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the implementation of SESAR during the 2014-20
deployment phase.
The definition phase involves six ‘milestones and
deliverables’, the first of which – assessment of the current
situation – was presented to stakeholders in Geneva
(Switzerland) in September 2006. By March 2008 each
milestone should have been ‘delivered’.
Miaillier says that ATM represents a small fraction of the
overall economic value generated by aviation. “If it cannot
respond to challenges, the whole economy would be
penalised.” In the same way that safety is expensive but not
so costly as an accident, so the perceived cost of enhanced
ATM is less than the expense of a system not optimally
developed to meet requirements.
The institutional and regulatory context for ATM also needs
to evolve, according to Miaillier. “While, mainly because of
safety and the international interoperability needs, there is a
need for regulation, the current mechanisms are not fully
supportive. There needs to be a balance with, for example,
the ability to introduce innovation more quickly.” It is also
important that these aspects are addressed simultaneously
with operational and technical issues, rather than too late or
in a way that hinders progress.
On the question of efficiency and safety, Miaillier says that a
number of ideas on how improvements can be achieved
remain to be validated. Some current inefficiency relates to
organisational aspects of service provision rather than
operational concepts. “Safety gains must go in line with (or
even anticipate) capacity and other improvements of
performance.” As a consortium partner, AEA sees SESAR as
“one of the hopes to ‘deliver’ a technical ‘solution’. We are
doing our utmost to ensure that it delivers what we want.”
This article was commissioned by EUROCONTROL.
The perceived cost
of enhanced ATM is
less than the expense
of a system not
optimally developed
to meet requirements
© Cyprus Airways
ATM: THE CHALLENGE OF GROWTH
84
EUROPEAN AIRLINES’
EXTERNAL RELATIONS
European airlines’ relationships with the US are a vital driver for change in the industry.
Martin Todd looks at the key areas where new ways of doing business are being thrashed out
85
xternal relations are of increasing importance to the
Association of European Airlines (AEA), as the global
nature of the airlines industry becomes more and more
evident. This, plus the AEA’s commitment to market
liberalisation, has led to a sharper focus on external relations,
as the body supports moves to multilateral rather than bilateral
regulatory and legal frameworks. And at the heart of the AEA’s
external relations efforts is its relationship with the United
States of America and its attempts to resolve various
regulatory and structural issues facing the airline industry.
According to the AEA’s Manager Information, David
Henderson: “At present, US airline carriers have much greater
access to the European Union market than EU carriers have to
the US market. This is one crucial issue we are trying to
resolve. The AEA strongly believes in extending access to the
European Union single market and is committed to seeing
much greater liberalisation in the way the world’s airline
carriers conduct business. We are seeking to expand market
liberalisation and free trade,” confirms Henderson. “Essentially,
what we are advocating is open skies with no protectionist
restrictions,” he continues.
Key to implementing such an approach is the airline
association’s promotion of an Open Aviation Area. This
concept emerged in the 1990s and essentially is in support of
free market access, liberalised airline ownership, strong market
competitiveness and consumer choice. Although the US and
European markets are seen as having much in common in
terms of encouraging consumer choice and competition, it is
where they differ that agreement has proved difficult to reach.
E
Airline ownership regulations and legislation continue to be an
area where much disagreement remains.
In the US, the regulatory framework states that 75 per cent
of an airline’s voting stock must be owned by US citizens and
67 per cent of management positions should also be occupied
by US citizens. In the EU, majority ownership of 51 per cent is
the limit of ownership control. European organisations such as
AEA are adamant that this imbalance in market access has to
be addressed. One seasoned European observer notes: “The
　
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