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packages now in preparation. “We’re discussing
things like the practicability of Link 16 for
flight trials,” Billard comments. “The emerging
timetable of the SESAR Joint Undertaking
suggests that all this work will need to
be completed by around 2015.”
Validating LARA
In the meantime, EUROCONTROL has
backed a demonstration programme
designed to validate the concepts underlying
a future local and sub-regional airspace
management (LARA) support system and is
now finalising a prototype with the support
of a number of air forces and national air
navigation service providers. It will address
the practical issues associated with the
exchange of flight-planning information
between civil and military.
“What we learn will help us to specify
the planning systems that will be used to
support 4D trajectories in the future,” says
Billard. “The specification for a definitive
LARA support system will be mature in a
year or two – we expect it to make a real
contribution, not only to civil-military
integration under SESAR, but also to
current operations within the existing
infrastructure.”
Civil-military cooperation in European
air traffic management has come a long
way in the last few decades. Not so long
ago the air forces stood apart, claiming
large expanses of airspace for their own
exclusive use. Now there is every prospect
that, despite their very different operational
constraints, they will take their place as full
and equal partners in the single European
sky of the future.
􀀗 􀀼􀁌􀁉􀁆􀀺􀁆􀁅􀁋􀁉􀁆􀁃􀀗􀁘􀁫􀀗􀀬􀀧 􀀨􀀪􀀨
depending on how you view and analyse
its contents.
When seen through the lens of EUROCONTROL’s
PAGODA tool, it is possible to estimate
the amount of fuel that has been burnt
by the airlines and the resulting greenhouse
gases that have been emitted. This historical
traffi c overview has a number of benefi ts,
not least of which is that it can be used to
assist the implementation of the European
Union’s Emissions Trading Scheme (EU ETS),
which is set to cover aviation from 2012 onwards
and, when developed further, could
certainly support stakeholders in dealing
with the compliance aspects of the scheme.
Although, as Andrew Watt, EUROCONTROL’s
environment unit manager, points out, EU
ONLY BY HAVING a view of the big picture
is it possible to take the thousands of small
steps that can consequently create a signifi -
cant advance. As far as European aviation is
concerned, the sole organisation that has
been building up this picture across the
continent is EUROCONTROL.
For over a decade, Europe’s Air Traffi c
Management (ATM) coordinator has been
keeping data on every fl ight for which it has
a remit to cover. The result is the pan-European
Repository of Information Supporting
the Management of EATM data warehouse.
Originally set up with a focus on capacity
and delay, the data archive has evolved
into one of the most powerful and fl exible
aviation tools, with a range of capabilities
Reducing aviation’s
carbon footprint
􀀨􀀪􀀩 􀀼􀁌􀁉􀁆􀀺􀁆􀁅􀁋􀁉􀁆􀁃􀀗􀁘􀁫􀀗􀀬􀀧 􀀗
􀀴􀁄􀁁􀀾􀀲􀀾􀀽􀁃􀁁􀀾􀀻􀀁􀁃􀀾􀀳􀀰􀁈􀀩􀀁􀁂􀁄􀁂􀁃􀀰􀀸􀀽􀀰􀀱􀀻􀀴􀀁􀀰􀁅􀀸􀀰􀁃􀀸􀀾􀀽
a more environmentally friendly air transport
system relating to an aircraft’s main impacts
on the environment – namely emissions,
noise and air quality. Three key tools in the
box – the Advanced Emissions Model, the
STAPES regional noise calculator and the
Airport Local Air Quality Studies model – were
all extensively stress-tested in 2008-2009 by
the International Civil Aviation Organization’s
infl uential Committee on Aviation Environmental
Protection and found to be “fi t for
purpose”. For Watt, this was a very signifi cant
event as it is one of the cornerstones for
the Agency’s future assistance with assessing
　
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