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Asia / Pacific

The Asia / Pacifc and North Asia Regional Co-ordination Group (RCG) identified a number of short-term fuel savings areas in which IATA can help members with operational and political support:

• Additional route shortening and route adaptation in India (and adjacent FIRs including Pakistan);
• Flexible entry / exit points for China (Polar and European operations);
• Co-ordination with authorities at Narita to enhance runway operations and reduce holding;
• New route implementation in the North Pacific area;
• Re-engagement with the Democratic Peoples Republic of Korea to identify where airspace efficiencies can be implemented (including the planned RVSM implementation);
• Implementation of uni directional routings to increase route capacity and level availability of crossing routes (target area Colombo / Chennai FIR). 

North Asia

W112 and CHA2 Opened

China ATMB issued NOTAM that route W112 was opened for use from 15 January. There will be 190nm saving than using route B215. Simultaneously, route CHA2 (planned by IATA) also opened and includes 75nm in savings.

Chinese Delegation Visits Four Countries

IATA together with a Chinese delegation, including participants from China State Air Traffic Control Commission (SATCC) and People’s Liberation Army Air Force (PLAAF), visited Brazil, Chile, Belgium and Geneva Air Traffic Management Bureaus (ATMBs) in December to discuss the flexible entry/exit point openings and the route optimisation. The following are some outcomes from the visits:

• With the fulfilment of the national defence requirements in peace time, the military Air Traffic Control (ATC) should proactively focus on the civil aviation development, as well as the international transportation requirements, raised by IATA.
• Continue to push the reforms of the ATC administrative structure to introduce more effective and flexible mechanism in civil and military coordinations and to push the airspace improvements, including the intensive study on traffic management.
• Safety is the first priority but efficiency should also be stressed. The impressions when visiting those countries and organisations were the efforts made to pursue the air traffic management efficiency for the airspace users, no matter if it is military or civil taking the major role of the air traffic management.

Africa

Shortening the Connection Between Africa and South America

Random routes in oceanic airspace are vital to airlines but they need efficient access to/from that airspace. Otherwise, oceanic efficiencies are lost.

So far, there are no published ATS routes to/from the South Atlantic in east-/westbound direction between Lagos/Nigeria and Luanda/Angola over a distance of 2000 kilometres (1110 NM).

IATA identified an urgent need for the South Atlantic region including the South American and African continental interfaces to be developed in similar fashion to other oceanic airspaces. Indeed, five route proposals have been developed.

Taking into consideration the African Reduced Vertical Separation Minimum (RVSM) programme, the implementation of which was due on 25 September 2009, IATA opted for a step-by-step plan and accordingly IATA has lead a pilot project aimed at implementing a direct route connecting the African continent to the South Atlantic random routing area (AORRA).

The necessary coordination was carried out with member airlines, ICAO and concerned air navigation service providers, and was finalized at the Special AFI Regional Air Navigation Meeting (Durban, South Africa, 24-29 November 2008).

As a result, two air navigation service providers – ASECNA and ENASA (Sao Tome) agreed to implement the pilot route within Brazzaville Flight Information Region (FIR) by 12 February 2009, and related aeronautical information via AIP Supplement Nr. 15/08/FC of 18 December 2008.

It is expected that the implementation of this route portion will generate potential fuel savings of 319,158 KG and CO2 emission reduction of 1,017,158 KG, based on a daily flight eastbound and westbound.

Middle East and Africa

Technical Mission to Sudan

A technical mission was recently undertaken to Sudan in light of numerous air safety reports filed by IATA member airlines. Main areas for discussion and review together with the authorities were losses of air/ground communications and ATC separation. It was noted that Sudan is in the final stages of completing an entirely new area control centre, which is expected to be commissioned during the second quarter of 2009. Major enhancements to the air navigation system will be implementation of very small aperture terminals (VSAT) for communications both with ATC units in neighbouring countries as well as with aircraft from remote air/ground receivers and transmitters, and automatic dependent surveillance - broadcast (ADS-B) to ensure that ATC separation standards are properly implemented.

Europe

Flight Efficiency Plan

The Flight Efficiency Plan was endorsed by the highest levels in IATA, CANSO and Eurocontrol last September bringing together projects and programmes already in existence but giving them high priority and a higher profile. It encompasses both airspace and airports with five action points. IATA SOI BRU participates and contributes to key policy and expert level meetings with Eurocontrol, ANSPs and airports to ensure forward movement in all action areas. For the airspace design action we already can see that the target of savings in distance flown of 4mill NM per year equivalent to 80.000tons of CO2 will be met with many more route initiatives planned through the end of 2010.

SES Progress

Following the successful adoption of the SES II text by both the Transport Council and the European Parliament in December 08, efforts continue to resolve some differences between the three institutions involved in the finalisation of the legislative process. A final vote in the European Parliament is now scheduled for March 09 and IATA, supported by the Association of European Airlines, continues to press for:

• Simplified Performance Scheme where the European Commission has powers to set challenging targets based on the advise of the Performance Review Body. This is the most important element of the SES II Package and is essential to tackle the fragmentation and ATM efficiency issues in Europe.
• The financing of common projects where public money is made available to support major infrastructure projects such as SESAR.
• Progress is also being made on the extension of European Aviation Safety Agency's powers to include ATM and airports recognising that the diversity of Europe's aerodromes is proving to be more complicated.

IATA's policy is to ensure that the legislative aspects of the SES II Package are concluded in March/April before the current term of the European Parliament ends in May. There are encouraging signs that the "the Trialogue" is making progress and will conclude its work on schedule and that the Gibraltar issue which prevented the States from adopting, legally, a common position will also be resolved by high level diplomatic efforts behind the scenes.

SESAR

Development phase
The final call for a tender to prospective members in the SESAR Joint Undertaking, responsible for the development phase of the next generation of ATM Systems was issued. Following tender evaluation, all contracts are expected to be in place by the end of April, ready for the commencement of work in June 09.

Need for Public Funding for SESAR Implementation
An Economics Task Force was established by the European Commission (EC) and the States to produce advise on the funding and financing of the future ATM System and the SESAR project in particular and concluded its initial recommendations following a robust response by users to the need for public funding for SESAR. The user position is that without public funding and governance framework to support implementation of SESAR then the project cannot be implemented. The European Commission will review the final report of the Task Force (TF) and a further discussion is scheduled in the Single Sky Committee. IATA, along with other user associations, will follow up on the recommendations including the option to secure public funding for SESAR from the EU's Trans European Network (TEN) network.

Operational improvements 2009/13
IATA continues to engage with other ATM stakeholders including Eurocontrol, the EC and the SESAR Joint Undertaking in the refinement process for the core elements of the first implementation period - (IP1) - 2009/13.  A process model has been agreed to filter the 96 operational improvements steps into a more manageable "systems" approach preferred by the EC, the SJU and Eurocontrol. The deadline for completing this work is the end of March 09.

Adoption of the ATM Master Plan by Europe's Transport Ministers
Following the acceptance of the SESAR Master Plan by both Eurocontrol and the EC in May 08 and the conclusion of the definition phase by the SESAR Consortium, the EC is preparing a resolution for the Transport Council to adopt on 30/31 March the ATM Master Plan. It is expected that Europe's Transport Ministers will take a regular interest in the progressive implementation of the ATM Master Plan including its update - to be managed by the SESAR JU - and the resolution of issues, which arise in the SES. Interoperability between Europe SESAR and the USA's NEXTGEN project is expected to become a high priority together with the enhancement of ICAO's role on all global standardisation activities.

Air Traffic Flow Management Mandate
A potential major operational issue has arisen with proposed changes to the draft implementation rule on Air Traffic Flow Management following the original report produced by Eurocontrol in October 2007. The latest change - introduced in December 08 without proper consultation or impact assessment - arises from proposals to reject flight plans if there is no consistency between the airport slot and the ATFM slot. IATA could accept the latest proposal if the interpretation of the new rule applied to the "No Slot" condition or repeated and intentional abuse at a time significantly different from the allocated airport slot. However a meeting with the EC confirmed its intention to apply the rule in the "Off Slot" condition where airlines, for good reasons outside of their operational control, operate outside current tolerances and consequently would need to alter their operational flight planning procedures to avoid any suspension/rejection of the flight plan by the Central Flow Management Unit (CFMU). Early indications are that the current proposal is not only unworkable but would pose a substantial overhead on airlines. IATA is finalising its position with airlines and, in coordination with Association of European Airlines (AEA), plans to make further representation to the EC and members of the Single Sky Committee when its reviews progress at its next meeting.

ATM Avionics Requirements Workshop

On 27-28 January, the IATA/AEA Joint User Requirement Group (JURG) Workshop on CNS Avionics Requirements took place in Brussels, organized by IATA and AEA and sponsored by Eurocontrol. 110 persons registered of which more than 80 representatives of our member airlines and participants from the aviation industry and regulatory bodies. Highlights:

Rule on Data Link Services
Aircraft need to be retrofitted with VDL Mode 2/ATN avionics by 2015, and an incentive scheme is being worked on to encourage early equipment.
Operational benefits: 11 % improvement in en route capacity. 

Navigation
The European Performance Based Navigation Implementation Plan will be delivered at the end of 2009 and will oblige States to implement RNAV and RNP routes and approach procedures in line with the modern capabilities on board of the aircraft. However, to gain economical and environmental benefits after 2015 a draft Implementing Rule will be prepared for Required Navigation Performance.

Surveillance
An interoperability mandate for Surveillance that requires aircraft to retrofit by 2015 with Mode S Elementary and Enhanced Surveillance and ADS-B “Out” using the ES 1090 MHz link is under development. Actually 60 % of all aircraft flying presently in the European airspace are ADS-B capable. During the workshop IATA expressed concerns stating that the proposed Mandate is rather unbalanced and allows air navigation service providers to continue with costly radar surveillance services without a clear transition to ADS-B surveillance; the Means of Compliance for ADS-B in the draft is open ended and needs a clear performance requirement thereby allowing a smooth introduction of ADS-B “In” applications, supported as required with the necessary regulatory provisions. 

Air Traffic Management
During 2009 and onwards routes will continuously be improved thereby increasing efficiency of flight operations and reducing fuel burn at a benefit of 390 million euros annually. Clear examples from daily experience revealed that that there is an urgent need for change into time based ATM. Sharing and using information that is available in the aircraft is the key solution (System Wide Information System) to ensure that timely decisions can be taken for the benefit of the whole gate-to-gate process.

Latin America and the Caribbean

Dominican Advance Passenger Information

IATA recently sent a request to the Dominican authorities opposing the implementation of non-standard API. The Dominican intelligence agency (DNI) agreed and asked IATA for implementation assistance.
A new route was implemented connecting TANIA intersection to RAJAY and M328 and now provides connectivity between Cuba, Central America and the Western Caribbean and Europe.

Effective Updates in Costa Rica

The Costa Rica Direccion General de Aeronautica Civil (DGAC) updated its obstacle data information (Table A) at the San Jose Airport (SJO) following IATA intervention. As a result, several airlines informed that the maximum takeoff weight improved by an additional 2490 kgs.

Technical Missions at Brazil's Airports

Technical Missions were conducted in Brazil’s Afonso Pena (CWB), Eduardo Gomes (MAO), Boa Vista (BVB), Pinto Martins (FOR), Guararapes (REC), Petrolina (PNZ), Luis E. Magalhaes (SSA) and Augusto Severo (NAT) airports.  An IATA team conducted the mission with representatives from three airlines (Delta, TAM and Cargolux) and Boeing. The team performed airport operational surveys to evaluate the current ATM and airport infrastructure.  All of the airports surveyed met the minimum requirements as a destination or alternate airport for the type of aircrafts that operate.  Some future B747-8 and B777F operators have expressed an interest in operating the aircraft in Brazil but do to some infrastructure limitations the airport authorities will have to make some improvements or implement procedures that will allow the aircraft to operate into those airports. 

North Atlantic and North America

Hudson Bay Update

The use of ADS-B in Hudson Bay began on a tactical basis. Full implementation is still set for June 2009. At this time only 2% of traffic is equipped or eligible.

GNSS in the North Atlantic

The application of 5-minute climb/descent between Global Navigation Satellite System (GNSS) equipped aircraft in the North Atlantic region began on 15 January. The 5-minute minimum allows Gander, Reykjavik, Santa Maria ATC to reduce the usual longitudinal spacing between aircraft and allow aircraft to climb or descend through the altitude of another.  Reduced altitude restrictions, will allow operators to take advantage of more efficient altitudes, reducing fuel burn and carbon emissions.

Restricted Airspace Release

The US Military released restricted airspace throughout the US for 10 days over the Christmas and New Years Holidays. It was expanded this year to also include areas of the Midwest, the Southwest and the West Coast, including the skies around Los Angeles International (LAX) and Phoenix Sky Habor International (PHX). Primary among these are Vacapes, Giant Killer and California.

New Permanent Flight Rules

The FAA has made Special Flight Rules around Washington, D.C. permanent. The permanent Special Flight Rules Area (SFRA) is smaller than the Air Defense Identification Zone that initially went into effect in February 2003, at the time comprised of airspace that extended 23 miles out from each of the three major Washington metropolitan area airports — DCA, IAD and BWI. The FAA reduced the dimensions of the ADIZ in August 2007, freeing up approximately 1,800 square miles of airspace that included 33 airports and helipads. This significantly reduced the economic impact to the general aviation community.