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between the systems, and highlighting
how the harmonisation and interoperability
efforts will benefit the global community.
This process should be opened to
other countries and regions of the world.
揥e agreed this is something we need to
do and another high-level meeting will be
held pre-ATCA in November,?McMillan
said. 揟his is real progress. We need to
get used to talking to each other about
these issues.?
Acting FAA Administrator Robert Sturgell
told the Montreal forum that 搒eamlessly
weaving?together NextGen and SESAR
was 揼oing to be a heavy lift, no doubt
about it. Consistency will be key. So will
focus匱his will create challenges.?He
said: 揊or years, we抳e viewed the creation
of these two massive programmes in
terms of who gets there first?NextGen
and SESAR need to be developed in a
true spirit of cooperation and trust. There抯
enough work and hard decisions to make,
so let抯 揹ivvy?up the pot.?
The FAA already maintains a representative
in Europe and EUROCONTROL
has a representative working in the FAA
offices in Washington. A Memorandum
of Understanding was signed with the
European Commission in 2006, described
by Sturgell as 揳 clear statement of intent
by both Europe and the US to harmonise
our ATM systems of the future.?
A year later, in 2007, the Atlantic
Interoperability Initiative to Reduce
Emissions (AIRE) programme was
launched to accelerate the development
and implementation of oceanic procedures
that help reduce emissions and
noise. Flight trials in 2008 are testing new
capabilities for airport surface operations,
tailored arrivals and trans-oceanic
flights, and in 2009, the AIRE programme
will focus on expanding the partnership
to include additional U.S. and European
stakeholders.
Elsewhere, the FAA has formed a similar
working agreement with Airservices
Australia and Airways New Zealand. The
Asia and South Pacific Initiative to Reduce
Emissions (ASPIRE) will support new air
navigation technologies and procedures in
the Pacific Oceanic environment to reduce
fuel burn and carbon dioxide emissions.
McMillan acknowledged that work in other
parts of the world should be taken into
account to ensure global interoperability.
揑n fact, seamless is a better word than
interoperable. That is what the airspace
users would like to see. They want to
be able to procure an aircraft safe in
the knowledge that they can deploy it
anywhere in the world. They want an
avionics suite that is compatible for global
operations: the days of different avionics
for different regions are at an end. And a
seamless global system is in reality what
we are all aiming to achieve,?he said.
However, he pointed out that: 揇ifferent
regions need different solutions at
different times, so we must ensure we do
not design solutions that are not globally
compatible. We need to design something
that can be adaptable.?
There is general agreement that SESAR
and NextGen can and should provide
the blueprint for a global system. They
are 搕he two leading projects in the
world, ?according to Redeborn, who
pointed out that many other States have
indicated they would be happy to follow
the US/European lead, often because
they do not have the resources either in
terms of expertise or funding to invest in
such comprehensive programmes themselves.
However, Redeborn stressed
that ICAO was the appropriate platform
揵ecause it is the only truly global forum
for aviation.?
揟he best way to address this would be
for ICAO to align its work programme with
NextGen and SESAR,?said Redeborn.
However, the ICAO process is acknowledged
to be cumbersome and in many
respects not designed for this purpose.
As a result, ICAO is considering how
the process could be accelerated and
improved by outsourcing technical
specifications to accredited organisations,
such as EUROCAE1 in Europe and
RTCA2 in the US, that already do this
work at a national and/or regional level.
ICAO would still be responsible for developing,
agreeing, and enforcing standards,
but the detailed documentation would be
completed by organisations with specific
expertise in this field.
揋lobal interoperability will not happen
without ICAO, but they do not currently
have the resources to handle the workload
in a timely manner,?said Redeborn.
揟hat needs to be addressed. And we
fundamentally need a coordinated road
map for deployment: otherwise it won抰
　
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本文鏈接地址：Skyway Magazine Autumn 2008(15)