The “H” Word (continued...)

Strictly speaking, harmonisation is the cooperation between governments to make laws more uniform and coherent. Civil aviation asked for harmonisation in 1944 because air transport is, by definition, international. The industry does not need as many different regulations as there are countries worldwide. However, by listening to the excellent speakers at the Fly Smart track in Madrid on 26-27 February, it became apparent that aviation security calls for a different treatment – or at least an adapted one.

The panels discussed whether having a risk-based approach to security was contradictory to global harmonisation. Since risks are different from airport to airport and from country to country, ICAO should provide a common baseline of objectives – but leave the implementation to the local level, which must be risk-based, dynamic and operationally feasible. For example, it should not matter at the global level how crew members are trained, as long as crew members come out of the training with an adequate knowledge of security.

What we need instead of harmonisation are, simply, good national rules that are compatible and recognised internationally. States must adopt a Security Management System type approach to their own decision-making; they must trust each other in order to allow for one-stop security. But crucially, communication must step up: communication between States, communication between industry bodies, consistent communication to passengers who need to know what to expect. So, are you ready for the “C” Word?

US-VISIT’s Air Exit Programme (continued...)

It is safe to say that the air transport industry is unanimous in its opposition to this proposal, for a number of justifiable reasons including cost, impact on airline operations and concerns over the legitimate role of airlines in helping to protect national security for any state.

Highlights of the programme are as follows:

• The purpose of the exit system is to allow the US Government to better identify aliens who have violated the terms of their stay in the United States.
• DHS proposes to have the programme in operation by 30 June 2009.
• Regardless of where the alien checks in for his or her international flight, the carrier would be required to collect, and the alien would be required to provide, fingerprints prior to boarding an international flight.
• DHS is proposing that commercial air carriers submit fingerprint data to DHS no later than 24 hours after the flight is secured. DHS expects that subsequent NPRMs may require airlines to submit fingerprints to DHS before departure of the flight. This would allow DHS to compare the biometric information against government databases and terrorist watch lists prior to the departure of the aircraft or vessel.
• The air carrier transporting the alien on the international flight retains ultimate responsibility for assuring that the biometrics are collected and transmitted in accordance with the proposed rule.
• DHS is not designating any specific place within the airport(s) where the biometrics of alien passengers must be collected. Beyond these general limitations, DHS only requires that air carriers collect alien biometrics prior to the alien boarding the flight departing the United States.
• DHS anticipates that carriers will upgrade their existing systems to allow transmission of the biometric data to DHS through already existing connections the carrier uses to transmit other passenger screening information required under DHS regulations or procedures.
• A carrier may face enforcement action for failing to create and transmit a biometric departure record for an alien. A carrier may also be penalised if their overall collection and transmission performance is inadequate.
• The Secretary may terminate a carrier's authorisation to transport aliens under the VWP.
• Carriers will remain liable for civil penalties for improper carriage of aliens, as well as potential limitations on their clearance to depart the United States or engage in international commerce under existing law.

The Indian API Saga Continues (continued...)

As of 19 March, the Indian government’s position continues to be that carriers will have to provide passenger data – largely limited to that found in passport readable zones – to the authorities using XML instead of UN/EDIFACT messaging.

IATA’s Security and Facilitation team, supported by IATA’s Regional Vice President Mike Barclay and the Country Manager for India, has been actively involved in seeking resolution to the most current government demand, under which carriers would be required to contract an intermediary service provider to translate the API data from UN/EDIFACT to ascii script. IATA has advised the authorities that significant concerns exist about the industry’s ability to comply within the timeframes provided. IATA has also asked to delay the programme’s implementation until we receive technical information and there is agreement on an equitable approach to avoiding unnecessary costs to industry. 

A meeting between senior IATA officials and Indian authorities took place on 2 April, during which many of the industry’s concerns were once again raised. As satisfactory solutions were not reached on a number of remaining issues, IATA is continuing its efforts through ongoing high-level discussions with the Indian Ministries involved.

World Cargo Symposium Cargo Security Track (continued...)

The Cargo Security Track keynote speakers – who spoke about "air cargo security from the customers' perspective" and "customers' security responsibilities - a regulatory perspective" were Mr. David McGowan, VP Worldwide Security Services, Tiffany and Mr. Robert C. Bonner, (formerly Commissioner US Customs and Border Protection) Senior Principle, and Sentinel HS Group, respectively. Throughout the Symposium, customers were invited to talk about how cargo security should develop. Departing commitments were to grow customer engagement in the development of supply chain integrity through the Secure Freight programme.

API: Success, For a Change! (continued...)

Whether involving data elements not envisaged in our standard messaging formats, or even entirely inconsistent transmission methods – the industry has been waging a continuous battle in its efforts to achieve some level of consistency with respect to passenger data exchange regimes.  Finally, our efforts have started to result in small victories.

In the past month, IATA, supported by interested governments and individual airlines, has been effective in driving change in the API plans of at least three countries. In each case, the changes in government plans will result in significant cost avoidance for IATA Member Airlines. Whether it is the withdrawal of Cuba’s plan to require carriers to use non-standard country codes to identify returning Cuban citizens or resident aliens, the plan in El Salvador to require that carriers transmit UN/EDIFACT API messages via e-mail attachment, or Brazil’s recent agreement to not require API messages to be sent in XML format – each change represents a quantifiable shift from a non-standard approach to an application that is aligned with our desire to achieve global harmonisation in API reporting.

These results show that a consistent message delivered in a constructive way can and does work. Thanks to all those who have taken part, shared information and lobbied for support...

EU/TSA Transport Security Coordination Group, 10 March 2008 (continued...)

The meeting was chaired by Marjeta Jager, Director of Security, European Commission. The US delegation was led by Assistant Secretary Kip Hawley. The meeting revealed that the EU and TSA are still engaged in discussions to identify `equivalence` of security measures and standards, leading towards mutual recognition. The relative positions of the EU and TSA on LAGs and the “transfer passenger problem” were discussed. However, it was clear that there were irreconcilable differences in approach. On a globally harmonised prohibited items list, both sides agreed with the industry’s proposal to consider an initiative for a joint approach to ICAO. Other points raised included the requirement by the US Congress for 100% screening of cargo carried on passenger aircraft.

This was also reflected during the WATS in Orlando where IATA, together with FSF, presented ITQI to over 700 delegates.

Together with four major aircraft manufacturers, IATA reviewed their different projections on deliveries for all commercial aircraft categories and consolidated the figures accordingly:

• Total number of aircraft deliveries by 2018: 17,650
• Single aisle: 9,350
• Twin aisle: 3,200
• Large aircraft and freighters: 950
• Regional jets and turboprops: 4,150

IATA has conducted a detailed study in close cooperation with the key industry stakeholders. The demand for new pilots to fly the additional aircraft and to replace retired flight crews can be summarised as follows:

• Total number of new pilots required globally until 2018: 207,000
• Current global training capacity until 2018: 167,400
• Expected shortage based on current capacity: 39,600
• Annual shortage: 3,600

A similar study is being conducted for aircraft technicians, and initial projections already underline the risk of an even more significant shortage. Taking into account the expected lower maintenance demand for the new generation of aircraft, the projection results in global demand is for more than 250,000 aircraft mechanics/engineers by 2018 (not considering fluctuations and retirements).

The initial plans to address the following tasks by July 2008 are:

• Complete the detailed safety impact analysis;
• Complete informational materials and communication strategy;
• Implement a government awareness programme and launch the industry survey;
• Complete analysis of current global and national regulations and identification of gaps to allow a prioritisation in the development of guidance material

In addition, the following tasks will be completed by the end of 2008:

• Prepare reports on safety impact analysis and market assessment;
• Draft an industry standard for flight training devices;
• Prepare guidance materials for instructor qualification;
• Develop a working paper for risk based training and checking;
• Develop a concept for competency-based training and qualification of engineers.

Europe to prepare continuous descent approaches (CDA) implementation in regional airports

IATA and Eurocontrol have developed a project outline for CDA / P-RNAV Implementation at 100+ regional airports in Europe, aimed at the urgently needed improvement of airport TMAs, with the support of other organisations like CANSO, ACI, ERAA and AEA. The targeted benefits, in terms of fuel savings, are anticipated at 50 – 150 M€ pa. These are mainly airports with one runway and have an average of 10 arrivals per hour. A first selection of 15 airports has been made, and preparations have started to visit these airports to seek endorsement for real implementation, based on globally developed ICAO CDA guidelines.  Home based airlines, local ANSP and airport operators will be invited to attend these kick-off meetings organised by IATA and Eurocontrol. Read more...

SESAR Finalisation

The SESAR consortium has now completed the design phase of the future European ATM system which will be formally delivered to the EC/Eurocontrol at a broad meeting of stakeholders in Rome on 6 May. The completion of the design phase leads into the development phase and the work of the joint undertaking (JU).  IATA will continue to monitor and ensure that European and North American ATM developments are harmonised and seek global standardisation in ATM developments. http://www.sesar-consortium.aero/

EC Single European Sky (SES) Close of Finalised Package II

The European Commission is currently drafting its proposals to strengthen the SES with a second package of legislatives measures. A performance based approach to future ATM regulation is the major orientation including the economic regulation of ANSPs and the principle of network management. IATA has been informally involved with experts from the EC whose official proposal is expected by the end of April to be approved by the Transport Council in June 2008.

EASA Extension of Scope

On 31 January 2008 EASA’s remit was formally extended to include air operations (OPS) and flight crew licensing (FCL) by a joint decision of EU legislators. This means that EASA will now be responsible for European regulatory matters dealing with ICAO Annex 1 and 6, thus ensuring a uniform set of legislation throughout the European Union. This decision took effect 8 April 2008.
Read more...