Air traffic management and air navigation service providers

2018 ◽  
pp. 60-80
Author(s):  
Marc Bourgois ◽  
Eduardo García ◽  
Peter Hullah
Keyword(s):  
Traffic Management ◽  
Service Providers ◽  
Air Traffic Management ◽  
Air Traffic ◽  
Navigation Service

scholarly journals Research of information space and information flows of air navigation service providers

2020 ◽  
Vol 69 (2) ◽  
Author(s):  
V. I. Chernysh ◽  
Keyword(s):  
Information Security ◽  
Traffic Management ◽  
Management System ◽  
Service Providers ◽  
Air Traffic Management ◽  
Air Traffic ◽  
Security Threats ◽  
Telecommunication Systems ◽  
Traffic Management System ◽  
Navigation Service

The threat to information security for the air navigation service providers represents a potential violation of information security of the information infrastructure elements in the air traffic management system such as communications, navigation and surveillance equipment, and the information and telecommunication systems. Typically, a threat results from the presence of vulnerable components in the protection of information technology as part of air navigation service providers activity. Generally, threats to information and communication systems include equipment failure, environmental destruction, human or machine errors, and targeted attacks, which are often complex, well-organized, and well-funded. Taking into account, information and telecommunication systems of air navigation service providers are critical resource that must be protected from external and internal threats. Information and telecommunication systems of air navigation services providers are a combination of information and telecommunication systems, in the process of processing air navigation information act as a whole. The realization of information security threats in information and telecommunication systems may adversely affect the provision of safety and air traffic management security. As a result of information security threats realization, incidents or accidents in the air traffic management system can be occurred. The paper proposes functional models of information space and information flows in the provision of air navigation service. The developed models are recommended for use in the process of security risk management in air traffic management within the new generation risk management system, as a necessary part of air navigation service provider integrated management system.

Effects of fragmentation on route charges

2019 ◽  
Vol 20 (4) ◽  
pp. 290-304
Author(s):  
Goran Pavlović ◽  
Frank Fichert
Keyword(s):  
Traffic Management ◽  
Service Providers ◽  
Air Traffic Management ◽  
Air Traffic ◽  
Traffic Operations ◽  
Charging System ◽  
Navigation Service ◽  
Fuel Consumption And Emissions ◽  
Pair Level ◽  
Additional Fuel

The European Air Traffic Management (ATM) system is highly fragmented. It consists of 37 air navigation service providers (ANSPs) whose areas of responsibility are, in most cases, limited to national borders. ATM fragmentation impacts air traffic operations in Europe in several ways. One of them is reflected through the current route charging system, which is designed and adapted to the fragmented ATM system to recover air navigation service provision costs at the level of individual ANSPs. Differences in unit rates have led to the phenomenon of aircraft taking detours around expensive charging zones, resulting in additional fuel consumption and emissions, as well as traffic shifts caused by varying unit rates. In this article, we analyze the differences in the unit rates across Europe and their evolution over the past few years. The main focus of the article is the analysis of the route charge variability on an airport-pair level, measured by an airport-pair variability indicator, which we suggest as a metric. We show the route charge variability for different flight distances, geographic areas, and flight directions, and we also identify airport pairs with the highest route charge variability. Finally, we discuss selected alternatives to the current route charging system, such as the uniform charge method and different approaches to airport-pair charging.

ECONOMIC AND FINANCIAL ASPECTS OF AIR TRAFFIC MANAGEMENT IN POLISH AIRSPACE

2019 ◽  
Vol 114 (1) ◽  
pp. 20-36
Author(s):  
Assoc. Prof. Telesfor Marek Markiewicz, PhD
Keyword(s):  
Traffic Management ◽  
Service Providers ◽  
Parallel Implementation ◽  
Air Traffic Management ◽  
Air Traffic ◽  
European Union Law ◽  
Charging System ◽  
Air Navigation Services ◽  
Navigation Service ◽  
High Level

The article discusses selected provisions of EU aviation law concerning economic issues of air traffic management. This process in European airspace is carried out by air navigation service providers, which, unlike airport operators and air carriers, have a monopolistic position and do not operate under market conditions. Consequently, the lack of competition between air navigation service providers replaces the common charging system for airspace users established by European Union law. In order to increase the cost-effectiveness of the services provided while maintaining a high level of safety of air operations, the navigation charges system was linked to the parallel implementation of the Single European Sky performance scheme for air navigation services in 2010. In 2019, the rules governing both systems were consolidated into a single legal act. The study also looks at the basic indicators of economic efficiency of air traffic management based on the example of the Polish Air Navigation Agency.

Safety Culture and Safety-Relevant Behavior in Air Traffic Management

2015 ◽  
Vol 5 (1) ◽  
pp. 3-17 ◽  
Author(s):  
Michaela Schwarz ◽  
K. Wolfgang Kallus
Keyword(s):  
Safety Culture ◽  
Traffic Management ◽  
Service Providers ◽  
Five Factor Model ◽  
Principal Component ◽  
Air Traffic Management ◽  
Air Traffic ◽  
Psychometric Validation ◽  
Safety Attitudes ◽  
Culture Development

Since 2010, air navigation service providers have been mandated to implement a positive and proactive safety culture based on shared beliefs, assumptions, and values regarding safety. This mandate raised the need to develop and validate a concept and tools to assess the level of safety culture in organizations. An initial set of 40 safety culture questions based on eight themes underwent psychometric validation. Principal component analysis was applied to data from 282 air traffic management staff, producing a five-factor model of informed culture, reporting and learning culture, just culture, and flexible culture, as well as management’s safety attitudes. This five-factor solution was validated across two different occupational groups and assessment dates (construct validity). Criterion validity was partly achieved by predicting safety-relevant behavior on the job through three out of five safety culture scores. Results indicated a nonlinear relationship with safety culture scales. Overall the proposed concept proved reliable and valid with respect to safety culture development, providing a robust foundation for managers, safety experts, and operational and safety researchers to measure and further improve the level of safety culture within the air traffic management context.

scholarly journals 4D-Trajectory Air Traffic Management: Are There ‘Killer Apps’? – Part 2

2012 ◽  
Vol 65 (4) ◽  
pp. 571-587 ◽  
Author(s):  
Peter Brooker
Keyword(s):  
Airline Industry ◽  
Traffic Management ◽  
Service Providers ◽  
Fuel Efficiency ◽  
Radar Data ◽  
Air Traffic Management ◽  
Air Traffic ◽  
Transportation Demand ◽  
The Usa ◽  
Trajectory System

The USA and Europe are developing plans – NextGen and SESAR – to transform the processes of Air Traffic Management (ATM). These will improve safety and efficiency, and match predicted increases in air transportation demand. They use advanced networking technology updated with information from satellite navigation and digital non-voice communication. The strategic goal, envisaged for 15–20 years hence, is a new ATM paradigm. Aircraft would fly on Four-Dimensional (4D) trajectories, incorporating altitude, position, time, and other aircraft positions and vectors. This vision would involve extremely large investments from the airline industry and ATM service providers. Thus, development priorities need to be based on sound business cases. But will these necessarily lead to the strategic vision of a 4D-trajectory system? Will the changes in practice be limited to a series of short and medium term operational improvements rather than strategic improvements? So, are there ‘Killer Apps’ for 4D-trajectory ATM? ‘Killer App(lication)s’ is jargon for innovations so valuable that they prove the core value of some larger technology. Killer Apps generate high degrees of stakeholder technical and financial cooperation. Ironically, most past ATM Killer Apps have improved safety, e.g., modern radar data processing led to collision avoidance systems. The analysis here attempts to identify and then size potential 4D-trajectory ATM Killer Apps. The evidence for Killer Apps has to pass key tests. Killer Apps obviously have to offer enormous benefits to stakeholders in the context of the potential costs. The bulk of these benefits must not be obtainable through technologically ‘cut down’ non−4D-trajectory versions. Part 1 of this paper (Brooker, 2012a) sets out the framework for investigating these questions. Part 2 examines potential Killer Apps derived from improvements in Fuel Efficiency, Capacity and Cost. An abbreviated version of this paper was first presented at the European Navigation Conference (ENC 2011), London in November 2011.

Efficiency losses through fragmentation? Scale effects in European ANS provision

2019 ◽  
Vol 20 (4) ◽  
pp. 275-289
Author(s):  
Thomas Standfuss ◽  
Frank Fichert ◽  
Michael Schultz ◽  
Petros Stratis
Keyword(s):  
Traffic Management ◽  
Economies Of Scale ◽  
Service Providers ◽  
Scale Effects ◽  
Dynamic Environment ◽  
Air Traffic Management ◽  
Current Approach ◽  
Data Envelopment ◽  
Navigation Service ◽  
The Relationship

Fragmentation has been suspected of contributing to inefficiencies in the European Air Traffic Management (ATM) system. Heterogeneities between providers may contain multiple aspects, such as airspace structure, staff rostering, or systems used for flow management. Applying the scientific approach of data envelopment analysis, this article provides a new outlook on the relationship between airspace fragmentation and efficiency in the admittedly complex and highly dynamic environment of European ATM. We show that there are airspaces that might benefit from economies of scale, but that there is a tipping point where diseconomies of scale occur. Subsequently, the current approach of functional airspace blocks might inhere inefficiencies for some air navigation service providers.

scholarly journals The system of collaborative decision making as an effective tool for the organization of the airport operation in peak loads

2018 ◽  
Vol 21 (5) ◽  
pp. 43-55 ◽  
Author(s):  
A. O. Nikulin
Keyword(s):  
Decision Making ◽  
Traffic Control ◽  
Traffic Management ◽  
Weather Conditions ◽  
Air Traffic Management ◽  
Air Traffic ◽  
Joint Decision ◽  
Cooperative Decision Making ◽  
Navigation Service ◽  
Separation Standards

In the article the analysis of functioning a joint decision-making (A-CDM) system of Sheremetyevo Airport is presented during airport operation in a "rush hour". Domestic and international programs of air traffic management (ATM) development assume that the airports will be completely included into the air traffic management network as components of this network. Cooperative decision-making will be used to provide a "seamless" process of planning. This process will take place with participation of airspace users, suppliers of an air navigation service and airports (with use of the automated facilities of arrival, departure and traffic on airfield surface) for the benefit of sequence management to increase runway capacity. The runway equipment has to be modernized, separation standards among aircraft on arrival and departure should be reduced, modern navigation and traffic control on an airfield surface aids have to operate. The runway is referred to the resources which operate according to the principle of only one client service. Influence of weather conditions (the wet runway, severe wind, low visibility) determines the airfield capacity. Arrival and departure control allows optimizing aerodrome operation from the view of cost efficiency and ecology. The system of joint decision-making for an airport is a complex of the procedures aimed at increasing level of air traffic flows organization, airfield and airspace capacity through raising a level of event predictability and optimization of the resource use process. The system allows operating information to obtain the modified output data for decision-making. The main system objectives are to increase the level of temporary accuracy of an event emergence and also its predictability.

scholarly journals 4D-Trajectory Air Traffic Management: ‘Are There ‘Killer Apps?’ – Part 1

2012 ◽  
Vol 65 (3) ◽  
pp. 397-408 ◽  
Author(s):  
Peter Brooker
Keyword(s):  
Airline Industry ◽  
Traffic Management ◽  
Service Providers ◽  
Fuel Efficiency ◽  
Air Traffic Management ◽  
Air Traffic ◽  
Transportation Demand ◽  
Business Cases ◽  
The Usa ◽  
Trajectory System

Europe and the USA are developing plans (‘SESAR’ and ‘NextGen’) to transform the processes of Air Traffic Management (ATM). These will improve safety and efficiency, and match predicted increases in air transportation demand. Aircraft would fly on Four Dimensional-Trajectories (4D-Trajectories), incorporating altitude, position, time, and other aircraft positions and vectors. This vision would involve extremely large investments from the airline industry and ATM service providers. Thus, development priorities need to be based on sound business cases. But will these necessarily lead to the strategic vision of a 4D-Trajectory system? Will the changes in practice be limited to a series of short and medium term operational improvements rather than strategic improvements? Killer App(lication)s is jargon for innovations so valuable that they prove the core value of some larger technology. So, are there ‘Killer Apps’ for 4D-Trajectory ATM? Killer Apps generate high degrees of stakeholder technical and financial cooperation. Ironically, most past ATM Killer Apps have improved safety. The analysis here attempts to identify and then size potential 4D-Trajectory ATM Killer Apps. The evidence for Killer Apps has to pass key tests. Killer Apps obviously have to offer enormous benefits to stakeholders in the context of the potential costs. The bulk of these benefits must not be obtainable through technologically ‘cut down’ non−4D-Trajectory versions. Part 1 of this paper sets out the framework for investigating these questions; Part 2 will be published subsequently and will examine potential Killer Apps derived from improvements in Fuel Efficiency, Capacity and Cost. An abbreviated version of this paper was first presented at the European Navigation Conference (ENC 2011), London in November 2011.

scholarly journals Assessment of Single European Sky Implementation in the Functional Airspace Block Central Europe

2017 ◽  
Vol 29 (6) ◽  
pp. 643-655
Author(s):  
Tomislav Mihetec ◽  
Andrija Vidović ◽  
Zvonimir Rezo
Keyword(s):  
Central Europe ◽  
Traffic Management ◽  
Service Providers ◽  
Research Programme ◽  
Air Traffic Management ◽  
Block Level ◽  
Definition Of ◽  
Navigation Service ◽  
Collaborative Implementation ◽  
Regional Grouping

Implementation of Air Traffic Management (ATM) MasterPlan-defined projects represents a prerequisite for thesuccessful implementation of the Single European Sky initiativedefined by the European Commission in 2004. Theimplementation of ATM-related projects is currently under the responsibility of the Single European Sky Research Programme Deployment Manager. While the definition of projects is being performed at the European Network level, theimplementation is performed through sub-regional grouping of Air Navigation Service Providers in a form of Functional Airspace Blocks. This paper analyses the level of implementation of ATM-related projects in the Functional Airspace Block Central Europe and their relation to other Functional Airspace Blocks defined in Europe. From this paper it is obvious that even though the planning of Single European Sky projects is based on the collaborative implementation of Functional Airspace Block level, the real implementation is fragmented and based on national levels.

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