Towards worldwide interoperability

Figures published by ICAO (International Civil Aviation Organization) for the end of 2010 show a robust recovery of the aviation industry for that same year. Airlines of the 190 ICAO Member States carried approximately 2.5 billion passengers and international travel grew by 8.8%. EUROCONTROL performance review figures from 2009, on the other hand, tell us that out of a total of 9.4 million flights in Europe (IFR flight movements in the EUROCONTROL area), 1.7 million were international into or out of Europe.

These two facts combined lead to the following conclusions. We’re back on track to experience a gridlock in the skies, and we need, therefore, to modernise air traffic management to increase capacity if we want to fly freely in the future. Secondly, we need to make sure that this new European ATM system, SESAR, is interoperable.

Guided by the ATM Master Plan which defines the content, development and deployment plans of the SESAR (Single European Sky ATM Research) programme, interoperability has never been questioned. In fact, the European Council decision adopting the first ATM Master Plan explicitly states that a ‘highest level of interoperability’ between SESAR and NextGen, as well as similar initiatives developed in other ICAO regions, needs to be achieved.

Consequently, a Memorandum of Cooperation in civil aviation research and development was agreed by the European Union and the Federal Aviation Administration (FAA) in June 2010. It includes an annex which promotes interoperability between the European and US ATM modernisation programmes. The global aviation industry cannot afford regional-specific solutions and common standards will ensure an interoperable solution with world-wide applicability. In close cooperation with EUROCONTROL, the SESAR Joint Undertaking (SJU) and the FAA will formalise Coordination Plans in the following main areas: CNS (Communications, Navigation and Surveillance), airborne interoperability, information management and trajectory management. In addition to that, the SESAR JU and our members remain in close contact with ICAO, and standardisation bodies such as EUROCAE and RTCA to advance common standards and procedures.

Leaving the US aside, we have to recognise that other regions of the world can have very significant differences in the way they organise air traffic management. It may make little sense to try and apply the same solutions everywhere. That’s why SESAR is not a ‘one size fits all’ system. SESAR is defined as a series of tools and capabilities that are ready to meet different needs. We are engaging aviation authorities around the world in discussion to show how SESAR products can answer their current or future requirements.

These are all initiatives taking place on the political level. A practical example of how interoperability is being ensured is the cooperation between Airbus and Boeing in the SESAR work programme. Boeing joined the SESAR family as an associate partner, fostered by Airbus in July 2010. This is another good example of the SESAR ‘partnership spirit’ in which even fierce competitors cooperate.

SESAR was created to make a real difference for aviation in Europe, with clear capacity, safety, economic and environmental targets to be achieved. The programme and its members will deliver the first tangible results by the end of 2011. The solutions we are working on have a global perspective. They will be interoperable and at the same time will offer an appropriate response to ATM modernisation needs in other regions of the world.