulayem, executive chairman, DMCC, and John Swift

Ben Kiff NATS head of proposition development, Catherine Mason NATS managing director, services, Ahmed Bin Sulayem, executive chairman, DMCC, and John Swift

NATS has opened its headquarters for the Middle East and North Africa region, with a permanent office in Dubai, UAE.

To mark the occasion, a number of its senior executives, including Catherine Mason, Managing Director, NATS Services, and John Swift, Director, NATS Middle East, met with Ahmed Bin Sulayem, Executive Chairman of Dubai Multi Commodities Centre, to discuss some of the most significant aviation opportunities and challenges facing the Gulf countries.

NATS also outlined its long term commitment to the region and its desire to work in collaboration with local service providers, regulators, airlines and airports, to find appropriate solutions to meet the aviation growth aspirations of the GCC (Gulf Cooperation Council).

NATS already has an impressive track record operating in the Middle East. In 2006, the company was contracted to design terminal airspace around Al Maktoum International Airport prior to its opening. The airport will eventually have six runways coping with an annual capacity of up to 160 million passengers. Paramount to the success of that project was a partnership approach, which delivered an agreement between all civil and military stakeholders regarding the use and the final re-designed airspace.

With the GCC states expected to serve 450 million passengers annually by 2020, and with total aircraft movements in the Gulf’s airspace predicted to reach over 2.3 million, like many others within the aviation industry, NATS sees an urgent need for these countries to master its invisible infrastructure – its airspace.

John Swift, Director, NATS Middle East, said:  “A permanent, on the ground presence covering the region is a major milestone for us. Over recent years NATS has successfully completed projects in Kuwait, Qatar, Oman and the UAE, but having a dedicated regional office is a clear sign of our long term commitment to working in partnership with the aviation community, especially as it seeks to harness aviation as an economic engine for growth.

“Addressing airspace congestion within the Gulf remains a critical challenge, and our approach is to leverage our expertise and experience – including in some of the world’s busiest airspace – to find solutions so that the GCC ensures it remains a global aviation powerhouse. Working in partnership as an industry is the key to the development and implementation of successful solutions, and NATS Middle East stands ready and willing to be an active part of that effort.”

Ahmed Bin Sulayem, Executive Chairman, DMCC, said:  “At DMCC we focus on providing businesses ranging from start-ups to large corporates with everything they need to trade with confidence in Dubai so they can expand at an unrivalled pace. We welcome NATS to the DMCC corporate family – they are joining a thriving international, award-winning Free Zone that is also the largest and fastest growing in the UAE with around 9,500 member companies.

“It is encouraging to see large international entities like NATS, which operates in over 30 countries around the world, choosing to join the DMCC Free Zone. This is further testament to Dubai and DMCC’s attractiveness to large corporates as they look to grow and access new markets in a business friendly and competitive environment.”

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Toronto Pearson deploys Era’s SQUID Thu, 23 Oct 2014 13:26:11 +0000 More ››]]> Canada’s Toronto Pearson International Airport has selected Czech Republic based ERA to supply 80 vehicle-mounted SQUID transmitters as its surface vehicle tracking system.

The contract was awarded to ERA after an international tendering process. SQUIDS by ERA are also in use at Montréal–Mirabel International Airport.

“The selection of ERA is the result of a tendering process. ERA claims compliancy with the requirements of the Request for Tender (RFT) and scored best on the defined evaluation criteria by Canadian authorities. Only the most highly-rated technologies can successfully compete in such a demanding local environment. ERA is pleased to add Canadian airports to its growing list of SQUID partners,” stated ERA Managing Director Viktor Sotona.

The ERA-designed SQUID self-contained vehicle tracking unit improves airport safety by continuously broadcasting the exact position of all ground vehicles, including tugs, de-icing equipment, and fire and rescue vehicles. By using permanently mounted or portable ADS-B squitter beacon transmitters, SQUID minimizes the risk of vehicle collisions, especially during low visibility conditions.

As an important part of every advanced surface movement guidance and control system (A-SMGCS), SQUID improves overall situational awareness. The trust placed in this particular ERA product is shown by the fact that SQUID installations predominate at some of the busiest airports around the world, including Copenhagen, Amsterdam Schiphol, Istanbul or Singapore.

Toronto Pearson International Airport is the largest airport in Canada, and the 35th busiest airport of the world in terms of passenger traffic (in 2013, it handled more than 36 million passengers, and more than 430,000 operations). The Toronto Airport is located 22.5km northwest of Downtown Toronto, in the municipality of Mississauga, and serves the province of Ontario that has 12 Million of inhabitants.

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OFNAC selects Airbus ProSky for Cap-Haïtien Thu, 23 Oct 2014 13:22:47 +0000 More ››]]> Office National de L’Aviation Civile (OFNAC) will partner with Airbus ProSky to design the airspace of Cap-Haïtien International Airport.

As the second phase of the Haiti National airspace optimisation programme, Airbus ProSky will support the deployment of Performance Based Navigation (PBN) procedures in the terminal airspace of Cap-Haïtien Airport.

Through implementation of highly efficient Required Navigation Performance (RNP) procedures, the Airport will be able to accommodate the request of several Airlines to increase operations.

The implementation of the Cap-Haïtien Airport PBN airspace will be similar to the methodology used for the Port-au-Prince International Airport. Airbus ProSky will coordinate with OFNAC, IATA and the operators to propose a relevant PBN concept of operations.The current on-going deployment of Port-au-Prince will be taken into consideration to ensure the interoperability of the two airspaces.

The RNP procedures will enhance the traffic flow into the Cap-Haïtien (CAP) International airport terminal airspace while increasing safety. This new airspace is necessary following the airport ground infrastructure improvement recently performed along with the runway threshold modification and the runway extension.

Airbus ProSky, by combining its operational knowledge, Air Traffic Management expertise and procedure design, has proven to be extremely successful when proposing a concept of operations that meet the needs of both pilots and Air Traffic Controllers.

Leopold Martin Roumer, OFNAC General Director, said that Airbus ProSky has the full confidence of OFNAC in the deployment of an efficient concept of operations that will exceed the expectations of OFNAC and the airlines. Airbus ProSky, with its proven experience in PBN implementation, was the natural partner for this key project. “We are extremely happy with the on-going PBN implementation at Port-au-Prince International Airport and we wanted to extend our partnership with Airbus ProSky to Cap-Haïtien.”

Rafael Alonso-Nivez, Regional Director Latin America & Caribbean, Airbus ProSky added: “Gaining the recognition of OFNAC and extending our close relationship to the Cap-Haïtien project is very rewarding. Transforming an airspace through PBN procedures implementation is a complex project and we are proud to be considered as a reliable partner by Civil Aviation Authorities and Airlines.”

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Indonesia on alert for possible MH370 wreckage Wed, 22 Oct 2014 14:13:37 +0000 More ››]]> Indonesian authorities have been put on alert should any debris from the missing Malaysia Airlines Flight 370 be found washed up along its coastline.

In an operational update by the Australian-led search team, the Australian Transport Safety Bureau said it continued to receive messages from members of the public who have found material washed up on the Australian coastline which they think may be wreckage or debris from the missing aircraft.

Flight MH370, disappeared on 8 March on a flight to Beijing from Kuala Lumpur.

“The ATSB reviews all of this correspondence carefully, but drift modelling undertaken by the Australian Maritime Safety Authority has suggested that if there were any floating debris, it is far more likely to have travelled west, away from the coastline of Australia,” the ATSB said.

“It is possible that some materials may have drifted to the coastline of Indonesia, and an alert has been issued in that country, requesting that the authorities be alerted to any possible debris from the aircraft.”

It added that with the arrival of GO Phoenix – one of three ships being used in the search – talk about ‘the search recommencing’ is incorrect.

“It is important to note that the search for missing Malaysia Airlines flight MH370 in the southern Indian Ocean has been continuous since March 2014. Whether it was aircraft scouring the surface of the ocean for floating debris or a ship conducting bathymetric survey operations, the effort has not stopped.”

While the complexities surrounding the search are immense, involving vast areas of the Indian Ocean with only limited known data and aircraft flight information, the ATSB poited out that it is impossible to determine with certainty where the aircraft may have entered the water.

“All the available data and analysis indicates that the most highly probable search area lies close to a long but narrow arc of the southern Indian Ocean where the aircraft last communicated with a ground station through a satellite,” it said. “This is where the aircraft is assessed to have run out of fuel.”

“It has taken months of intense work by the Search Strategy Working Group to identify the current priority areas. This complex, ground-breaking technical analysis of the limited communications data and aircraft flight information has been developed and refined by experts. That work has concentrated on determining the area on the seventh arc that the aircraft was most likely to have reached, enabling a prioritised search effort.”

Refined analysis has given the search effort greater certainty about when the aircraft turned south into the Indian Ocean and has produced a better understanding of the parameters within which the satellite ground station was operating during the last flight of MH370.

The latest analysis has indicated that the underwater search should be prioritised further south within the wide search area.

Read More:
MH370 search effort heads further south along ‘seventh arc’
Seventh arc remains key to finding MH370



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Air France to evaluate Taxibot taxiing system Wed, 22 Oct 2014 10:40:46 +0000 More ››]]> Air France has signed a deal to evaluate the new Taxibot system developed by Israel Aerospace Industries (IAI) and TLD Group.

The TaxiBot, a semi-robotic, pilot-controlled vehicle, developed by IAI and manufactured by TLD, is designed to transport aircraft from airport gate to the runway and back, without using the main engines.

A significant reduction in fuel consumption is achieved by using it and it can provide a decisive economic advantage to Air France, while also reducing emissions and noise in the airport environment.

This agreement will enable Air France to analyse the potential technical, operational and financial benefits of the Taxibot on its wide body fleet operation, at Paris-Charles de Gaulle airport.

Air France, IAI and TLD will form a joint task force to study this system’s impact on Paris-Charles de Gaulle airport taxiing flow, as well as TaxiBot’s environmental benefits – substantial reduction of CO2 and NOx emission and noise reduction.

This MOU may be extended to testing feasibility with the cooperation of Aeroports de Paris (ADP), on the second quarter of 2015.


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Europe selects future ATM showcase projects Wed, 22 Oct 2014 10:33:36 +0000 More ››]]> European research chiefs have selected 15 large scale demonstration projects aimed at more extensively showcasing the benefits that advanced air traffic management solutions can bring to European aviation.

The SESAR Joint Undertaking (SJU) said that between now and 2016, the projects will unite the skills and innovative capabilities of a wide range ATM stakeholders from across Europe in order to test SESAR solutions in a variety of real operational environments.

Co-funded by the SJU, the projects are divided into two categories:

  1. Projects paving the way for the wider scale deployment of the Pilot Common Project These projects focus on solutions that are paving the way for the implementation of the Pilot Common Project, the first set of Air Traffic Management (ATM) functionalities that have been identified for wide scale coordinated deployment.
  2. Projects focussed on small and medium airports These projects focus on solutions targeting, but not necessarily limited to, small and medium-sized airports and with that business and general aviation, including rotorcraft.  Remote Tower Services and satellite-based navigation procedures are the main solutions addressed by these projects.

“These latest demonstration projects are a fantastic opportunity to showcase innovations emerging from the SESAR Research and Innovation (R&I) programme on a large scale and in real operational conditions. I am delighted to see so many stakeholders from around Europe taking part: with their support, I am confident that these projects will further convince the broader community that the first SESAR solutions are now fit for wider scale deployment,” said Florian Guillermet, Executive Director of the SESAR Joint Undertaking.

Category One Projects

FREE Solutions

The project aims to demonstrate that direct routes and initial Free Routing operations are possible in Europe and can help reduce flight times, congestion and the impact on the environment.  The project will specifically show how direct routes can be applied to city couples, across borders and can involve various ATM stakeholders. Furthermore, the project intends to demonstrate ATM functionalities such as Flexible Airspace Management and Free Route and Network Collaborative Management, by collecting and analysing data in order to facilitate the deployment of these solutions. Against this background, three types of exercises will be executed:

  • City pairs: optimisation will be proposed;
  • Direct Routing (DCT)during weekends and week days including Airspace Management (ASM) and Flexible Use of Airspace (FUA);
  • Free Routing in across a Functional Airspace Block area.

The project will also look how military airspace can be tactically used to better manage flight planning. A performance assessment, including safety, will be conducted thanks to a series of flight trials as part of the project.

Integrated SESAR TRials for Enhanced Arrival Management(iStream)

The project will evaluate the benefits of several flight efficiency procedures, assessing on-board and ground systems capabilities and evaluating how crews, airport operators and controllers can handle these procedures. The evaluation will be performed on commercial flights landing in major European hubs during periods of heavy traffic when short-team capacity and flow measures usually have to be implemented.

Optimised Descent Profiles

The project aims to design and validate cross-border arrival management procedures using Optimised or Continuous Descent Operations (CDO) – where aircraft approach an airport according to a continuous vertical profile and in doing so reduce fuel consumption and noise. The project will conduct fast-time and real-time simulations and eight cross-border exercises, developing continuous descent profiles at the highest level possible for aircraft coming from both free route and conventional route airspaces into major aerodromes in Central Europe.

Providing Effective Ground & Air data Sharing via EPP (PEGASE)

The project will analyse the performance of Extended Projected Profile (EPP) information from multiple live trials involving aircraft equipped with prototypes of the next generation flight management system (FMS) and data link communication systems. Along with additional information, the EPP is a sequence of geographical waypoints that an aircraft will fly over, together with times when the aircraft will pass these waypoints. The EPP is a core element of the SESAR i4D concept in which trajectories are synchronised between air and ground, thus enabling increased predictability of air traffic. Through live flight trials across high density continental airspace, the project will aim to show that the EPP information regarding the trajectory flown is accurate and reliable and that the sharing of this information improves the performance of the systems on the ground, as well as in the air.


The project aims to demonstrate the benefits of the deployment of System Wide Information Management (SWIM)-based services, including MET, aeronautical, corporate network and flight information services. The project will show the direct benefits that these advanced information services can bring to commercial airlines, air navigation service providers, and how these services can improve collaborative decision making between stakeholders. Several hundred operational flights are expected to take place in the demonstrations.

 Category Two Projects

Augmented approaches to land (AAL)

The AAL project aims to develop and demonstrate several augmented approach procedures for small and medium-sized airports, using advanced procedures based on four different technologies: Ground and Satellite-based Augmentation System (GBAS/SBAS Advanced), Synthetic Vision Guidance System (SVGS), Enhanced Flight Vision System (EFVS). The aim of the project is to pave the way for the uptake of these technologies, which are needed to overcome the limitations of the current Instrument Landing System (ILS) – equipment which is costly to install and maintain, and which can only guide straightforward approaches by aircraft. The project will involve six airports across Europe and more than 200 flights, including business jets and commercial airliners.

Budapest 2.0

The project will show that SESAR solutions can improve operational efficiency at small and medium-sized airports. The solutions include Remote Tower Services, MergeStrip (A tool that helps air traffic controllers to better sequence arrivals and departures, particularly for continuous descent and climb operations) and Required Navigation Performance (RNP) (use of onboard systems to define automated flight paths).  Budapest Liszt Ferenc International Airport, where the trials will be performed, is a perfect example of a mid-sized airport infrastructure that combines a wide range of users operating regularly (long and medium haul, regional and business operators).

European – Connected Regional Airport (ECRA)

Airport Collaborative Decision Making (A-CDM) systems are normally implemented in large airport hubs, to allow actors (airport operators, aircraft operators, ANSPs, handlers, Network  Manager) to work together more efficiently.The E-CRA project will demonstrate that A-CDM systems can also be deployed at small to medium-sized airports for a reduced cost using a pre-existing enhanced simulation platform. Using gaming and shadow mode trials, the project will present 6 scenarios where airport traffic flow is disrupted and 6 exercises to choose from depending on the different operational maturity levels or A-CDM steps that are needed.

Electronic Visibility via ADS‐B (EVA)

This project aims at evaluating in live conditions the feasibility and benefits of automatic dependent surveillance – broadcast (ADS–B) equipment for use by general aviation. For the purpose of the project, general aviation (GA) pilots and air traffic controllers will test low-cost ADS–B equipment in order to assess situational awareness and whether the equipment allows for a smoother inclusion of general aviation flights into controlled and uncontrolled airspace. It will assess how to enhance GA pilots’ situational awareness to reduce the number of mid-air collisions involving GA aircraft and to reduce the number of infringements into managed airspace. The project will also assess interoperability, address regulatory issues and cost barriers to bringing this equipment to market, and develop guidance material for European aviation standards.

PBN Rotorcraft Operations under Demonstration (PROuD)

The project aims to demonstrate how the use of satellite-based procedures can enhance helicopter operations, particularly for search and rescue, and medical emergencies in Europe. A total of 80 flight tests are planned in Switzerland and Norway at heliports and small airports. The project will specifically aim to show how PBN procedures can enable precision arrival and departure and can handle operations in adverse weather and challenging environments.

Remote Airport Concept of OperatioN (RACOON)

The project aims to demonstrate the viability and cost effectiveness of providing Remote Tower Services to multiple airports. For the purpose of the project, a remote tower will be set up at Milano Malpensa airport, which will act as a Remote Tower Center providing remote airport services combined with air navigation (RNAV) procedures for the night-time operations to Milano Linate, as well as a virtual airport. The project, which will involve real-time simulations, shadow mode trials and live trials, will also aim at demonstrating the viability and the cost effectiveness of Remote Tower Services and RNAV procedures for different classes of aircraft and their associated cost benefits compared to  ground equipment which requires ongoing maintenance.

Remote Towers, Shannon and Cork from Dublin

The project seeks to enable the provision of Remote Tower Services at Shannon and Cork, primarily in periods of low traffic intensity, from a remote facility in Dublin. In doing so, the project aims to demonstrate the state of readiness of the SESAR Remote Tower solution for industrialisation and subsequent deployment, as well as the cost and operational efficiency of the solution. The Remote Tower Services will be provided simultaneously or in sequence for both airports during periods of low traffic density. Safety management processes and procedures will be applied to ensure that levels of safety will be equal to those which are provided by the local control towers at both airports. A total of 50 exercises are envisaged for the project.

Remote Tower Operations (RTO)

The project will demonstrate Remote Tower Services (AFIS and ATC) at single tower locations in the Netherlands, Sweden and Germany using live and shadow mode operations. Up to 100 flights are envisaged during the project, covering day and night operations. Specific traffic scenarios incorporating Instrument flight Rules (IFR) and Visual Flight Rules (VFR) – two sets of regulations governing all aspects of civil aviation will be defined. Furthermore, the interchange between conventional operations in a local tower and the remote tower facility will be demonstrated. In addition, a demonstration of control at multiple airports is proposed in a simulated environment.

RNP Implementation Synchronisation in Europe (RISE)

Performance Based Navigation (PBN) procedures, notably Required Navigation Performance (RNP) standards, are about freeing airplanes’ reliance on ground-based navigational aids and allowing more flexible and optimum routing using satellite navigation. While these procedures have existed for some time, implementation in Europe has been slow due to a number of operational factors. The RISE project aims to validate several PBN/RNP procedures by conducting over 160 flight trials between ten European small and medium-sized airports.  The project will work closely with all actors, and in particular with airlines and air service navigation providers to ensure uptake of the procedures more widely.

Toplink 2

The project aims to conduct a total of 130 flight trials in order to demonstrate cost-innovative solutions for the provision to general aviation users of network business-to-business information services, including MET services, air traffic control and aeronautical information management (AIM) services. Specifically, the project foresees implementing a low-cost Flight Operation Centre (FOC) solution for general aviation users connected through the internet, as well as a low-cost cockpit solution based on Electronic Flight Bags using communications options such as WiFi, 3G/4G, iridium Satcom and ACARS.

Participating Organisations

Project Coordinator Consortium members
Lot 1
Free Solutions Ente Nazionale Assistenza al Volo (ENAV) S.p.A Air France
Deutsche Flugsicherung (DFS)
Direction des Services de la Navigation Aérienne (DSNA)
Deutsche Lufthansa AG
Malta Air Traffic Services Ltd
Ryanair Ltd
Swiss International Air Lines AG
iStream Direction des Services de la Navigation Aérienne (DSNA) Aéroports de Paris
Deutsche Lufthansa AG
Air France
Swiss International Air Lines AG
Zurich Airport
Optimised Descent Profiles (ODP) Deutsche Flugsicherung (DFS) Air France
Austro Control
Deutsche Lufthansa AG
Direction des Services de la Navigation Aérienne (DSNA)
Swiss International Air Lines AG
Providing Effective Ground & Air data Sharing via EPP (PEGASE) Airbus SAS Airbus Operations SAS
NATS (En Route) Plc
Thales Air Systems SAS
TOPLINK-L1    Thales Air Systems SAS Aéroports de Paris
Airbus SAS
Air Corsica S.A.E.M
Air France
Austro Control
Brussels Airlines
Croatia Control
Deutscher Wetterdienst (DWD)
Direction des Services de la Navigation Aérienne (DSNA)
Finish Meteorological Institute
Météo France
Thales Avionics
Lot 2
Augmented Approaches to Land (AAL) NetJets Transportes Aéreos, SA Airbus SAS
Air Navigation Services of the Czech Republic(ANS CR)
Dassault Aviation
Deutsche Flugsicherung (DFS)
Deutsches Zentrum für Luft- und Raumfahrt (DLR)
Direction des Services de la Navigation Aérienne (DSNA)
European Business Aviation Association (EBAA)
Elbit Systems Ltd
Fraport AG
Honeywell International Inc
Deutsche Lufthansa AG
Swiss International Air Lines Ltd
Zurich Airport
Budapest 2.0 Pildo Consulting SL HungaroControl
Wizz Air
Jet-Stream LLC
Slot Consulting Kft
Universitat Politѐcnica de Catalunya
European – Connected Regional Airport (E-CRA) Airbus Defence & Space SAS Eurocontrol
Direction des Services de la Navigation Aérienne (DSNA)
Direction des Services de la Navigation Aérienne (DSNA)
Electronic Visibility via ADS‐B (EVA) NATS  (En Route) Plc Trig Avionics Limited
F.u.n.k.e Avionics GmbH
British Light Aviation Centre
PBN Rotorcraft Operations under Demonstration (PROuD) IDS Ingegneria Dei Sistemi S.p.A. Deep Blue S.r.l.
Norsk Luftambulanse AS
Swiss Air-Rescue (Rega)
Remote Towers Irish Aviation Authority (IAA) Dublin Airport Authority Plc
Comhfhorbairt Gaillimh
RNP Implementation Synchronised in Europe (RISE) Airbus Prosky Department of Civil Aviation of Cyprus (DCAC)
Nova Airlines AB
Transportes Aéreos Portugueses (TAP Portugal)
Direction des Services de la Navigation Aérienne (DSNA)
Navegação Aérea de Portugal
Hellenic Civil Aviation Authority
Air France
Remote Tower Operations (RTO) Luchtverkeersleiding NL Deutsche Flugsicherung (DFS)
KLM Luchtvaartschool B.V (KLS)
Lufthansa Flight Training Gmgh
Luftfartsverket (LFV)
Stichting Nationaal Lucht
Remote Airport Concept Of
OperatioN (RACOON)
Ente Nazionale per l’Assistenza al Volo (ENAV SpA)  Air France
Deep Blue S.r.l.
IDS Ingegneria Dei Sistemi S.p.A.
NAV Canada ATM Inc
Societa P.a Esercizi Aeroportuali (SEA)
Searidge Technologies Inc
Consorzio SICTA
Technosky S.r.L
TOPLINK-L2 Thales Air Systems SAS Airbus SAS
Direction des Services de la Navigation Aérienne (DSNA)
Deutscher Wetterdienst
École nationale de l’aviation civile (ENAC)
Finish Meteorological Institute
Meteo France
Thales Avionics SAS
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CDG readies for new RECAT standards Wed, 22 Oct 2014 10:21:48 +0000 More ››]]>

A new European specification relating to wake turbulence categorisation and separation minima, called RECAT-EU, is now ready for deployment and will launch at Paris Charles de Gaulle airport.

Read the Wake Vortex dossier

The redefined standard aircraft wake turbulence separation minima for final approach and departure is designed to contribute to increased runway throughput and efficiency, whilst maintaining an acceptable level of safety.

RECAT-EU is an alternative to the ICAO PANS-ATM wake turbulence categories and minima, aimed particularly at airports operating at or close to their maximum capacity, especially those with significant “heavy” category traffic.

However, RECAT-EU can bring benefits to any airport, with customisation through partial deployment also possible. A key aspect is that benefits are generated during periods of highest demand.

During recent years, knowledge of wake vortex behaviour in the operational environment has increased thanks to the availability of extensive measured data and an improved understanding of physical processes.

In particular a wake measurement campaign conducted at London Heathrow between October 2008 and December 2010, using LiDAR technology, collected a large dataset, which has been further substantiated by means of a flight test campaign. Additional operational data from Paris CDG has also been used.

Using this data helped to define precise safety metrics and a pair-wise risk distribution; increase the number of categories, viz. by using wingspan, in addition to gross weight, as parameters; and consequently optimise separation minima.

Eurocontrol which has developed the new standard has been involved in wake vortex studies since 2002 and developed the largest global wake database ever collected from Frankfurt, Paris and London.  With better knowledge of wake behaviour based on real wake data, new metrics have been developed to take account of wake strength and airframes’ ability to encounter or resist wake. The proposals to implement these metrics, and associated standards, are termed RECAT (Re-categorisation of Wake Turbulence Separation Minima).

Eurocontrol launched the pan-European initiative in close consultation with all of its stakeholders, viz. ANSPs, aviation authorities, aircraft manufacturers and research organisations. It is supported by a detailed safety case that contains essential information on aircraft categorisation and separation minima. EASA has reviewed the safety assessment and has confirmed that it provides the necessary assurance for Member States to update their current schemes.

RECAT-EU brings potential runway capacity benefits of up to 5 per cent during peak periods, depending on individual airport configuration.

Paris Charles de Gaulle will be the first airport to deploy RECAT-EU and it is anticipated that other European airports will now consider deployment.

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Safegate acquires Liberty Airport Systems Mon, 20 Oct 2014 16:06:21 +0000 More ››]]> Safegate Group has completed the acquisition of Liberty Airport Systems, the North American expert in integrated airfield lighting power and control solutions.

Safegate Group CEO Per-Olof Hammarlund said: “This acquisition is a milestone that strengthens our presence in North America and is a big step in our drive for increased safety and efficiency at airports worldwide. Liberty’s proven power and control technologies complement our solutions and allow us to deliver even better value to our customers.”

Liberty Airport Systems will join forces with Safegate Group’s US subsidiary Safegate Airport Systems, to offer the first truly turnkey intelligent airfield lighting solutions designed specifically for the North American market.

Tom Duffy, president of Safegate Airport Systems, said: “Liberty Airport Systems has been a highly valued partner for several years.” Both companies have a large presence in North America with products installed at more than 250 airports in Canada, Mexico and the U.S. and hundreds more around the world. The companies have also worked together successfully on high-profile projects including those at airports in Houston, Toronto and Vancouver.

“As part of our family, Liberty’s experience, excellent reputation and established manufacturing capabilities will strengthen our airfield lighting growth strategy in North America,” adds Duffy.

As the newest member of the Safegate Group, Liberty Airport Systems will continue to operate as a stand-alone business with the same solid management and highly qualified team they have built. “We are having our tenth anniversary this month,” said Allan Fletcher, President of Liberty Airport Systems. “And, I can’t think of a better way to celebrate it than with this announcement to our employees and our customers of even greater opportunity for the next ten years.”

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Nav Canada completes transatlantic flight trials Mon, 20 Oct 2014 12:53:33 +0000 More ››]]> An efficiency initiative led by NAV CANADA has successfully demonstrated the viability and safety of aircraft varying speeds (Mach) and altitudes while transiting the unsurveilled airspace over the North Atlantic (NAT).

The project, titled ENGAGE II, was conducted in partnership with Air France and in conjunction with NATS, the United Kingdom’s principal air navigation service provider.

ENGAGE II was undertaken and supported by the SESAR Joint Undertaking (SJU) as part of its Atlantic Interoperability Initiative to Reduce Emissions (AIRE) programme. The project was designed to promote the sustainable implementation and expand the scope of the concepts trialed during the first phase (ENGAGE I) completed in 2011. In addition to project partner Air France, four other international carriers – KLM, British Airways, United and Delta – participated in phase two.

“The 210 flight trials in ENGAGE II were all carried out in a safe and efficient manner,” said Larry Lachance, NAV CANADA vice president, operations. “While validating the overall safety of varying oceanic flight profiles, we were able to replicate the fuel savings and greenhouse gas (GHG) emissions reductions achieved in ENGAGE I. Moreover we were able to demonstrate the viability of a wider implementation of these procedures and offering increased flexibility in the NAT airspace.

“The fuel and emissions savings per flight averaged between one and two per cent, which translates to a reduction of 200 to 400 litres of fuel and 525 to 1,050 kilogrammes of GHG emissions. With close to 400,000 flights each year, the potential economic and environmental benefits are substantial,” added Lachance.

ENGAGE II is paving the way for significant changes to operations in the NAT. At the June 2014 meeting in Paris of the North Atlantic Systems Planning Group – a body established by the International Civil Aviation Organization (ICAO) – the group endorsed a Proposal for Amendment to the NAT Regional Supplementary Procedures that would allow some aircraft to fly at variable speeds. The proposal to remove the requirement for “fixed Mach” was made by Iceland, which provides air traffic services for a portion of the NAT from Reykjavík. The proposed amendment will now proceed to ICAO for formal processing and documentation.

“The ENGAGE projects were excellent examples of collaboration between air navigation service providers and airlines to reduce the aviation industry’s environmental footprint,” said Lachance. “We look forward to further advances in technology that will have still greater impacts on flight efficiencies in the NAT and across the globe.”

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