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of the first package of the Single European
Sky (SES) Regulations in 2004, a
number of fundamental changes have
been achieved.
The first SES package laid down the
basic legal framework at Community
level for improving the capacity of the
European ATM system by reducing
fragmentation, while at the same time
retaining the traditionally high safety
levels in ATM.
As a result, in the last few years, several
important principles have been put in
place:
n The separation of supervisory authorities
from air navigation service
providers seems self-evident today,
but was almost unheard of in 2004.
It has guaranteed a level of independent
supervision resulting in
higher safety levels.
Daniel
Calleja
on safety and
human factors
Director Air Transport, DG MOVE,
European Commission
n The implementation of flexible use
of airspace has led to the military
and civilian parties’ cooperating to
plan their use of our common airspace.
n A common charging scheme
has provided airspace users with
transparency and protection from
abuse.
n A common European air traffic controller
licence ensures a standard
level of competence and facilitates
mobility.
n Common requirements for certification
of air navigation service providers
(ANSPs) ensure minimum
levels of safety, contingency and
service quality, thus also allowing
cross-border service provision.
Second SES pac kage:
a new beginin g
Whilst the first Single European Sky
package was an initial necessary step,
it was clearly not enough, as we are
confronted with new challenges. For
this reason, the second SES package
was developed, and it has been adopted
by the EU institutions in record time.
The new legislation which came into
force in November 2009 in fact introduces
some important features. These
include:
n a robust performance scheme,
enabling ANSPs to deliver performance
within a European framework;
n the creation of a network management
function for certain tasks
which are best guaranteed by an
impartial European body;
n a firm deadline for the implementation
of functional airspace blocks
by 2012, to bring new life to the first
initiative and ultimately deliver the
Single European Sky;
n reinforcing the safety dimension
by extending the responsibilities
of the European Aviation Safety
Agency (EASA) into the field of ATM
and aerodromes, thus ensuring that
ATM safety is not developed in isolation,
but as part of a overall system
approach covering all fields of
aviation.
The first SES package focused very
specifically on capacity, as this was the
most burning issue at the time it was
launched and adopted. However, experience
has shown that capacity cannot
be developed without also improving
technology, and the technological approach
needs to integrate all other relevant
aspects, namely safety, the environment
and airport capacity. Last, but
not least, all of these aspects are just
empty shells without the human factor
– the people behind the system.
Skyway 53 Spring 2010 37
The Commission therefore decided
that second SES package needed
to be based on the following five
pillars:
1. Performance-based ATM (performances
cheme with binding targets,
performance based regulations,
etc.).
2. Technology (SESAR).
3. Safety (EASA).
4. Capacity (linked to the above,
but also involving airport capacity
as today’s biggest bottleneck).
5. The human factor,
which brings all the
above together, as the
overriding element for change.
dressed in the legislation and understand
the reasons behind those
changes, will they be prepared to
work much more effectively towards
a common goal.
This point had already been realised,
with the inclusion in the first
SES package of social dialogue and
the extensive consultation arrangements
incorporated in the EUROCONTROL
mandates and the Industry
Consultation Body (ICB) in the
development of new legislation. This
approach will be taken even
further in the second package,
with the EASA rulemaking
process also
bringing in a much
more transparent ruledrafting
procedure.
This will ensure that
the stakeholders are not
only heard in the drafting
process but also actually
participate in it. Ensuring effective
interaction between EASA and EUROCONTROL
　
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