_Macros
107.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
Change Management Challenges from Single European Sky
Prof. Dr. Christoph Brützel
June 7, 2010
Human Resource Management in European Aviation 2010, Berlin, June 7, 2010
_Macros
207.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
Content
1. Current situation of the European ATM industry
2. Major trends in the European ATM industry
3. SES – the driver of change
4. FABs – integration and harmonization
5. SESAR – from structure to process
6. Perspectives of change
_Macros
307.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
The global air traffic management (ATM) industry works along principles that
have been defined 60 years ago.
1. States are responsible and liable for
safety of air traffic within national
boundaries
• Navigation aids
• Air traffic management (guidance)
• Surveillance
2. Only in very few cases, national
borders and geographic range of
national air traffic control centers do
not correspond (Eurocontrol Maastricht
upper area control center being such
an exemption).
3. Open sea areas have been allocated to
national airspaces by ICAO convention
First Edition: Dublin, March 1946
Fifteenth Edition – 2007
Rationale of air traffic control services
1. Current situation of the European ATM industry
_Macros
407.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
European Airspace is segregated in more than 600 sectors, wherein teams of two
air traffic controllers ensure safety of aircraft movements.
Basics of air traffic control processes and task sharing
The »Radar« communicates with cockpits to control
trajectories along routes (way points / flight levels)
The »Coordinator« communicates with neighbouring
sectors’ coordinators and flow management systems in
order to allow for transfer of control at sector-
interfaces.
Coordinator
1. Current situation of the European ATM industry
_Macros
507.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
Initiatives to enhance capacities traditionally focus on improvements within the
traditional business model.
Additional segmentation
Reduce controller
workload by additional
segmentation of air space
• Release potential restricted due to cross-
segment airways
• Additional coordinator interfaces
• Additional complexity by reduced cycle
times
Automation
• Paperless strip system
• Short term conflict alert
• Medium term conflict detection
• ATC autopilot
• Speed up communication flow
• Release from routine workload
• Allow for higher sector throughput
Reduced separation
minima
• Increase usage of airspace
• Enhance capacity within constrained areas
Measurements to improve the current ATC business model
1. Current situation of the European ATM industry
_Macros
607.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
Competencies are fragmented within and along national borders and so are
processes and support systems .
Air Traffic Control Centers and ATM support systems in Europe
Maastricht upper
area control
> 24.500 ft.
Even within systems delivered by one supplier
specifications differ significantly by customer
1. Current situation of the European ATM industry
_Macros
707.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
TOP 50 – Most constrained points in Europe
Source: Eurocontrol Performance Review Commission – Performance Review Report 2006
1. Current situation of the European ATM industry
Within the current ATM system, air space capacity is congested and is becoming
short.
Congestion
obviously
cannot be
managed at
national level.
_Macros
807.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
2010: 9.5 Mio.
2015: 12.5 Mio.
2020: 15.6 Mio.
2030: 19.5 Mil.
Source: EUROCONTROL 2010
Source: EUROCONTROL 2010
Source: EUROCONTROL 2008
Air traffic keeps, however, growing and density keeps increasing.
2. Major trends in the European ATM industry
_Macros
907.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
In order to cope with future demand, ATM has to change its philosophy – the industry will have to manage a shift of paradigms.
Change of paradigms
1. Integration and harmoni-
sation of European air
navigation service provider
industry
2. From control of structure
(air space sectors) to con-
trol of processes (gate-to-
gate flight trajectories)
Additional capacity
enhancement
programs within
current systems and
processes
Growth scenario 2020
Ongoing short &
medium term
programs
2008 2013 2020
Traffic
2. Major trends in the European ATM industry
_Macros
1007.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
Single European Sky (SES) is the European Commission’s key initiative to push ATM in Europe towards consolidation and integration …
Key objectives
USA: Airspace (Mil. km2) 9.8
Hubs 31Europe: Airspace (Mil. km2) 10.5
Hubs 27
1 ATM organisation (civil + mil.)
21 en route control centers
1 Operating system
1 Software
900 Flights / AT controller
380 US $ ATC cost / flight
46 ATM organisations (civil + mil.)
58 en route control centers
22 Operating systems
30 Software
480 Flights / AT controller
667 US $ ATC cost / flight
Situation in year 2000 Single European Sky intiative
Restructure European
airspace as a function of
air traffic flows, rather than
according to national
borders
Create
additional
capacity
Increase the overall
efficiency of the air
traffic management
system
3. SES – the driver of change
_Macros
1107.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
… and to dramatically increase efficiency of air traffic control.
+ 75 %
3. SES – the driver of change
Efficiency targets
_Macros
1207.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
SES is based on three pillars.
Restructure
European
airspace as a
function of air
traffic flows
Create
Additional
Capacity
Increase overall
efficiency of the
ATM system
Targ
et
level
Init
iati
ves l
evel
Liberalisation
Functional
Airspace
Blocks
• Framework regulation
• Service Provision regulation
• Airspace regulation
• Interoperability regulation
New ATM business modelIntegration
Single European Sky
3. SES – the driver of change
_Macros
1307.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
A regulatory framework has been set to facilitate the change from national
autonomy and separation to European harmonisation and integration.
Integration of air space and alignment with traffic
requirements (Functional Airspace Blocks)
Harmonised processes and systems
Measurable performance and improved economic efficiency
Harmonised certification requirements acknowledged
internationally
Separation of regulatory and operational competencies /
duties
Separation between assignment (nomination) and operation
of ATM services (subcontracting to certified ANSP)
SES regulatory framework1)
Integration and
harmonisation of
operation
Harmonisation
and liberalisation
of governance
1) Regulation laying down the framework for the creation of the single European sky (No. 549/2004); Regulation
on the provision of air navigation services in the single European sky (No. 550/2004); Regulation on the
organisation and use of the airspace in the single European sky (No. 551/2004); Regulation on the
interoperability of the European Air Traffic Management network (No. 552/2004)
3. SES – the driver of change
_Macros
1407.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
Teaming up within Functional Airspace Blocks (FABs), ANSPs consolidate
airspace and aim at exploiting resources synergies.
FAB initiatives
Key Objectives
Consolidate and reshape airspace
according to traffic requirements
Enhance air space capacity, productivity
and cost effectiveness of ATM services
Harmonise ATM processes and support
systems
Exploit synergies on the resources side
4. FABs – integration and harmonization
_Macros
1507.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
Putting FAB’s into practice faces challenges for change of multiple dimensions.
Change management challenges from FAB initiatives
4. FABs – integration and harmonization
Stakeholder Challenges
States • Sovereignty and liability within national air space
• Military air space / traffic control / civil-military integration
• Regulative competencies
ANSP • Undisrupted safety of air traffic
• Individual contribution / role
• Resources synergies
• Allocation of ATC centers
• Systems & Processes
• Charging scheme
Air traffic controllers • Undisrupted safety performance
• Harmonization of systems and processes
• Diverting levels of remuneration and qualification
_Macros
1607.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
SES Air Traffic Management Research (SESAR) has been launched as a joint
effort of all stakeholders.
Eliminate the fragmen-
ted approach to ATM
Transform the ATM
system in Europe
Synchronise the plans
and actions of the
different partners and
Federate resources.
SESAR key objectives
SESAR – organisation and objectives
5. SESAR – from structure to process
_Macros
1707.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
SESAR is up to change the world of ATM in Europe dramatically.
Weaknesses of current ATM
business modelNew business model required by users
Non coordinated decision
taking processes ATC-
Airport-Airline
Fragmented air space
design and systems support
Operational processes focus
on sector view
Capacity extension by
further fragmentation
Lack of automation
Growing controller workload
Source: SESAR Airspace Users Basic Consortium: AIRSPACE USER OPERATIONS VISION STATEMENTS DOCUMENT ATM 2020+, September 2006
5. SESAR – from structure to process
_Macros
1807.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
Air traffic controllers are requested to develop from administrators of air space sectors towards holistic managers of conflicting trajectories.
Source: SESAR Airspace Users Basic Consortium: AIRSPACE USER OPERATIONS VISION STATEMENTS DOCUMENT ATM 2020+, September 2006
Trajectory management replaces sector management
Business priorities driven ATC
Shared conflict management
Collaborative decision taking;
Shared data and information systems
Use of modern technology (Data link; ADS-B, ASA)
Early synchronization of flows towards constrained airports
Interoperability of processes and systems
Alignment with ICAO Global ATM Operational Concept (intervention by exception)
One continuum of airspace
Maximize flexibility and minimize constraints
Improve economic efficiency
User expectations
5. SESAR – from structure to process
_Macros
1907.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
Controlling trajectories will support the vision of controlling air traffic from gate
to gate.
Today: Controlling traffic within sectors
of air space
Tomorrow: Controlling trajectories from gate
to gate
Dramatic increase in utilisation of air space
Better utilisation of congested airport infrastructures
Reduced de-routes, holding patterns and pollution
Enhanced economic efficiency along with reduced cost and pollution
From structure to process
Managed
Mid-High Complexity / Density:
Sustained Throughput
Unmanaged
Low Density
Managed
Low-Mid Complexity / Density
FL 460 (500)
FL 200-250
FL 100
Unmanaged
Low Density
Control with Cockpit
(Airborne Separation
Assistance System)
Control with ATC
Managed
Very High Complexity
/ Density
Control with Cockpit
(Airborne Separation
Assistance System)
Control with ATC
Managed
Very High Complexity
/ Density
5. SESAR – from structure to process
_Macros
2007.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
Air traffic controllers’ value added will focus on vertical traffic coordination and access to constrained airport infrastructures.
5. SESAR – from structure to process
Complexity of air traffic control
_Macros
2107.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
Control of cruising traffic may well be delegated to Airborne Separation Assurance
System (ASAS) support.
Control with Cockpit (Airborne Separation Assistance System)
Control with ATC
Future airspace organization and control design
It‘s going to be a long way to go … but it will be accomplished!
5. SESAR – from structure to process
_Macros
2207.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
Even more than FAB’s this will cause dramatic change for all stakeholders .
Change management challenges from FAB initiatives
Stakeholder Challenges
States • Sovereignty and liability within national air space
• Military air space / traffic control / civil-military integration
ANSP • Building a common data base and systems environment
• Integration of CNS Infrastructure
• Workload Balance
• Charging scheme
Air traffic controllers • Job description
• Task sharing (radar & coordinator?)
• Allocation of control ATC / cockpit - CDM
• Workload
Cockpit • Allocation of control ATC / cockpit - CDM
Airlines • ATC cost allocation / charges
5. SESAR – from structure to process
_Macros
2307.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
Planning parallel time lines for implementation FAB’s and SESAR approaches
seem to lack benefits from symbiosis.
SESAR flight plan
FABEC Roadmap
• Focused on individual FAB
• Building on learned principles of air space
design and ATM processes
• Sector based ATM
• Harmonization and integration with focus on ATC
services
• Across ECAC region
• Trajectory based ATM
• System wide Integration (ATC, airlines, airports)
6. Perspectives of change
Symbiosis vs. discrepancy
_Macros
2407.06.2010
IUAS Bad Honnef - BonnProf. Dr. Christoph Brützel
Resistance against change causes additional challenges
Change always bears risk of failure
Undisrupted safety performance requires multiple assessments of »safety
cases«
Military stake holders follow diverting targets
Reallocation of workload and charges causing »winners« and »losers«
Internationalization of air traffic control touches sovereignty of states
Human resources (air traffic controllers) acting under high performance
requirements in a complex working environment
Impact of shift of control from ATC to cockpit / airborne separation assurance
systems (ASAS) on air traffic controllers workload (content, load and distribution
of load)
Air traffic controllers power to undermine change conflicting with their genuine
interests
6. Perspectives of change
Drivers of resistance against change in civil ATM