More than 5,200 attendees help make World ATM Congress a Success World ATM Congress professionals filled the city of Madrid to discuss global collaboration in air traffic and new developments in ATM and aviation technology. The Conference Programme welcomed more than 350 delegates. CEOs, air traffic specialists and controllers, aviation manufacturers and suppliers, and technical students were all in attendance at the event organised by the Civil Air Navigation Services Organisation (CANSO) in association with the Air Traffic Control Association (ATCA). The event was a success on multiple levels – read the stats in the World ATM Congress wrap-up infographic to see who came, where they traveled from, and what they wanted to learn. FRESH CONTENT Coverage of Presentation Theatres from Thursday at World ATM Congress PHOTOS AND VIDEO A visual look back at the people, exhibits, and topics that shaped World ATM Congress. RECAP OF THE CONFERENCE Top stories and quotable moments from Tuesday and Wednesday’s Conference Programme. SPONSOR RECOGNITION A special thanks to the companies that made World ATM Congress happen. PRESS ROUND-UP What our Media Partners had to say about the event. Show in Review See it all at www.worldatmcongress.org Event Highlights
Transcript
More than 5,200 attendees help
make World ATM Congress a
SuccessWorld ATM Congress professionals filled the city of Madrid to discuss global collaboration in air traffic and new developments in ATM and aviation technology. The Conference Programme welcomed more than 350 delegates. CEOs, air traffic specialists and controllers, aviation manufacturers and suppliers, and technical students were all in attendance at the event organised by the Civil Air Navigation Services Organisation (CANSO) in association with the Air Traffic Control Association (ATCA).
The event was a success on multiple levels – read the stats in the World ATM Congress wrap-up infographic to see who came, where they traveled from, and what they wanted to learn.
FrESh CONTENTCoverage of Presentation Theatres from Thursday at World ATM Congress
PhOTOS ANd vidEO A visual look back at the people, exhibits, and topics that shaped World ATM Congress.
rECAP OF ThE CONFErENCETop stories and quotable moments from Tuesday and Wednesday’s Conference Programme.
SPONSOr rECOgNiTiONA special thanks to the companies that made World ATM Congress happen.
PrESS rOuNd-uPWhat our Media Partners had to say about the event.
We did it! After two years in the making, CANSO, the Civil Air Navigation Services Organisation, and ATCA, the Air
Traffic Control Association, brought together the world’s ANSPs, the most influential ATC experts, and leading
product developers for the largest international exhibition and forum on air traffic management. We couldn’t have
done it without you.
CONFErENCE PrOgrAMME PrESENTATiONS
if you missed the Conference Programme, or want to review speeches and presentations, all content is posted
online for download at www.worldatmcongress.org/Conference.
Click on each individual’s photo below to download their speech or presentation in PdF format.
Thanks to Our SupportersiNduSTry PArTNErS AddiTiONAL SPONSOrS
representatives from academia and industry joined together Thursday, 14 February to discuss how they can work better in unison.
From an industry standpoint, “We consider academic and industry collaboration essential for state-of-the-art technology. But the collaboration is effective only if it exists in continuity and we trust each other,” said Javier ruano, director of ATM, indra.
indra has more than 3,000 engineers in its aeronautical division, focusing on air traffic management, aircraft and air traffic control simulation, and defence and space avionics. The company works with academia on more than 100 joint research and development projects. it has 124 agreements with universities, funds and chairs 14 different subjects in technical universities, and collaborates with 15 research centers, ruano said.
But despite this robust partnership, indra sees gaps in the alignment of student training and industry requirements. The company has to train new engineers for six to twelve months before they achieve optimal productivity, ruano said.
Olaf heinzinger, senior manager of intelligent systems, EAdS innovation Works, said it’s important to remember that academia and industry need to work together to provide services to operators. “We must not forget operators because they are the end users and the most important players,” he said.
industry expects graduates to have top scientific education and application orientation; preparation and motivation for the industrial environment; and new ideas, technologies, methods, and inventions, heinzinger said. But industry needs are not always reflected in curricula, he said.
graduates can have a very wide horizon and weak specialist capabilities, or vice versa, he said. They can also have an industry focus but not be very creative and innovative, or have a pure academic focus in which they are inventive but not product-minded.
“We are not always getting the most of the people who can increase industrial quality to its best,” heinzinger said.
Solutions include early contact between industry and academia, but with some ground rules: industry may set the context of curricula, but not dictate how it’s taught. however, it could offer insight in later methodology, heinzinger said. There could also be aligned or even joint education programs, joint research involving students, industry-driven bachelor’s and master’s degree theses, and embedded Ph.d. programs in an industrial setting.
Chip Meserole, director of Advanced ATM, The Boeing Company, said $1.2 trillion a year is spent on technology development worldwide, making collaboration with research universities important. Spending is growing because technology is the way to increase productivity, and productivity encourages economic growth, he said.
Boeing has six research and technology centers in Europe, Asia, Australia, and South America in which universities are key partners. For instance, Meserole said a project with the university of Warsaw is exploring optimized profile concepts into the Los Angeles airport.
From the academic standpoint, industry needs to know some key facts, said Philippe Palanque, head of the interactive critical systems research team, institut de recherche en informatique de Toulouse, university of Toulouse. Academics have no interest in money or else they’d be working in industry, he said, and they don’t like to manage people. But they do want recognition from their peers, which can be accomplished through research partnerships with industry.
Palanque said industry can help bridge the gap with academia by avoiding looking at universities as if they were companies, and integrating research and teaching into partnerships.
[Theatre highLighTS] Thought Leaders Pose Solutions on industry-Academic CollaborationsDon’t miss a thing.
Platinum Sponsors
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What will air traffic management look like in 2033? A diverse group of industry executives answered that question during a World ATM Conference session moderated by Neil Planzer, vP, Air Traffic Management, Boeing, Chairman-Elect at ATCA and Executive Board Member at CANSO.
Ed Sims, CEO, Airways New Zealand, started the session with a question of his own: “Are we the best people to provide the right picture of 2033? By that stage, some of us may have lost our jobs; some of us may not be able to chew our own food.”
The people who should really be asked are members of what Sims calls the FuBu—for us, by us—generation. he showed an amusing video in which children dressed as air traffic controllers, pilots and other aviation workers envisioned a 2033 airspace filled with value, direct involvement, and fast action.
“The technology created today will give the FuBu generation the ability to seize the controls,” Sims said. “it’s called succession planning, and i’m hugely excited about it.” Sims imagines changes so radical that by 2033, “FuBus will probably talk about air traffic controllers as we talk about milkmen today.”
Klaus-dieter Scheurle, Chairman and CEO, dFS deutsche Flugsicherung gmbh, took a more measured approach. Noting the aviation industry is not quick to adopt new technologies and practices, he predicted that goals like a single air navigation service provider (ANSP) and regulator in Europe are unlikely to happen by 2033.
Changes he did envision are that each aircraft will be assigned one controller so there would be no need to have sectors, advanced data communication will make air traffic control easier and safer, and new technology will build architecture for information technology services that could be centralised and used by specialized providers.
ramón Tarrech, ATM vice President, indra Sistemas, predicted that through centers, towers and interopability, “we will be able to deliver services directly to people in the right way in 20 years.”
Marc hamy, Chief Operating Officer, Airbus ProSky, posed five simple questions: • Which aircraft will fly in 2033? The aircraft being produced now, he said. “That doesn’t mean there will be no innovation because all aircraft are very innovative, and we will be able to add technologies such as AdS-B out and AdS-B in.”
• how will these aircraft fly? hamy envisions the same level of flight, but with better efficiency, including better trajectory, no or few delays and less pure fuel burn.• What can we expect from the new technologies? Predictability of trajectory and schedule, which will be very useful for the ATM system. Shared vision of traffic between the pilot and controller will give more flexibility to systems and make them more resilient. • how will pilots and controllers work together? “i think there will still be pilots and controllers who are doing the same or similar job as now, but with more collaboration and less communication,” hamy said. • What will be the benefits for passengers? improved safety, fewer delays, shorter flights, and most importantly, pleasant, quiet, comfortable flights. A more predictable system will reduce bad experiences, he said.
Todd donovan, President and CEO, Thales ATM, said in 2033, safety will be better although “fundamentally, i don’t see radical changes on the horizon in the way we adopt safety procedures.”
An example is automatic dependent surveillance-broadcast (AdS-B). it was conceptualized in the ‘70s, underwent trials in the early ‘90s and “now we’re seeing it coming into operational services,” donovan said. “We have a pace of a two-decade time frame from going from a tangible, operational concept phase to where we’re comfortably applying it.”
donovan also predicts much greater diversity in types of aircraft, from unmanned vehicles to supersonic business jets. But this “mass customization needs to be supported by a much more dynamic system that requires very tight integration between all of the different stakeholders,” he said. “The only way i think you get there is by increasing the level of automation and tools that support this to aid humans to do the best optimization possible.”
[Theatre highLighTS] The Future of ATM in 20 years
The panel answered questions from Planzer and the audience, including:
What is the biggest obstacle in improving the capacity – not the efficiency – of the system?Scheurle: you must keep the workforce motivated. They have to be convinced about the value of the change.Sims: ATM modernization and investment has to operate at the same level or slightly ahead of aircraft technology.
Too many businesses are protected from competitive forces. Low-cost carriers and secondary airports provided competition for airlines and airports; ATMs are next. donovan: There isn’t a capacity problem. Systems like hub and spoke models affect capacity because of how they choose to operate, but there are very few places where we truly have a situation where the amount of pavement we have is not legitimate to handle the capacity that is needed there. The solution to overcapacity at certain times may be
for providers to offer incentives for passengers to fly when capacity is underused: takeoffs at midnight would be 50 percent cheaper than those at 5 p.m.What is the biggest inhibitor to a revolutionized system between now and 2033?donovan: regulatory policy. if we freed up more competition across all segments, i think market forces would allow the services that people want.hamy: Slow data link implementation. When it is fully
operable, it will offer huge benefits in capacity, flexibility and safety.Scheurle: Lack of common understanding among all parties involved about each other’s needs.Tarrech: We don’t need to revolutionize; we need to evolve from what we’ve set for ourselves.Sims: We must get rid of the political complexity that has created a mindless bureaucracy that inhibits a dynamic industry.
Panel Q&A
Planzer
Scheurle
Photo & video Special:A visual Look at World ATM
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6–8 MAy 2013 CANSO Asia-Pacific Conferencehosted by PT Angkasa Pura iiJakarta, indonesiawww.canso.org/Events
21–23 MAy 2013ATCA/FAA/NASA Technical SymposiumAtlantic City, New Jersey, uSAwww.atca.org/TechSymposium
14 JuNE 2013CANSO Latin America & Caribbean Conference hosted by dC-ANSPWillemstad, Curaçaowww.canso.org/LACconference2013
15–18 JuNE 2013CANSO global ATM Summit & 17th AgM hosted by dC-ANSPWillemstad, Curaçaowww.canso.org/AgM2013
20 JuNE 2013ATCA’s Aviation Cyber Security dayWashington, dC, uSAwww.atca.org/Cyber
16–18 SEPTEMBEr 2013CANSO Middle East Conferencehosted by CArCAmman, Jordanwww.canso.org/Events
20–23 OCTOBEr 2013ATCA 58th Annual Conference & ExpositionWashington, dC, uSAwww.atca.org/58Annual
ArguS 3d (Air guidance and Surveillance 3d) is an exciting innovation in the radar technology arena. After presentations on the status of this new technology at World ATM 2013, a pair of potential users gave an outside perspective on the applications for ArguS 3d.
Lt. gen. Pietro Finocchio, president, Armed Forces Communications and Electronics Association (AFCEA), said civil and military air traffic controllers generally use the same instruments to control the airspace: primary and secondary surveillance radar, and radio communication systems. That’s because prior to the terrorist attacks of 2001, the enemy came from outside a country.
Post-9/11, the enemy is more likely to be inside a country. As a result, there is more opportunity for innovative sensors for air surveillance, like passive and/or biastatic radar, Finocchio said. These sensors can complement traditional defence systems to extend coverage and improve surveillance. They can also be expanded to maritime surveillance.
ignacio San Millan, head of security, European defence Agency (EdA), discussed how ArguS will interact with SESAr. Surveillance systems like ArguS are a key enabler of the SESAr future operational concept, he said. They are expected to be leaner and more efficient in the future.
Automatic dependent surveillance-broadcast (AdS-B) and wide area multilateration (WAM) have reached maturity, so multi-static primary surveillance radar (MSPSr) and hybrid surveillance will likely be the future for both civil and military aviation, Millan said. But, he added, they have to be deployed in coordination to avoid duplication of efforts.
Main drivers for change in the surveillance infrastructure include spectrum congestion; the need for improved detection of targets like low-flying aircraft, unmanned aircraft systems and wind turbines; introduction of remote-piloted aircrafts; need for global interoperability; and improved civil-military cooperation.
EdA’s chief objective is to raise awareness of the Single European Sky and SESAr in the military community, Millan said, noting that “defence coordination is very important because no member state wants to lose control of its defence.”
EdA has several projects underway that are related at different levels to ArguS 3d: Joint investment Program on innovative Concepts and Emerging Technologies’ advanced passenger information system (JiP-iCET APiS), FArAdAyS, signal processing for enhanced radar imaging (SPEri), and signal processing for radar and EW systems (SPrEWS).
“Non-cooperative target recognition is a very complex issue, so it is very interesting what is being developed,” Millan said.
[Theatre highLighTS] The Many Applications of Argus3d
gOLd MEdiA PArTNErSAir Traffic Technology internationalFuture Airportinternational Airport reviewAvionics intelligenceAvionics
SiLvEr MEdiA PArTNErSAir Traffic ManagementAirport SuppliersAirport TechnologyATC Network
OFFiCiAL MAgAZiNE OF WOrLd ATM CONgrESSSihS Jane’s Airport review
Thanks to Our Media Partners
Extra! Extra!World ATM Congress in the News
What ’s Ahead:2013 industry Events
6 | you helped Make World ATM a Success. There’s Stil l More to See. 4 – 6 March 2014.| 7
M A d r i d
There’s still more to see.
We’ll be back in 2014.
4–6 March 2014 Madrid, Spain www.worldatmcongress.orgMore information at www.worldatmcongress.org
