22 janvier 2012
Quand le PE s’intéresse aux capacités techniques des ANSP ...
Nous ne sommes visiblement plus les seuls à nous étonner du manque de fonctionnalités de nos systèmes techniques de contrôle aérien.
Dans les questions qui sont reproduites ci-dessous un député européen semble lui aussi être dubitatif de l'écart entre les informations disponibles et rendues obligatoires pour l'équipement des usagers (Mode S; ADS-B) et l'utilisation qu'en font les ANSP.
Une façon comme une autre de relayer nos propres interrogations : "Comment se fait-il que l'on doit ouvrir flightradar24.com pour trouver des infos que nous n'avons pas sur nos radar ?"
Un récepteur ADS-B ... 500€ !
| Subject: Single European Sky Implementing Rules on Aircraft Identification and Surveillance Performance | |||||||||||
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Two regulations laying down new Single European Sky Implementing Rules (IR) related to SESAR have been published in the EU Official Journal:
Therefore following questions to the Commission:
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La réponse de la CE en application de la règle 117, doit intervenir dans les 6 semaines ... à suivre donc.
09 janvier 2012
Taux redevances 2012 et UDS
Cher blogreaders, vous avez pu constater que les posts se faisaient rares ces derniers temps. Je le regrette autant que vous mais ce n'est pas un soudain désintérêt pour la chose controllistique qui en est à l'origine. Disons au contraire que je suis un peu occupé par ailleurs ! :-)
Cela ne m'empêchera pas de vous souhaitez à tous une très bonne année 2012, quelle soit riche en satisfactions aéronautiques de tous ordres !
Et en bonus, une petite mise à jour de l'évolution des redevances et UDS :
- Le tx de nos amis suisses s'envole mais le tx de conversion CHF/€ n'y est probablement pas pour rien.
- La crise semble ignorer la Turquie ... qui pourrait être le 3ième prestataire en Europe dès l'année prochaine
29 novembre 2011
Progress Report on SES Implementation
La commission européenne nous informe sur la mise en oeuvre du SES, FAB et des plans de performances ...
Section 1: Report on implementation of the Single European Sky legislation — "Time to deliver"
The European Commission has today warned that Member States and stakeholders will need to do more to ensure the Single European Sky (SES) becomes a reality. The report on the implementation of the Single European Sky concludes that more is still required to achieve full and timely implementation of the first package of legislation adopted in 2004. The main concerns relate to insufficient steps towards cross-border air navigation service provision, the lack of interoperability of air navigation systems and the lack of resources for national supervisory authorities as well as their low level of activity in monitoring the air navigation service providers.
Issues
Today's report provides a detailed "snap shot" of the implementation of the Single European Sky, which involves reforming the European Union's air traffic management (ATM) system.
The Commission identified in particular three areas of concern:
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The lack of resources for National Supervisory Authorities leading to a low leve of monitoring activities of air navigation service providers should be addressed swiftly.
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There remains a considerable lack of interoperability of air navigation systems leading to higher costs, barriers to the mobility of air traffic controllers and missed opportunities due to fragmented equipment markets.
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The establishment of Functional Airspace Blocks (FABs), a concept of consolidation of service provision regardless of national borders. FABs still meet difficulties to be fully set up and functioning by December 2012. These blocks are essential for generating real benefits to airspace users and passengers by delivering cost savings and capacity enhancements.
Next steps
Member States are urged to confirm their commitments and to take action to make the Single European Sky implementation process a success. Failing to take measures at national level to achieve the Single European Sky would oblige the Commission to reopen the legislative packages in view of more radical solutions.
Background
The Single European Sky was launched with the adoption of a first package of legislation in 2004 (SES I) and followed up with a second package (SES II) in 2009. Although the Member States and stakeholders have already done a significant amount of work in the wake of the first package, there still remain many other measures that will need to be implemented.
As regards the second package, its successful delivery now relies on the timely implementation of its different components. Priority should be given to actions that will make the biggest contribution to performance, in particular:
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the performance scheme (starting early in 2012)
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the FABs (to be operational by end 2012)
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the ATM network functions operated by the Network Manager (already in place)
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the deployment of the SESAR programme (to start in 2014).
Map 1 – Functional airspace block progress
European Commission "traffic light assessment" of progress on functional airspace blocks (FABs).
Target: All 9 FABs to be fully operational by end-2012.
Result: All FABs in orange or red zones, except one (Denmark/Sweden)
Text of the recent recommendation of the Commission:
http://ec.europa.eu/transport/air/single_european_sky/doc/c2011-8329-recommendation.pdf
Text of the implementation report:
http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=COM:2011:0731:FIN:EN:PDF
Section 2: Report on the revision of targets contained in performance plans, with "traffic light" assessment of Member State performance plans.
The European Commission is calling on Member States to step up their efforts for the Single European Sky to avoid missing out on projected savings of nearly €1.2 billion by 2014. These savings are expected to benefit both airlines and travellers. Today the Commission issued recommendations to Member States to revise and further improve their performance plans so that EU-wide targets for the Single European Sky can still be achieved for the period 2012 to 2014. The Performance Review Body, which assessed national or functional airspace block (FAB) performance plans and targets, concluded that several national plans still fall short.
Issues
According to the assessment, the national performance plans would miss the EU-wide target for cost efficiency by 2.4% in 2014. To meet the target, additional measures are needed to achieve a €250 million saving over the entire three year reference period (2012–14).
Existing plans by Member States would also fail to meet the EU-wide target of 0.5 minute delay per flight in 2014. If this target was achieved, some €920 million would be saved over 2012–14 due to fewer and shorter delays.
Next steps
It is now up to Member States to revise their performance targets in line with the Commission's recommendations. In case of failure, the Commission may decide at a later stage that Member States have to take corrective measures.
Background information
The aim of the Single European Sky project is to put an end to the current fragmentation of Europe's sky in order to increase capacity and achieve cost-efficiency gains. In addition it will help to increase safety and reduce aviation's impact on the environment by making flights shorter and enabling airlines to cut back on fuel.
To this end, functional airspace blocks will be created in Europe. Member States are required to adopt performance plans to show how they will meet the EU-wide performance targets adopted by the Commission.
The independent Performance Review Body was set up by the Commission in July 2010 to assess these performance plans. Its assessment of national or Functional Aisrpace Block performance plans with performance targets for the period 2012–14 was delivered to the Commission on 20 September 2011.
The Commission is entitled to issue recommendations to Member States to adopt revised performance targets within four months after submission of the performance plans.
Frequently asked questions on Single European Sky performance targets
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What is the importance of the performance scheme for the Single European Sky? How do airlines, passengers and European citizens benefit from the achievement of the EU-wide performance targets?
The performance scheme is a cornerstone of the Single European Sky. It aims at setting and implementing binding targets for Member States to deliver better air navigation services at lower cost. The incentives given through the performance scheme will lead to cheaper flights. Furthermore, the scheme ensures that capacity is increased. As a result, flights will be significantly less delayed, saving unnecessary costs for airlines and passengers. In addition, the environmental impact of air traffic will be reduced due to more efficient and shorter flight paths. Air travellers should benefit from a punctual, greener and more cost-efficient mode of transport with a maintained or even enhanced level of safety.
It has been estimated that during the three-year period 2012–14, airspace users will pay around EUR 19 billion on air navigation charges. Depending on the type of airline, air navigation charges represent between 6% and 10% of the airline’s operating costs. These are significant costs that are ultimately borne by passengers.
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Why is the Commission issuing recommendations to Member States to change their performance plans?
The EU agreed in 2011, for the first time, EU-wide performance targets regarding cost-efficiency and capacity of air navigation services. Member States, either at national or functional airspace block level, had to present in summer 2011 performance plans that together deliver the agreed targets. The independent Performance Review Body assessed the national or functional airspace block performance plans. Their assessment report clearly shows that the aggregation of the national and functional airspace block performance targets will not allow reaching the agreed EU-wide targets in the period 2012–14. It is thus for the Member States to revise and further improve their targets.
The Commission has identified in its recommendation to Member States concrete areas for improving the performance plans in view of reaching the EU-wide targets. Member States now have two months to present revised performance plans. Depending on the assessment of the revised plans, the Commission may either approve them or ask for further modifications.
If Member States fail to deliver revised plans, the Commission may decide at a later stage that Member States have to take corrective measures. If necessary, the Commission may adopt a binding decision requesting the Member State(s) concerned to implement specific corrective measures.
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Which Member States have to revise their national / functional airspace block performance targets?
Only the performance plans of Lithuania, Belgium, Luxembourg, The Netherlands and Denmark are in line with and contribute adequately to the EU-wide targets. Several Member States fulfil none or only one of the two targets: either the capacity or the cost-efficiency target. The table below shows for each Member State whether a target needs to be revised.
- Which performance targets are measured? Is it the first time that performance plans have been established?
The performance scheme was introduced with the Single European Sky legislative package in 2009 (i.e. SES II). For the so-called "first reference period 2012–14" EU-wide performance targets were agreed in the key performance areas of environment, safety, capacity and cost-efficiency. Even though environment and safety targets are not mandatory for performance plans during the first reference period, all plans contain substantial elements of environmental and safety performance.
It is the first time that Member States are required to set up performance plans. The revision of these plans following the Commission recommendation will allow for further improvements to the benefit of airlines and passengers in line with the agreed EU-wide targets.
TABLE 1 – Peformance Scheme Progress
European Commission "traffic light assessment" of Member State performance plans for ATM capacity (delays) and cost-efficiency
Target: Performance scheme meeting EU-wide targets to start early 2012.
Result: Only 5 Member States have submitted performance plans which would enable the EU-wide targets to be met. All others are in the orange or red zones.
16 novembre 2011
Rapport de Courson Nième
Comme tout les ans on lit avec intéret le rapport de M de Courson (LF2012) sur le volet Transports de la Loi de finances. C'est comme d'ahabitude, l'inquiétude en plus vis à vis de la dette ... tiens c'est pas de ce machin là dont on parle tout le temps aux infos ?
"La direction générale de l’Aviation civile (DGAC), dont les activités sont financées par le budget annexe Contrôle et exploitation aériens (BACEA), se distingue à tout point de vue des autres administrations centrales : par ses activités quasi-commerciales (prestation de services aux acteurs du transport aérien contre le paiement de redevances), par son référentiel comptable (avec la volonté de substituer à la comptabilité de caisse une comptabilité en droits constatés), par la gestion de ses personnels (au moyen de « protocoles sociaux », forme de convention collective appliquée à des agents qui sont pourtant fonctionnaires de l’État). Tout cela milite en faveur de la transformation de la DGAC en établissement public. Après avoir envisagé cette hypothèse, le Gouvernement y a renoncé face à l’hostilité des organisations syndicales. Le Rapporteur spécial le regrette, d’autant que cette évolution statutaire serait cohérente avec l’intégration croissante de la navigation aérienne au niveau européen (s’agissant de la France, au sein du bloc d’espace fonctionnel d’Europe centrale, ou FABEC). Le budget annexe ne parvient pas à sortir de ce que la Cour des comptes n’a pas hésiter à qualifier de « spirale de surendettement ». Après avoir augmenté de 64 % entre 2001 et 2011, l’endettement progressera à nouveau en 2012, pour dépasser 1,2 milliard d’euros. Le budget annexe, structurellement déséquilibré, s’endette en partie pour financer son fonctionnement : en 2012, l’endettement augmentera de 250 millions d'euros, pour un montant d’investissements de seulement 197 millions. Au-delà des efforts encore possibles en matière de dépenses (notamment sur les coûteux protocoles sociaux), et sauf à obérer les capacités d’investissement de la DGAC, le désendettement du budget annexe passe par une augmentation de ses recettes. Il serait ainsi judicieux, dans un premier temps, d’affecter au BACEA l’intégralité du produit de la taxe de l’aviation civile. Cette mesure permettrait de compenser partiellement le sous-financement du budget annexe, dont certaines prestations devant être financées par des redevances ne le sont en pratique pas."
13 novembre 2011
Formation Continue
On n'est pas toujours copain avec nos voisins du NATS mais en matière de formation il faut reconnaître qu'ils sont plutôt bons.Ces deux petites vidéo devraient être reprises par nos sub Instruction.
Pour les amateurs, encore plus d'infos sur SKYbrary qui nous propose ces documents.
Flight Deck Procedure Normal Situations ... a guide for controllers
Flight Deck Procedure Abnormal Situations ... a guide for controllers
11 novembre 2011
La fatigue en question !
C'est dommage qu'on ne puisse pas signer (il faut être resident UK) ... c'est ici Flight Safety Petition.
Mais il faudra quand même se souvenir de ce sympathique mode de communication pour la campagne qu'il ne manquera pas de falloir faire lorsque la commission et l'EASA s'occuperont de notre cas ! On se souviendra aussi du débat aux USA intervenu au printemps dernier ...
Cela dit, on ne peut pas dire qu'avec notre 1j/2 et nos tours de service caractérisés par des fortes amplitudes journalières nous montrions l'exemple ... même si cela c'est quand même bien amélioré sur les dernières années.
19 octobre 2011
Network Manager ...
Le Network Manager nouvellement désigné est grand, fort et puissant ... En plus il est vraiment très utile : la preuve il brise les grèves de contrôleurs et en est fier !
Over the past weeks, flights to/from or overflying Greece have been subject to intermittent high delays. These delays are in large part due to a decrease in capacity from Greek air traffic control services, partially as a result of industrial action.
EUROCONTROL was nominated by the European Commission as Network Manager in July 2011 with the objective of improving the performance of the European network. It is therefore working closely with the Greek Civil Aviation Authority, as well as with other air traffic management organisations in the region to limit, to the extent possible, the impact of these disruptions on airlines.
The Network Manager has mobilised its resources and put in place appropriate mitigation measures to manage disruptions to the European network. In particular, it is:
- ensuring on a daily basis the most effective use of the limited capacity within Greek airspace in function of the number of flights wishing to operate in the area;
- coordinating with neighbouring countries to make available additional ATC capacity and routings circumventing Greek airspace to the north and proposing these to airlines;
- working with authorities and with NATO in the southern and eastern Mediterranean to identify and introduce additional routes that will be made available to aircraft flying to/from the Middle East and points beyond;
- providing updated information to airline operators and discussing with them specific measures to reduce delays when they are flying in the region.
"This is one of the first major challenges we have faced as Network Manager", said Jacques Dopagne, Director of Network Management at EUROCONTROL. "We very much appreciate the cooperation and support we have received from all our partners as we carry out these new functions in what is a very demanding time for aviation in this region."
Greek airspace background:
On a daily basis, approximately 1,900 flights enter Greek airspace.
Of these, 38% are overflights and 62% are departing/landing in Greek airports.
Annually, there are approximately 700 000 flights.
Greek airspace is usually comprised of 8 sectors, split over 2 Area Control Centres.
There are approximately 530 air traffic controllers working in Greek airspace (2009 figures), covering a controlled airspace of 538,000 km2.
08 octobre 2011
Grève en Allemagne ... le retour
Alors qu'on nous annonçait que tout allait bien en Allemagne depuis les soubresauts de l'été derniers, il semblerait que les négociations sur les contrats de travail à la DFS soient a nouveau suspendues. la journée de vendredi dernier qui constituait la quatrième tentative d'un accord entre les partenaires sociaux sur les salaires et les horaires s'est conclue par un échec total.
Dès lundi soir, les contrôleurs allemands auront, au terme de la Loi, la possibilité de faire grève, ce qui selon la presse serait le premier mouvement de ce type depuis la deuxième guerre mondiale.
De chaque coté, on soigne la communication, GdF insiste sur l'aspect condition de travail "There were many issues that we couldn't agree on, but payment wasn't necessarily one of those, alors que pour la DFS les points bloquants sont les demandes en matière d'avancement alors que l'augmentation de salaire déjà consentie est de 5.2% ...
5,2% mes amis ... Whaou ! A comparer avec les 300€/mois que nous avons perdu depuis le gel des primes en 2009.
30 septembre 2011
UK-Spain: l'axe océanique poursuit sa construction
"NATS,together with Spanish partner Ferrovial has been awarded a contract to provide air traffic control services at Alicante, Valencia, Ibiza, Sabadell, Sevilla, Jerez, Melilla, Madrid Cuatro Vientos, Vigo and A Coruña airports in Spain.
The partnership, named ferroNATS, is one of only two bidders to be selected by Spanish Airport Authority AENA, to take over air traffic control provision at 13 airports across Spain. These contracts represent the first step in the process of liberalising the provision of air traffic control at AENA’s airports, announced by the Spanish government last year.
AENA and ferroNATS are already in dialogue to understand the specific needs of these airports, and how best to transition service provision from the State to ferroNATS over the next several months. ferroNATS will become responsible for staffing and safe service provision at these towers. AENA will retain accountability for maintaining their technological and physical infrastructure."
Après le mariage BAW/IBE et la déjà ancienne participation de Ferrovial dans la BAA (les aéroports British) voilà donc que le NATS va rendre les services de la navigation aériennes dans 13 approches/aéroports ibériques ... combien de temps avant un projet de FAB Atlantique ? Quel avenir pour l"espace international dont la gestion a été déléguéà la France par l'OACI ?
Et pendant ce temps là le FABEC, certes très ambitieux au niveau stratégie opérationelle (on en reparlera) fait mine de croire que les questions institutionnelles ne sont pas la clef de voute de l'édifice !
Update : Pour être complet sur cette affaire, il faut ajouter que l'entreprise SAERCO a remporté la gestion de 3 aéroports des Canaries (GCRR, GCFV et GCLA) et le rpix du service 18.1M€/an, soit une économie de 50% selon l'AENA !
21 septembre 2011
Communiqué IFATCA sur la situation en Grèce
The International Federation of Air Traffic Controllers Associations (IFATCA), through its Greek member association GATCA, understands that the Greek government intends to further cut the employment terms and conditions of Greek Air Traffic Controllers (ATCOs) as it continues to battle with the Greek economic crisis. Greek ATCOs have already suffered substantial cuts in their salaries, and are now under threat of being reclassified as administrative workers.
Air Traffic Control is not an administrative function. It is a highly specialised and demanding profession requiring unique skills. This has been recognised by the International Labour Organisation (ILO), an agency of the United Nations. Whilst sympathetic to the plight of the Greek economy, IFATCA cannot condone the arbitrary reduction in conditions of employment for such a specialised task with such significant safety implications IFATCA further understands that there is very little investment in ATC training, infrastructure and safety related matters in Greece.
IFATCA believes this can only lead to a reduction in safety for the travelling public in Greece, and will erode international public confidence in aviation safety in Greece, a nation that depends upon tourism.
In the interests of safety, professional ATC standards must be maintained in Greece. Air Traffic Controllers must be able to work free from the stress induced by uncertain employment conditions.
IFATCA calls on the Greek Government to reconsider any proposals to further reduce the employment conditions of Greek Air Traffic Controllers, and further calls for adequate investment in ATC training and infrastructure in order to meet national and international obligations.
IFATCA stands ready to assist the Greek government in understanding the unique demands of the profession and is willing to participate in meaningful dialogue about the future of Air Traffic Control in Greece.
