Category Archives: Articles

Canard Drones – Beyond a disruptive platform for safety

In June 2015, I received a call from a friend of mine and started to ask me questions about who should be interested in my spanish contacts about Safety operations, I vaguely remembered to give tow or three names well-known in our sector not helping too much to my friend, but my friend never asks without a clever reason, never, so I asked him, why? He told me “maybe you would like to meet a person and speak about his project and you could post an article in your website”. This kind of offer I never deny, so he introduced us in a simple email. We met for lunch some days after.

Canard Drones' Logo

Canard Drones’ Logo

On the use of beacons at airports. A Star Wars Tribute.


On march, 2015 I attended to the Passenger Terminal Expo (PTE2015), and one the topics involved across all the thematics tracks was the beacons. Read about this and PTE2015 here: On depersonalizing the Passenger Experience –  A  PTE2015 summing-up. So, I wanted to test this technology, interact with it for creating a simple iOS application with a little basic functionality, and I also tried to reuse the DCS iPad App for getting some benefit. Let’s see what is this technology, why is so simple and powerful, why it is hot, etc. I put some photograms, with its original dialogues, of the Star Wars – Episode IV, this movie has some scenes that makes me think about some similarities with this specific beacon world, or I’ve just simply found an excuse for combining both worlds, who knows? :)

Be the beacon signal be with you. Credit: Disney (LucasFilms)

Be the beacon signal be with you. Credit: Disney (LucasFilms)

Air talk with Antonio Castro CEO of MASDIMA. Managing Airline Ops Disruptions


It is pleasure for me introducing you a person and his project, with other two mates, about the disruption management in airlines (and probably applied to other means of transport), it is a pleasure because this project borns from the university (or college) from the research activity.

Antonio Castro was born in 1965 in Porto, Portugal and studied at Porto Polytechnic Engineering Institute where he got his degree in Information Systems Engineering in 1997. In 2007 he got his Master Degree in Artificial Intelligence and Intelligent Systems from the Faculty of Engineering, University of Porto and the Ph.D. in Computer Engineering from the same institution in 2013. Additionally, he has a postgraduate course in Air Transport Operations from ISEC in 2008

Antonio works for TAP Portugal since 1990 and currently he is a Board Advisor for IT/IS projects and responsible for projects related with airline operations control.

Antonio is also Co-founder and CEO of MASDIMA ( a start-up company created together with two other colleagues, from the research made during his Ph.D. where a Multi-Agent System for Disruption Management applied to Airline Operations Control was proposed, that includes the passenger point of view in the Irregular Operations Management Process (IROPS)

Antonio Castro CEO MASDIMA

Antonio Castro. CEO of MASDIMA


On how planes are routed over the Atlantic Ocean


Some of my friends, family and colleagues ask me why a plane can be lost over the ocean without knowing its last position, as the Malaysia Airlines MH370 flight disaster. Looking for documentation, I’ve ran across with this great video by NATS, the British Air Navigation Service Provider company, that shows how the commercial flights are routed over the Atlantic Ocean without radar, one of the main problems that explains, to the date, how we do not know an aircraft position in real time over the ocean.

This video is very illustrative about how a flight is managed in a no radar environment scenario based in the Shanwick Oceanic Control Area (OCA) and neighborhood areas, tactical route planning, what systems support the process, air space capacity optimization, safety procedures, risks management, emergency what-if scenarios, ATC/ANSPs coordination, pilot/ATC communication, etc.

Credit: NATS

Credit: NATS

Aeriaa Airport Dashboard. Controlling airport facilities, Jetways

In the last post of the airport’s systems mock-ups, we created the first steps of a DCS system for our airport, after the AODB and BHS, now, we change the scope to the airport’s facilities, a little SCADA system for monitoring the airport’s jetways (also known as Boarding bridges, Jetties, Air Bridges) status on an iPad App, this system will be another event producer for the Dashboard, and itself is a nice tool for operations and maintenance departments. In the tech part of the article, we are going to show how reusability boosts a global architecture system’s plan. We are going to take advantage of previous Web Services we exposed, the integration with MongoDB collections, and the look&feel designed in web apps (AODB and BHS). But, we are going to introduce a new technology for the Web APP, AngularJS, a very interesting front end framework.

Jetways demo aeriaa

Jetway iPad app Monitoring Mock-up. Credit:



These are the features of our new airport’s system mock-up:

  • Show the status of the main jetways and stand modules. 
    • Docking Guidance System (DGS). This system helps the pilot for identifying its stand assigned and the correct aircraft’s alignment and final position on the stand. I also shows practical information data for the pilot as time milestones.

Visual Docking Guiding System in Action. Credit:

Visual Docking Guiding System in Action. Credit:

GDS showing TSAT time. Credit: Zurich Airport

DGS showing TSAT time. Credit: Zurich Airport

    • 400Hz: this system provides electrical energy to the aircraft when the engines and APU shut down, the frequency is due the size of the aircraft’s module, its size allow to be smaller and lighter.

Ground Power Unit providing energy

Ground Power Unit providing energy

    • Air Conditioning (AA): this system provides fresh conditioned air when the aircraft is stationed.

Air Conditioning provided to an aircraft. Credit:

Air Conditioning provided to an aircraft. Credit:

    • Signals simulator for triggering the events on-off of each subsystem.
  • Look up the flights assigned to each jetway.
  • In the next version these features are expected:
    • Provides information to the Airport’s Dashboard, about jetways availability and alerts for specific flights.
    • More integration with the AODB for the resource’s assignment and events that overcomes new estimated time to departure (ETA) due turnaround affections (TOBT) and in-off block expected times. (IBK/OBK). Enlazar con post de tiempos.
    • Integration with an airport’s maintenance system.

In this case, as DCS, we’ve chose again an iPad App for implementing the main functionalities mentioned above and a Web App for implementing the signals simulator for the DGS, 400Hz and AA modules, as well the main jetway’s general status/availability.

Jetways giving service to an A380. Credit:

Jetways giving service to an A380. Credit:



As my budget is “limited” for acquiring a full electric, modular and fieldbus components, connectors/actuators, etc. I developed a web app that throws the signals. The main use of this app is to change the values for each jetway, each of them, and its modules, is represented in a table’s row. let’s see the main interface.

Jetways Web App simulator.

Jetways Web App simulator. Credit:

When we change any value, the web app and the backend executes the next actions:

  • Call a Web Service and report the new value in real time.
  • The backend receives the data and insert directly in a real time database.
  • So the data is served in real time and the iPad App can have the data updated at any time.

Let’s see the meat of this (techie part of the article), as we said above, I developed the web app using AngularJS, a great frontend framework that gives me a perfect modularity for creating web components and the glue for combining them. So, when I changed a value this part of the web app (named controller) reacts to the change.

Changing values in the simulator. Credit:

Changing values in the simulator. Credit:

Toggle Button component. Credit:

Toggle Button component. Credit:

App directive for the Toggle Button. Credit:

App directive for the Toggle Button. Credit:

With this event we directly call the Web Service and pass the data.

Calling the Web Service for updating the jetway data. Credit:

Calling the Web Service for updating the jetway data. Credit:

In the backend, developed with NodeJS and reusing the previous code’s snippets of the AODB, BHS and DCS mockups, we are listening a new call with this data and insert it directly in a MongoDB collection.

Web Services defined in NodeJS Backend. Credit:

Web Services defined in NodeJS Backend. Credit:

Jetway data on MongoDB collection. Credit:

Jetway data on MongoDB collection. Credit:

And that’s all.


In this version, the app, retrieves information about the jetway’s status and the assigned flights to them. This how the app does it:

When the user clicks on any of the jetties, the app requests the info to a Web Service, in the same NodeJS’ backend where the simulator sends the data in real time. The data returned has the jetways status and the flights assigned to it.

When the user clicks on a jetway, the app request the data to the backend. Credit:

When the user clicks on a jetway, the app request the data to the backend. Credit:

Data returned after the user's action. Credit:

Data returned after the user’s action. Credit:


One video worths one thousand words. Enjoy the full demo in the following video, remember that aeriaA has a Youtube channel, please visit it and its playlists. Disclaimer: the app design is very alpha, do not complaint about it :)

For better visualization, please, maximize the video or visualize it at youtube. It also has nice music.

For more info:

Docking Guidance System explanation by Zurich Airport (PDF): Aircraft Docking Guidance System

Docking Guidance System at Wikipedia:

Please follow us at:

twitter. @aeriaablog

facebook: aeriaA at Facebook

LinkedIn: aeriaA at LinkedIn

Personal LinkedIn:

Youtube: aeriaA at Youtube.

On depersonalizing the Passenger Experience

Passenger Terminal Expo (PTE) 2015 took place on 10-12 March in Paris, this year I had the privilege of attending to PTE. One of the topic conference’s mainstream was Customer Service & Passenger Experience. The several visions and approaches I’ve seen, from the airport industry, will guide the following post’s content.

On Passenger Terminal Expo 2015

One of my 2015′s resolutions is to deepen the contact with the aviation’s industry, specially airport’s industry. If you follow the website a bit, you may notice that I’m developing some airport systems mockups ( so as to showing some of the concepts I wrote here. During the last two years I’m following very close some of the new developments technologies, mobile and associates in particular, and trying to build some new ideas on them applied to airports and its related processes.


A new digital revolution is coming to the airport industry:

So, exciting times in this industry with a lot of challenges coming. So, this year a is good attending to Passenger Terminal Expo in Paris (PTE2015) should be a good thermometer of how all this changes are being applied and faced.

My interest in Passenger Terminal Expo is summarized in the 40 conferences I want to attend. All the conference’s track has a lot interesting topics, these are the relevant I want to cover for you:

  • The use of beacons.
  • The new trends in Airport Design.
  • The airport ownership and investments trends.
  • The PaxEx through the eFlow devices (eGates, Automated Border Controls, e…).
  • ICT applied to Retail.
  • New operations models, A-CDM, trajectory models, situational awareness.
  • Mobile.
  • Retail segmentation.
  • Airport projects in US, Middle East, Asia and North/South America.

At the exhibition area, more than 160 booths to visit. Three days full of interest and for capturing the essence of the opportunities that everyone should be benefited. I hope I can bring you interesting contents after the PTE2015.

If you are an exhibitor or a speaker and wanted to have a brief meeting, I would be delighted to learn from your value propositions. Contact me at or send me a DM to my twitter account @aeriaablog

See you in Paris!




On an Airport Dream

This post is unusual here, but it is the overcome of an IT project in Gran Canaria Airport’s north expansion. During June and July of 2014 I worked on the final systems testings and Commissioning of the North Expansion of Gran Canaria Airport (LPA), this project marked my 10th Airport’s new Terminal, or expansion, project of my career. So I decided to make a little movie about the beauty of our engineering job, having a new airport’s facility ready for operation is a great satisfaction. This movie was recorded in little rest times we had, with my iPhone 4S, improvising takes and using any architectural element as a tripod. Of course I would like to mention my mates in this project, Ángel, Roberto y Javi, and the amazing local IT staff, led by Julio, Víctor and Antonio.

In the recent years, this movie represents the third product of these years working on airport’s systems integration and Commissioning, the second one is my book edited by the company I work for, Isdefe, about the airport’s systems integration, airport’s processes, dashboards and complex events processing. You can see more about the book in this link, it is free downloadable. The third one, is the personal project I’m developing for showing the technologies and airport’s processes for building an Airport’s Dashboard, you can see the articles published about it in the following links. Airport’s Dashboard Project Articles and Project’s introduction.

You can also follow me at:

LinkedIn: Pedro García

Twitter: @aeriaablog

Facebook: aeriaA in Facebook

Youtube: aeriaA in Youtube

I hope you like the movie. (Turn on the HD on the lower right gear icon and watch it in full screen’s mode).


Other great movies:

On why we are #AvGeeks.

On why we are #AvGeeks Part II.

On why we are #AvGeeks Part III.


On the new Aeropuerto Internacional Ciudad de Mexico AICM


Absolutely inspired by the official’s video project of the new AICM, I remembered the project’s magnitudes of Adolfo Suarez-Madrid Barajas Terminal 4 and Terminal 4S building (opened in 2006) this is one of the projects that if you are lucky to be part of, as I was in MAD airport. You’ll be absolutely sure that your little humble contribution will be one of the highest milestone of your career. This is the opportunity for creating new ways of air transportation rules supported with new technologies and passenger-centered experience focus.

New AICM projected for 2018. Image Credit Foster+Partners

New AICM projected for 2018. Image Credit Foster+Partners

The measures

Foster + Partners, FR-EE (Fernando Romero Enterprise) and NACO (Netherlands Airport Consultants) has won the international competition to design Mexico City’s new international airport. It will have 555.000 square metres, it will be one of the world’s largest airports, starting with a single terminal, X-shaped as Mexico central letter, and 4 runways, prepared to have up to 6 runways. The opening is scheduled for 2018, when it will have capacity for 30 millions of passengers.

New AICM Terminal projected for 2018. Image Credit Foster+Partners

New AICM Terminal projected for 2018. Image Credit Foster+Partners

Will it be new technologies supporting and disrupting the previous state-of-the-art techs?

Related to IT issues, the architect says that all the services and pipeline will be under the terminal floor. The design and deployment of a wide IP network with this terminal shape is really a challenging project, the datacenters and systems that will operate and support all the airport processes should be aligned with the new design and a new way of airport’s operations. It should have three key objectives:

  • Satisfy the Passenger Experience, when will we have the good feeling of the airport experience? I’m not talking about shopping, I’m talking about the experience of fly and travel, no matter business or tourism, it is a paradox that one of the great enablers of the XX and XXI economic booster, aviation, it came one of the pains and stressful experience of any trip.
  • Set the roots of a real open data information for delivering inside and outside services that could be benefit all the society. There is always good words about the “social compromise” with the airport’s surroundings, the urban development, etc. Let’s include the new digital and disruptive society’s layer, which are changing the way we are structuring, give the opportunity of integrate information with open APIs. The society will find new ways of interaction with the airport and the airport itself should be benefit of it.
  • The airport as a Hub-Spoke data enabling the its main stakeholders operations (airlines, retail, public transportation, ATC, AOC, etc) and outside stakeholders as other networks airports, ATM/NMOC, Meteo, etc., etc. Projects as SESAR, NextGen, new XML languages as FIXM, AIXM, Digital NOTAMs, A-CDM, e-Everything, IATA’s PaxEx works, etc. should have an eye in this new airport as an inspiration and test some of their concepts, products and services in their long life they are facing.

The video

This is the promotional video about the project. I hope you like it and make you thought about the future of air transportation.


You can also follow me at:

Twitter @aeriaablog or

LinkedIn Personal profile

LinkedIn aeriaA Page


For more info:

Aeropuerto Internacional de Mexico



Fernando Romero Enterprises

Aeriaa Airport Dashboard. Creating the DCS (I)

In this article we are going to show you the first real combination of three airport systems, the AODB, the BHS and the Departure Control System (DCS). We built the first AODB and BHS functionalities in these articles AODB part I and BHS part I. First we’ll sum up the main functionalities of the AODB and BHS, then we’ll show the a few new functionalities on them for the DCS integration and finally we’ll show the DCS mockup developed for iOS platform in order to test new technologies and how they combine with the other we are using in these article’s series.

Boarding Card issued by our DCS mockup in iOS

Boarding Card issued by our DCS mockup in iOS

On the use of Google Glass in Pilot Training


On 5th of march 2014, the spanish Flight Training School Adventia European College of Aeronautics flew for the first time in aviation a flight with two pilots wearing Google Glasses. It is the first time of this kind of milestone. This flight has been scheduled for the Pilot Innovation Day and in the workshops “Innovation in the Cockpit” organized by Adventia (Salamanca University Partner). This experience takes part of the research in the application of electronic devices in the aircraft’s cabin, after several new devices analysis, Adventia chose Google Glass for researching its capabilities in the air navigation field so as to improve the training quality of the future pilots.

Google Glass is a wearable device that has a camera, GPS, bluetooth, microphone and a little screen, this device can inform the user in real time issues.

Google Glass in Aviation Training

Google Glass in Aviation Training

Aeriaa Airport Dashboard. Creating the BHS (I)

In the previous article we started to develop the basic airport’s systems four our Airport Dashboard’s Project, the AODB mock-up, in this article we are going to build another airport’s system mock-up that has a relationship with the AODB, the Baggage Handling System (BHS), not the physical system but the Sort Allocation Computer (SAC). Please see this article for a introduction of the AODB & BHS relationship. To sum up, the BHS has the following main features.

  • Transport, classify and deliver each baggage to its destination carrousel (departure and arrival flights).
  • Process the baggages in the integrated security subsystem. As X-Ray machines that look for hazardous substances, material, drugs, explosives, etc.
  • Store the baggages for early check-in flights.

What data do we want from BHS to our Dashboard?

  • General process status and metrics. Bags per hour, first bag delivery time, luggage events per flight, bad reading tag ratio, system status, percentage of manual sorting in comparison to automatic sorting, percentage of bags that are wrongly sorted by the system (sent to a wrong carrousel), average time and standard deviation regarding the time to be sorted by the BHS, etc. Thanks Pablo Roux for some KPI’s suggestions.

What data does the BHS (SAC) need from the AODB?

  • The flights scheduled for a time period (day, week, etc.). Where are they planned to be parked.
  • Any flight’s relevant updating in real time, any new estimated time of arrival or departure (ETA, ETD), cancellation, stand reassignment, etc.

Are there other systems closely related to BHS?

  • Yes, the Airlines Departure Control Systems from the BHS will be notified about the baggage checked, through SITA. (see the article mentioned before)


Baggage Handling System Blueprint

Baggage Handling System Blueprint

On the potential of Biofuels


It is a pleasure to welcome the first external collaborator of Rui Carapeto, economist, university professor and independent consultant. He is also an Ultralight aircraft pilot. As Rui, if you want to send us articles related to aviation’s technologies, please send them to info [at]

Environmental issues have become a major topic of concern to the commercial aviation industry. Aviation is a global industry with global issues and challenges that require global solutions. The International Air Transport Association (IATA) estimates that commercial aviation will grow by 5% per year up to 2030, exceeding the expected efficiency gains in fuel consumption and operation of aircraft in approximately 3%. This means an increased growth of the carbon emissions resulting from the fuel consumption in aviation over the next two decades.

KLM Boeing 777 with Biofuel

KLM Boeing 777 with Biofuel

On Paper Technology and Boeing 777


“Where technology meets aviation.” This is the aeriaA’s motto, but not all the technologies are binary data, aerodynamics and fluid dynamics, electronic, etc. Across the mankind history every significant period had it revolutionary technologies, and once the paper was one of these advanced technologies. Before showing this outstanding project, on of the main reasons of writing this post is a comment I read about this project. “What a pity, so much ingenuity and time wasted for nothing” I tried to understand this comment and where was the wasting stuff. Where others see waste work I see talent, passion with a lot effort and meticulousness. Returning to the issue, this is about an impressive combination of the papyrus/parchment and a Wright Brother’s Flyer descendent technologies, a full Boeing 777 made of paper in 1:60 scale, but do not miss the view at the big plane, please see the details, details as mechanics on paper. After thinking how to focus this post, I thought, why not ask to the author? Here you have our conversation and the great pictures and videos he took.

Boeing 777 engine blades. Copyright Luca Iaconi-Stewart

Boeing 777 engine blades. Copyright Luca Iaconi-Stewart

Aeriaa Airport Dashboard. Creating the AODB (I)


Following the aeriaA Airport Dashboard Project series, in this post we will build a little Airport Operational DataBase (AODB) system for our Dashboard’s architecture. This post is mixed oriented, it is a  little introduction of an AODB and a little introduction of the technologies used for building it.

The AODB is one of the central part of the whole project. We simplified a lot the AODB’s features, it is not the intention to build a real one, these are the main features:

  • Manage the Departures Flights of our Aeriaa International Airport.  We can create, update and delete departures flights (We will develop the arrivals flight later).
  • The frontend is a website application. We’ll try in the the future a smartphone app (step by step).
  • The flight’s attributes at the first data model are (alphabetically ordered):
    • AOBT. Actual Off-Blocks Time. It is the time when the fight is ready, doors closed, jetway decoupled, and the towbear available for the push-back.
    • ASAT. Actual Start-Up Approval Time. It is the real time when the flight has the approval for start the engines.
    • Aircraft. The aircraft model.
    • Company. The airline company.
    • Counter. The designated counters for the flight.
    • Destination.
    • ETD. Estimated Time for Departure.
    • Flight. It is the fight’s code.
    • Gate. The gate assigned for the flight.
    • ICAO. Company’s ICAO code.
    • STD. Scheduled Time for Departure.
    • TOBT. Target Off-Block Time. It is the target time for the Off-Blocks Time (see AOBT)
    • TSAT. Target Start Up ApprovalTime. See ASAT.
  • We included some time’s milestones (TOBT, TSAT, AOBT, ASAT) related to A-CDM philosophy in order to approach the AODB to this new work collaboration paradigm. There just a few of the huge times complexity of A-CDM. You can find a big list of time milestones here
  • Billing the services provided by the airport or ground handler that the airline must pay. The services could be the push-back service, the jetways, follow me car, baggage handling, counters, etc.


Building our AODB System mock-up. Image Credit: Pedro Garcia

On Horizon2020 – Innovating aviation solutions


Next december the 18th the European Commission will present the Smart, Green and Integrated Transport programmes included in the new Horizon 2020 Framework Programme.

The Framework Programmes for Research and Technological Development, also called Framework Programmes or abbreviated FP1 through FP7, are funding programmes created by the European Union in order to support and encourage research in the European Research Area (ERA). The specific objectives and actions vary between funding periods. (Source: Wikipedia)

The Horizon 2020 programme is the financial instrument implementing the Innovation Union, aEurope 2020 flagship initiative aimed at securing Europe’s global competitiveness.

Running from 2014 to 2020 with a budget of just over €70 billion1, the EU’s new programme for research and innovation is part of the drive to create new growth and jobs in Europe.

Horizon 2020 provides major simplification through a single set of rules. It will combine all research and innovation funding currently provided through theFramework Programmes for Research and Technical Development, the innovation related activities of the Competitiveness and Innovation Framework Programme (CIP) and the European Institute of Innovation and Technology (EIT). (Source:

Image Credit: European Commission

Image Credit: European Commission

Some examples related to the 7th Framework Programme:

SWIM (System Wide Information Management) network for ATM: The next video shows the 2nd Master Class SWIM competition final event taken place las 21st of november. This is part of the 7th Framework Programme.

For more info:

CASCADE: ICT for energy efficient airports.

Air transportation is often associated with high energy consumption and greenhouse gas emissions. But not only the aircrafts, also are the airports responsible for a considerable amount of energy needs and CO2 emissions: the typical electricity consumption of an airport is 100 -300 GWh / year, which is as much as 30,000 to 100,000 households consume.

A significant part of the high energy consumption results from poor performance of  energy systems like chillers, heating and cooling circuits, air handling units and lighting systems. Currently operating Building Automation Systems (BAS) and Building Management Systems (BMS) have the capacity to integrate a lot of heterogeneous components, but in the majority of cases they are not designed to perform a detailed energy monitoring by detecting energy faults and system malfunctions leading to energy losses.

CASCADE Integrated Solution. Source:

CASCADE Integrated Solution. Source:


For more info visit 

TITAN Beyond A-CDM.Turnaround integration in trajectory and network.



At aeriaA we covered this project in the following interview (Airtalk to Steve Zerkowitz and Ana C.Saez) and with the free download of the project’s book:

For more info:

What’s new about aviation at Horizon 2020?

The continuation of the two biggest programmes is guaranteed, SESAR and Clean Sky, the main chapter where the aviation transportation is included is called Smart, Green and Integrated transport, let’s see some about these projects and chapters taking the information excerpts issued by the European Commission papers.

SMART, GREEN AND INTEGRATED TRANSPORT. (click here to see the EU paper)

Aviation, which comprises aeronautics and air transport, is vital for our society and economy It provides mobility to passengers and freight, establishing links between citizens and regions of Europe and beyond. Aviation generates around 2% of EU GDP and accounts for 3.7 million direct and indirect jobs.

The proposed Topics are in line with the Horizon 2020 Specific Programme and the Strategic Research and Innovation Agenda (SRIA) of the Advisory Council for Aviation Research and Innovation in Europe (ACARE):

  • Competitiveness of European Aviation through cost efficiency and innovation.
  • Enhancing the environmental performance of aviation
  • Seamless and customer oriented air mobility
  • Coordinated research and innovation actions targeting the highest levels of safety for European aviation

SESAR PROGRAMME. (click here to see the EU paper)

Image credit: SESAR JU

Image credit: SESAR JU

The Single European Sky Air Traffic Management Research (SESAR) Joint Undertaking (the SJU), a public private partnership established in 2007, is the implementation instrument for the technology pillar of the Single European Sky (SES) and, in this respect, is in charge of the SESAR project’s development phase, i.e. is the “guardian” and the executor of the European ATM Master Plan (ATM Master Plan).

The SJU is responsible for coordinating and managing the R&I activities of the SESAR project in accordance with the ATM Master Plan. It is also responsible for executing and maintaining the ATM Master Plan. The most recent version of the ATM Master Plan, approved in 2012, identifies the “Essential Operational Changes” that need to be implemented in three main steps to lead to the full deployment of the new SESAR concept by 2030:

  • Step 1 – time based operations – concentrates on unlocking latent capability particularly by improving information sharing to optimize network effects.
  • Step 2 – trajectory based operations – develops the System Wide Information Management (SWIM) and initial trajectory management concepts to increase efficiency.
  • Step 3 – performance based improvements – will introduce a full and integrated trajectory management with new separation modes to achieve the long term political goal of SES.The agreed and current work programme of the SJU covers Step 1 and, considering the maturity level of technology and operations, a large portion of Step 2 of the ATM Master Plan. In this respect, the SJU progress reports confirm that Step 1 and approximately 70% to 80% of Step 2 are expected to be delivered by the end of 2016. Moreover, although the current SJU work programme broadly covers the full R&I cycle, it mainly focusses on pre- industrial developments.

Next steps:

The deployment of the SESAR concept still requires coordinated development and validation activities to complete Step 2 and to fully address Step 3 of the ATM Master Plan.

Furthermore, now that the deployment process is about to be launched, the balance of resources allocated to the different phases of the R&I cycle could be reviewed to keep innovative ideas flowing in. In particular, more efforts could be put into exploratory research. Large scale demonstration activities focused on performance benefits, on conducting integrated and coordinated advanced validation and on demonstration activities showing readiness for deployment and for operational and/or technological transition will now be set up.

A future programme set from 2014 and operating for up to 10 years cannot be fixed once at the outset, provisions will need to be made to allow promising results from exploratory research to evolve in applied research, development and preparation for deployment thus accommodating an evolution of the topics contributing to the SES.

CLEAN SKY2 JOINT UNDERTAKING (click here to see the EU paper)

Image Credit: Clean Sky

Image Credit: Clean Sky

The Europe 2020 strategy sets out the EU’s commitment to reduce all greenhouse gas (GHG) emissions by 20% by 2020. The Transport White Paper ‘Roadmap to a Single European Transport Area — Towards a competitive and resource efficient transport system’ recognises that transport accounts for a large share of GHG emissions (~20%) and therefore proposes reducing transport GHG emissions by 60% between 1990 and 2050. Europe 2020 also calls for an ‘Innovation Union’ to tackle the societal challenges we face and the Horizon 2020 proposal includes the Smart, Green and Integrated Transport challenge aiming, among other things, to secure both resource-efficient transport that respects the environment and global leadership for the European transport industry. Finally, Europe 2020 also calls for action on sustainable growth and promotes a more resource-efficient, greener and competitive economy. At the same time, the current economic and financial crisis Europe is facing demands bold measures towards robust and sustainable growth.

Clean Sky contributes to this goal in Europe through advanced research and full-scale demonstration actions in green technology for air transport in line with the strategic research agenda identified, with the involvement of all public and private stakeholders and a time horizon that runs up to 2050.

This new proposal relates to a Joint Undertaking in the field of Aeronautics. It follows on from and partly builds up on the results obtained by the previous Clean Sky JTI in this area established in 2008 under the Seventh Framework Programme (FP7) and partly develops new technologies and research lines. This proposal is in line with the Commission Communication’ Public-private partnerships, in Horizon 2020: a powerful tool to deliver on innovation and growth in Europe’.


It is proposed that the new Clean Sky programme be implemented by continuing and building on the Clean Sky Joint Undertaking with the objective of improving the environmental impact of European aeronautical technologies and securing the future international competitiveness of the European aeronautical industry. The proposed initiative aims:

  1. To contribute to the finalisation of research activities initiated under European Commission Regulations establishing the Horizon 2020 Framework Programme, and in particular the Smart, Green and Integrated Transport Challenge under the Societal Challenges pillar.
  2. To contribute to the objectives of the Joint Technology Initiative on Clean Sky 2 , in particular to integrate, demonstrate and validate technologies capable of:
    • increasing aircraft fuel efficiency thus reducing CO2 emissions by 20 to 30 % compared to “state-of-the-art” aircraft entering into service as from 2014;
    • reducing aircraft NOx and noise emissions by 20 to 30 % compared to “state- of-the-art” aircraft entering into service as from 2014.

These objectives will be achieved for the benefit of Europe at large. Environmental benefits are transnational by nature and the economic spill-over of sector growth will affect the service community of the air transport sector (airlines, airports) as a whole.

Next steps:

Clean Sky has been successful in attracting extensive and wide-ranging participation by all key stakeholders, including a large number of SMEs. In the Clean Sky programme, 12 leaders (11 major industries and one research establishment), 74 associated members and more than 450 partners are working together in a number of technology domains to address the environmental objectives and to demonstrate and validate the required technological innovations in a commonly defined programme.

The proposal consists of a Council Regulation on Clean Sky 2 Joint Undertaking. The Clean Sky 2 Joint Undertaking was initially established by Council Regulation (EC) No 71/2008 of 20 December 2007, which is to be repealed with effect from 1 January 2014.

For more information:

Horizon 2020:


Celan Sky:


A rough guide to A-CDM

At aeriaA we are trying to address the A-CDM concept from several points of view, interviews at Meet the Expert’s Airtalks interviews (see the Airtalk with the authors of the TITAN Project book, and with Juergen Weder – Neuropie’s CEO), with the free book download of books (, or assisting to interesting events as the Data Science Workshop, etc. So, last week I had the opportunity of reading the first article of Kris de Bolle’s (thanks Kris) new series about A-CDM at the New Airport Insider website. This is the link to the article.

A Rough Guide to A-CDM

A Rough Guide to A-CDM