asas-tn asas-tn - what’s in it for easyjet? presented by graeme clark - strategic projects...

ASAS-TNASAS-TN- what’s in it for

easyJet?presented by

graeme clark - strategic projects manager, easyJet

29 April 2003

“ASAS Operational Improvements: Dream or Reality?”…

ASAS Thematic Network Workshop #1 Rome 28-30 April 2003 Slide 2

low-cost

domestic

regional

charter

international

traditionalschedu

led

Passengers 365m 435m 600m

2%

7%

15%

23%

21% 19%

33%32%

30%

17% 17%16%

25%23%

20%

delivering airline growth in Europe...

1998 2001 2007

Source: McKinsey Quarterly, 2002, UK-CAA, ERA, Airline Business, AEA,



the low cost impact - scheduled intra-European traffic 2002…

-

5

10

15

20

25

30

35

40

Lufthansa BritishAirways

SAS Iberia Air France Alitalia easyJet Ryanair

Pas

sen

ger

Mill

ion

s

Source: Respective published accounts and reports:

Geographical distribution of domestic and European scheduled passenger traffic except for Iberia which reports traffic short and medium haul.



-

5

10

15

20

25

30

35

40

Lufthansa BritishAirways

Ryanair easyJet SAS Iberia Air France Alitalia

Pas

sen

ger

Mill

ion

s

Source: Respective published accounts and reports:

Geographical distribution of domestic and European scheduled passenger traffic except for Iberia which reports traffic short and medium haul.

the low cost impact - scheduled intra-European traffic 2003…



current plan is too little, too late e.g. en-route…

En-route capacity versus demand

0%

50%

100%

150%

200%

2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020

Year

Incr

ease

in d

eman

d/c

apac

ity

Demand Dev. of current concept (late) Dev. of current concept (early)

En-route capacity versus demand

0%

50%

100%

150%

200%

2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020

Year

Incr

ease

in d

eman

d/c

apac

ity

Demand Progresive delegation to pilot (late) Progresive delegation to pilot (early)

Source: EU DG TREN ‘Datalink Roadmap’ Application Assesment P1672020v2.0 30Oct2002



our European responsibility…

to make a STEP CHANGESTEP CHANGE in the implementation of a 21st century air traffic system through: leadership – deliver SES objectives by 2008

• (STAR 21 report has this spirit)

effective application of funds• by joining up the various EU programmes e.g TEN-T/MIP, FP6,

environment etc

compelling value proposition ensuring operational implementation by airlines & general aviation

result is a significant start in the delivery of the aviation system we need…



parallel worlds show us a way…

safety - maritime; Automatic Identification

System (AIS) www.imo.org

July 2002 – mandate regulation start… Dec 2004 – large

ship completion

70,000 ships in 2 ½ years…

safety - general aviation; Capstone/UAT http://www.

alaska.faa.gov/capstone/docs/baseline.pdf

1995 – study…. 2003 - ‘IFR’



practical world approach…

research to feasible level – (‘done’)

operational large-scale trials via C-ATM/SEAP create operationally based database for validation non-critical applications e.g AOC, ADS-B/tracking, D-

ATIS, PDC etc first, introduce CDTI ATM applications asap eg DAP, CAP, ADS-B in & out

complete technical standards – (‘advanced’)

rewrite operational procedures

progressive addition of high benefit ATM applications



the interoperability red herring...

Europe frequently cites global interoperability as a basic criteria for selection of ASAS enablers but the fact is:

USA is ‘doing it’s own thing’ e.g UAT, VDL3 & delaying VDL2 CPDLC…

so while Europe is in (quote) ‘air traffic crisis’ it delays the best technology & cites lack of spectrum as a typical reason in the name of ‘global interoperability’…



our European unilateral approach – mode S…

mandate of mode S is village thinking applied to an industry that has many airlines struggling to survive… HOW MANY AIRPORTS OR ANSP’S HAVE FAILED

COMPARED TO AIRLINES?

regulators and ANSP’s have failed Europe in the timely delivery of proper capacity with significant safety gains – we are at least five years behind schedule…

focus should be on WHAT surveillence data to provide not HOW to provide i.e. an open data standard…



Our European unilateral approach – short term, not inclusive… mode S & 1090ES no real commercial benefit to

airlines Just like the mandate of TCAS, GPWS/EGPWS do

nothing beyond reaction to an immediate problem (ADS-B can replace these two… = simplification = lower cost!)

i.e a short term solution for a long term need…

general aviation ‘ignored’ as usual e.g. neither ADS-B via Mode S or UAT (in Europe) a real option but on this issue, like maritime safety, ‘all’ users

must be included in order to meet our ‘duty of care’…



Enabler comparison…

Service Type Application VDL4 VDL2 1090 ES Mode SATN Compliance YES YES no noPriority management YES no no noData Capacity Effective Data Rate - Enroute 14000 2800 NA NAData Capacity Effective Data Rate - TMA 14000 3454 NA NAData Capacity Effective Data Rate - Terminal 14000 9734 NA NAQuality of Service Multiple Profiles YES no no noVoice AOC, ATM, CPDLC confirmation (initially) YES no no noData-AOC & ATM Air to Air i.e."network in sky" - increases

overall network capacity... YES no no no

Data-AOC Messages YES YES no noData-AOC Aircraft/Asset Tracking YES no no noData-ATM CPDLC YES YES no noData-ATM D-ATIS YES YES no noData-ATM TIS-B YES no no noData-ATM FIS-B D-OTIS ATIS YES no no noData-ATM FIS-B D-OTIS METAR YES no no noData-ATM FIS-B D-OTIS SIGMET YES no no noData-ATM FIS-B D-RVR YES no no noData-ATM INFO-B YES no no no

Navigation Data-ATM GRAS YES no no noAir to Ground ADS-Broadcast YES no YES YESAir to Air ADS-Broadcast YES no YES noGround to Air ADS-Contract YES YES no noAir to Air ASAS - ATSAW YES no YES noAir to Air ASAS - EnRoute Following YES no YES noAir to Air ASAS - EnRoute Crossing YES no no noAir to Air ASAS - EnRoute Passing YES no no noAir to Air ASAS - Approach Sequencing & Merging YES no no noGround to Ground A-SMGS YES no no noSpoofing YES no no noEncryption YES YES no no

General

Communication

Surveillence

Security



Effective way forward…

Accelerate SEAP within FP6 C-ATM• SEAP = Large Scale South European ADS Pre-Implementation Programme

optimised flight supply chain; collaborative decision making

SEAP; serious ASAS SEAP is the most significant mechanism to

deliver operational capacity, flight efficiency and safety we have at hand…

maximum European effortmaximum European effort i.e. political, i.e. political, financial & industrial, must be applied to financial & industrial, must be applied to translate the R & D investment into translate the R & D investment into operational realityoperational reality……

…by 2008 – no excuses!



Summary

ASAS needs to focus primarily on maximum benefit applications first i.e. package 2/3 !i.e. package 2/3 !

ASAS only delivers serious value with: ADS-B in & out Cockpit Display of Traffic Information

political, financial & regulatory leadership essential if aviation is to deliver needed capacity, flight efficency & safety in Europe

airlines will lead industry change when shown the value proposition to their business …note: supply chain = customer=> airline=> airport=> ansp=> regulator…



End thoughts…

airlines, airports and ansp’s hoping to use

Collaborative Decision Making without a

universal, seamless datalink will be like an office

full of personal computers without a LAN p.s. who is going to pay if a bit-charge enabler is used?

ATN system of the future must be driven by

aircraft-derived parameters… ANSP’s will then

undergo a quantum shift in safe, productive, cost

efficient delivery to benefit of all…

asas-tn asas-tn - what’s in it for easyjet? presented by graeme clark - strategic projects...

Documents

asas operational improvements

asas thematic network

asastn asastn

30oct2002 slide

ifr slide

global interoperability

selection of asas enablers

operational implementation