1, INTRODUCTION
The missions of air traffi c services consist in the safe, effective and economical ordering of the traffi c cir-culating in the airspace in which aircraft move si-multaneously, and providing the references pilots need, based on the different radio-electric systems enabling them to fi x their positions and follow sche-duled fl ight paths, The concept of air navigation is founded on these two main guidelines.
The functions entrusted to the Directorate of Air Navigation are defi ned by Aena’s articles of asso-ciation and they are as follows:
•
Ordering, directing, coordinating, operating, managing and administering the services of air traffi c, communications and aeronautical information, in addition to the infrastructu-res, facilities and communications networks of the air navigation system.•
Drafting and approving projects, and execu-ting and controlling investments.•
Evaluating needs and proposals for new in-frastructures.•
Participating in aeronautical education. The Directorate of Air Navigation plays a very ac-tive role in the diverse international programmes designed to standardize systems and unify airspa-ces, Particularly noteworthy are its participation in the European Single Sky Programme and its invol-vement in the European Region and the Canary Is-lands-South America corridor, As regards the Sin-gle European Sky, the Directorate is certifi ed as a provider of air navigation services in the airspace of national sovereignty and the internationally de-legated airspaces.These services are provided through fi ve regional air navigation directorates: Central-northern, Eas-tern, Canarian, Southern and Balearic, and their headquarters are respectively located in Madrid-Torrejon, Barcelona-Gava, Gran Canaria-Telde, Se-ville-San Pablo and Palma de Mallorca-Son Sant Joan.
«In the FIR Peninsula 1,75
million operations were
recorded and in the FIR/
ACC Canary Islands, there
were more than 280,000,»
The trends in air traffi c are demonstrated in the statistical data on the level of demand, which re-fer to the volume of air movements managed by the regional directorates, and taking into ac-count the fact that a unitary fl ight may give rise to various movements as it crosses the different divisions of the Spanish airspace, In 2009 lower demands led to an 8,74% reduction, with respect to 2008, as regards movements in the peninsular airspace (which includes the Balearic region), The-re weThe-re a total of 1,756,942 movements, wheThe-reas in the Canarian airspace there was a reduction of 13,43%, with a total of 282,495 movements.2, PROGRAMMES AND
ACTIONS
2,1 QUALITY AND ENVIRONMENTAL
MANAGEMENT SYSTEM
The Directorate of Air Navigation banks on a decided commitment to quality assurance, making this a main feature of its operating plan, A priority objective of Aena’s quality plan is to maintain the Quality Mana-gement System (QMS) of the Directorate of Air Navi-gation in accordance with the UNE-EN-ISO 9001:2000 standards and the environmental management system (EMS) in accordance with the UNE-EN-ISO 14001:2004 standards, Therefore, the main actions carried out in 2009 consisted in:
•
Implementation of the Environmental Mana-gement System (EMS) in accordance with the UNE-EN-ISO 14001:2004 standards, The Balearic DNRA obtained certifi cation as a result of the au-dit completed by Aenor in December of 2008 (the certifi cate was issued in 2009), Similarly, the cer-tifi cates of the Eastern Region, Canarian Region, Central-Northern Region and Southern Region and Central Air Navigation Services were renewed.•
The Directorate of Quality, Safety and Certifi cation of Air Navigation completed the development phase and began implementing the plan for integrating the Directorate of Air Navigation’s manage-ment, quality, safety and security systems.The objective of this plan is to ensure effective admi-nistration of the management systems, making them compatible with each other so that the DNA can esta-blish aligned objectives, with an overall view of them, and facilitate decision-making in the realms of quality, environment, safety and security.
2,2 SAFETY MANAGEMENT
SYSTEM (SMS)
Need for the ANSMS
The safety of air traffi c constitutes a key commitment for the national and international organizations in charge of regulating and managing the air navigation system as a whole, and it is the air navigation service’s reason for being, Therefore, the Air Navigation Safe-ty Management System (ANSMS) developed by Aena through the DNA complies with the set of common re-quirements established by the European Commission and the Spanish Aeronautical Authority (DGAC) and, specifi cally, it is founded on the following principles:
•
To grant the highest priority to safety in the provi-sion of air navigation services, over and above any other fi nancial, operational, social or environmen-tal criterion.•
To succeed in minimizing the air navigation system’s contribution to risk situations.•
To ensure a formal, explicit and proactive approach to systematic safety management.SAFETY
The Safety Management System having been put in place in 2006 in compliance with the requirements established in the standards for the provision of air navigation servi-ces (EC no, 550/2004) and the ministerial order of the DGAC on March 16th, 2006 regarding the attainment of certifi cation for providers of civil air navigation services in accordance with the European Single Sky rules, over the course of 2009 the following progress was made concer-ning safety:
•
Important progress was made pertaining to trai-ning, as the CBT safety course was given to 1,212 students, Diverse manuals on this subject arebeing produced and updated: drafting of the document on good practices regarding safe-ty information, revision of the manual on the emergency plan and drafting of the AN proto-col to put in place in the event that a serious accident or incident should occur.
•
To improve the means of raising awareness about safety, a new magazine was published, +Seguridad en Navegación Aérea (More Se-curity in Air Navigation), of which there were two editions made in 2009, A safety website was also developed, and its address is http:// safety,lean,na,aena,es/, It can be visited directly or through Internav (Air Navigation’s intranet).•
With regard to handling and assessment of safety incidents, the total number of internal notifications increased, The risk assessment and mitigation process is virtually consolidated, as the proper documentation for expediting it has been produced and the new coordination me-chanisms have been established.SECURITY
Among the Directorate of Air Navigation’s main missions is to ensure the protection of people, fa-cilities, technical means and data pertaining to AN, Therefore, the following steps were taken to im-prove the processes of security management:
•
Human Resources for security were optimized by installing security systems that reduce ex-penses of security personnel without jeopardi-zing the facilities, Specifically, in 2009 reduc-tions included: 1H9 in Menorca, 1H24 in Gran Canaria, 1H24 in Radar MGA of Malaga and 2H24 in the Southern Region ACC and C,R, el Judio.•
At the same time, detection systems were put in place, notably the implementation of Air Naviga-tion credentials in the facilities where they were requisite.2,3 DEVELOPMENT AND EVOLUTION
OF OPERATIONS
Organization and management of the airspace
The Directorate of Air Navigation is committed to reaching maximum levels of quality in the services it provides by continually improving the effi cacy of the services rendered and the effi ciency of the system, As regards operations, the services provided are: organi-zation and management of the airspace, management of the capacity-demand and control of air transit and aeronautical information.
In order to increase effi ciency, its objective is to reduce delays caused by the Spanish air transit management system, improve performance with respect to the number of operations in highly demanded periods and times, in addition to offering the possibility of selecting preferred routes and optimizing the management of traffi c capacity and fl ow by meeting the requirements of users’ real-time operation.
«Services are rendered
through five regional
directorates whose
headquarters are located in
Madrid-Torrejon,
Barcelona-Gava, Gran Canaria-Telde,
Seville-San Pablo and Palma
de Mallorca-Son Sant Joan»
The strategic changes addressed in 2009, defi ned in the
ATM action plan, are the following:
•
In the organization and management of the airs-pace: the latter will be structured and managed regardless of internal and external organizational borders, The ATC sectors will be designed accor-ding to demands in air traffi c fl ows, without the organizational borders entailing limitations in the attainment of the best solutions.•
The route design and network will be optimi-zed: the network of routes will be designed ac-cording to users’ preferences, and procedures for facilitating alternatives will also be developed.•
ATC will be optimized through the development and dynamic application of ATC sector-position confi gurations in response to different operating scenarios.•
Availability of use of the entire airspace: the airs-pace will be treated as a continuous resource avai-lable to all users.It is important to highlight that 95,5% of the ATM 2009 action plan was accomplished.
TRAFFIC
In the year 2009 a total number of 1,879,810 fl ights were managed by the Directorate of Air Naviga-tion, which represents an 8,99% decline from the 2,065,413 during 2008.
The following tables show the trend in operations in Spain throughout the year 2009 and the downturn with respect to the traffi c recorded in 2008:
2009 2008 %09 vs, %08
FIR SPAIN 1,879,810 2,065,413 -8,99%
FIR PENINSULA 1,756,942 1,925,178 -8,74%
FIR/ACC CANARIES 282,495 326,320 -13,43%
2,4 SINGLE EUROPEAN SKY:
SES (SINGLE EUROPEAN SKY) –
FUNCTIONAL BLOCK OF AIRSPACE
(FAB) SPAIN-PORTUGAL
The mission of the Single European Sky initiative is to restructure the management of air traffi c in Europe by establishing a standardized regulatory framework in response to the system’s current shortcomings and to meet future needs, This includes the overall improve-ment in performance of the European air navigation system to afford added value to the air transport chain.
•
FAB (Functional Airspace Block) Portugal-SpainThe volumes of airspace in which Air Navigation pro-vides services are designed without regard to national or organizational borders, to attend to operational re-quirements.
During 2008, in parallel to the requisites established by the European Single Sky initiative, Aena and NAV Portu-gal laid down the bases for increasing collaboration in different technical areas, especially in the framework of the processes of constituting functional airspace blocks (FAB), This process led to the signature, on March 17th, 2009, of the agreement of understanding between the service providers and aeronautical authorities of Spain and Portugal, for the constitution of the future functio-nal airspace block of south-western Europe (SW-FAB).
2,5 SESAR (SINGLE EUROPEAN SKY
ATM RESEARCH) - SESAR JOINT
UNDERTAKING (SJU)
The SESAR (Single European Sky ATM Research) pro-gramme represents the technological aspect of the Single European Sky initiative, which will endow Euro-pe with a high quality air traffi c control infrastructure and permit the stewardship and ecological develop-ment of air transport.
«An office of the Directorate
of Air Navigation has been
opened in Brussels»
By taking full advantage of existing technologies, and those developed recently, such as Galileo, the specifi c SESAR concept is based on the following fundamen-tal characteristics:
•
A dynamic up-to-date network operating planfor continual operations that guarantees a com-mon view of its situation.
•
Complete integration of airport operations, as part of air traffi c management and the planning process.•
Managing fl ight paths in such a way so as to redu-ce to a minimum the limitations of the organization of the airspace.•
New methods of separating aircraft, which enable increased safety, capacity and effi ciency.•
Managing the information of the entire sys-tem as a whole, safely connecting all stakeholders involved in the management of air traffi c, so they will share the same information.•
People principally in charge of decision-making:controllers and pilots will receive assistance through new automated functions in order to facilitate their work and enable them to carry out complex deci-sion-making processes.
The development and implementation of the SE-SAR programme is being carried out progressively and it is divided into three phases:
Defi nition phase (2006-2008)
The main objective during this phase is drafting a Eu-ropean ATM (air traffi c management) master plan, This is undertaken by a consortium hired by Eurocon-trol (which funds it in conjunction with the European Commission) in which the most relevant companies and organizations in the European air transport industry are represented: airlines (Lufthansa, Iberia, Air France,,,), manufacturers (Airbus, Thales, Indra,,,), airports (Aena, BAA, Fraport, Schipol,,,) and air navigation service pro-viders (Aena, DFS, NATS, ENAV, DSNA,,,).
Development phase (2008-2014)
During this phase the research, development and vali-dation tasks stipulated in the ATM master plan will be carried out, All the activities at this stage will be coor-dinated and funded by the SESAR Joint Undertaking (SJU), ultimately responsible for the identifi cation and development of the future European ATM system.
Deployment phase (2014-2020)
During this phase the operating solutions, and the te-chnical means of facilitating them identifi ed in the Eu-ropean master plan, will be progressively implemented. ACTIVITIES AND PROJECTS UNDERTAKEN
•
Presentation of two tender proposals (BAFO 1 and BAFO 2) to the SESAR Joint Undertaking (SJU), re-sulting in Aena’s being awarded 95 of the 98 proposed projects, for a total value of 72,6 million euros.•
Establishment of a procedure for controlling Aena’s participation in the development phase of the SESAR programme, so that, in order to con-duct monitoring:−
Work groups have been created to develop all the projects awarded and carry out the associa-ted management tasks.−
Coordination mechanisms have been establis-hed through SESAR Committee meetings, in addition to the use of the online tool develo-ped for this purpose.It is fi tting to underscore the fact that the process to guarantee Aena’s contribution to the SESAR program-me is an ongoing activity: a guarantee that Aena will fulfi l, in due time and form, the duties specifi ed in the contracts entered into with the SESAR Joint Underta-king (SJU).
•
CNS/ATM SYSTEMS DIRECTORATEFunctional changes in the SACTA, ÍCARO systems
The Automation Division has adapted the SACTA and Ícaro system to European regulations (SES) and its align-ment with the SESAR (defi nition of safety requirealign-ments, introduction of European regulations, drafting CE verifi -cation statement, etcetera).
EPISODIO 3: AFUA (Advanced Flexible Use of Airspace) concept
The Simulation Division, within the simulation activities of the European Union EP3 project for the validation of elements of the SESAR concept, participates in several validation exercises that have enabled clarifying and re-fi ning this concept regarding the fl exible use of the airs-pace among civil and military users.
GBAS (Ground Based Augmentation Systems) projects
The Satellite Navigation Division (DNS), within the
SESAR framework, currently participates in three GBAS projects for the SESAR Joint Undertaking (SJU), The fi rst of these, led by the DNS, was launched on December 17th, 2009 and it is called
GBAS Operational Implementation, Once it is accepted by the SJU in mid 2010 the tasks projected in it will begin, These basically concern detecting the need to succeed in putting in place the GBAS CAT I procedure on the European scale in the short term, In 2010 the other two GBAS projects included in the SESAR will be launched.
DIRECTORATE OF SNA OPERATIONS
The Aeronautical Information Division has initiated its participation in the SESAR programme by developing the Project Initiation Reports (PIR).
2,6 SNA OPERATIONS
Providing the service of technical operations of the Air Navigation System (SNA) guarantees, through the Cen-tral and Regional-Sector Organization of Technical Ope-rations in Air Navigation, the technical and operational availability of air navigation systems through:
•
The management, performance and supervision of the specialized activities of preventative and co-rrective maintenance of the AN systems.•
Monitoring and controlling the system.•
The development and deployment of support and analysis tools, to achieve continual improvement.•
The optimization of the useful life of the systems. The main activities conducted during the year 2009 are described by areas below.2,6,1 AERONAUTICAL INFORMATION (AIS)
Lleida AirportOn the occasion of the opening of Lleida Airport, all the information on the airport and its charts slated for publi-cation, in addition to the information to be inserted in the different parts of the AIP, was compiled.
AERONAUTICAL SERVITUDE PROCEEDINGS
Optimization of management and improvement of response times of the aeronautical servitude procee-dings was achieved by implementing a coordination procedure, which has allowed the intervening units to resolve the studies in an average time not exceeding four months, Therefore, the average time for resolving the 179 fi les processed during 2009 was 105 days.
GEOGRAPHIC INFORMATION SYSTEM
The content of the geographic information system Opengis was expanded with the maps and ortho-photos acquired from the IGN (National Geographic Institute), Of this content, the cartography genera-ted at Air Navigation relagenera-ted to Aena property has been represented along with the Ingena geographic information database, Moreover, the confi guration of aeronautical servitudes is being included in this information system as they are approved in the corres-ponding forum (currently 11 airports).
TOPOGRAPHICAL SURVEYING AND OBSTACLES AT CATEGORY II/III AERODROMES
The cartography from Asturias, Girona, Santiago, Vigo and Vitoria airports has been received and is being re-viewed for the main purpose of supporting the design of Category II/III approach movements, This cartogra-phy, in addition to fulfi lling the ICAO requirements for the areas described in chapter 10 of Annex 15, related to knowledge of the terrain and obstacles, will serve as an aid in the comparative analysis of the terrain and the bordering surfaces established by aeronautical ser-vitudes.
Regarding local topographical and cartographic pro-jects that directly affect the recording of Geographic Information, the initially programmed projects were at-tended to, and assistance was provided upon request.
2,6,2 CNS/ATM SUPPORT
INFRASTRUCTURES
With regard to the compliance of the operating plan intended to improve, renovate and standardize air na-vigation infrastructures, the following are the most noteworthy actions carried out during 2009 in the diffe-rent regional directorates:
EASTERN REGION
Construction of the new TACC Valencia and the new associated facilities, As of December 2009, 42,65% of the totality of the construction work was completed nor-mally.
CANARIAN REGION
Project to improve AN facilities in the Canarian Re-gion,The building project comprises the renovation of diverse air navigation aid facilities in the Canarian Region, both electrical and mechanical systems, and other civil works projects.
CENTRAL-NORTHERN REGION
Revamping the heating and cooling system of the ACC centralized systems building Madrid,Project to revamp the heating and cooling system of this building in order to achieve safe and effective cooling in the critical air navigation facilities located therein.
Piping for fi bre optics communications ring at San-tiago de Compostela Airport, This plan was drawn up in order to meet the need for fi bre optics commu-nications in diverse facilities of the airport’s airfi eld with TACC/TWR, Construction began in November of 2008, and it was completed in March of 2009.
SOUTHERN REGION
Expansion of the equipment room in the TWR in Malaga,The basic objectives of this plan are to fi t out spaces, undertake necessary renovations and dis-mantlement, in addition to revamping the electrical and mechanical facilities, for the eventual installation of the air navigation equipment associated with the projected demands of the future layout of the airport.
2,6,3 IN-FLIGHT
VERIFICATION
The most relevant actions during 2009 were:
IN-FLIGHT CALIBRATION:
Preferential use of Aena Internacional’s InFlight Verifi -cation Unit over other units that operated for Aena in this capacity: the agreed-upon number of hours to ca-rry out with this unit for 2009 was exceeded.
Permits for authorization fl ights at new facilities
and associated procedures: The State Agency for Air Safety (AESA) obtained the abovementioned permits for the new unit of Aena Internacional, which will al-so allow the reports generated to be presented at air navigation forums.
Periodic Calibrations Plan
The completion of 96,68% of the fl ights planned re-presented the successful accomplishment of the ob-jectives.
2,7 CNS/ATM SYSTEMS
The main activities carried out during 2009 are descri-bed below by areas:
2,7,1 AUTOMATION
Functional changes in the SACTA, ÍCARO and SCV systems
SACTA SYSTEM (Automated Air Traffi c Control System):
•
Launching the 3,Z5 version of the SACTA System (Automated Air Traffi c Control System) at the TMA-route control centres of the AN network (ACC Ca-naries, ACC Madrid, ACC Seville, ACC Barcelona, ACC Palma, TACC Valencia, Madrid-Barajas Tower, Barcelona Tower).•
Transition to opening of the new Terminal 1 at the Barcelona Tower, Adaptation of the SACTA System to the operation of the tower in the environs of the new airfi eld and launching the surface movement radar (SMR) service.ÍCARO System:
The strategy of evolving the Ícaro 2000 system into the Ícaro XXI system was completed, ending the process that has allowed migrating from network architecture to a centralized architecture integrating all the infor-mation and functions, This architecture allows more control of the system from the logistical and mana-gement standpoints, thus facilitating the integrity and availability of the information.
The transition of Ícaro 2000 to Ícaro XXI enabled reaching as many as 4,451 users, of whom 3,500 were users who connected to the system through the Internet in its Icaro-net function, 430 were users who gained access to the system through the user stations provided in ARO offi ces of the airports and 450 were system operators.
VCS SYSTEM (Voice Communications System) IN THE ACCs:
•
Updating and deployment of the 2,4,T version VCS in the ACC of the Canary Islands and Palma deMa-llorca, This enables taking on migration to the Redan (air navigation data network) and making both sys-tems compatible.
•
Launching a VCS for ATS simulation at the Madrid Control Centre.•
Launching a VCS for the CED (Centre for Experi-mentation and Development) of Air Navigation.•
Launching the VCS equipment in the UCS to be expanded in the CATS rooms of the control cen-tres of Seville, Palma de Mallorca and the Canary Islands.Programme for Upgrading Automation Infrastructures
Control Centres
Updating and modernization of equipment (switches) corresponding to communications of SACTA system data affecting the equipment of the control centres of the Balearic Islands, Seville, Barcelona, the Canary Is-lands and the towers in Palma and Malaga.
•
Substitution of the disc arrays in the Palestra and GSI environments.•
Substitution of the 2K screens in the control cen-tres at Palma, Seville and Malaga APP.•
Installation and launching of VCS equipment in the UCS of the CATS simulation rooms of the control centres at Seville, Palma de Mallorca and the Ca-nary Islands.•
Operative expansion of the analogue telephonic signalling system ATS R2 and ATS N5 on a national and international level, to achieve standardization and unifi cation.•
Completion and launching of the relocation and expansion of the SACTA and VCS equipment in the dynamic simulator of the Madrid Control Cen-tre.Control Towers
•
Launching of SACTA equipment in the provisio-nal tower of Barcelona Airport and in the tower at Murcia-San Javier Airport.•
Technical validation of the new tower at Lleida Air-port.•
Launching new consoles at the South Tower of Madrid-Barajas Airport.•
Initiation of installation in the tower at Fuerteven-tura Airport.•
Installation of 3 new tower positions in the control cab of the tower at Malaga Airport.2,7,2 NAVIGATION AND SURVEILLANCE
1, AIR NAVIGATIONNavigation aids, also called radio-aids, is the set of radioelectric signals generated in ground facilities and received airborne, which permit the instrumen-tal fl ight of aeroplanes without the need for visual references, The navigation systems support instru-mental fl ight, which consists of the following stages: departure, en-route, arrival, approach and landing, Each one of these stages has standard procedures and its associated radio-aids, published in the aero-nautical navigation charts, The main activities con-ducted in 2009 are indicated below by programmes:
Programme of substitution, installation and removal of AN radio-aids
ILS/DME (Instrument Landing System / Distan-ce Measurement Equipment) The ILS provides air-craft with guidance information so that pilots, wi-thout external visual references, can reach a point of the descent path situated at a height called deci-sion height, Once this height has been reached and only if pilots have established visual references with the runway, they will continue the descent and pro-ceed to land.
Activities:
•
Substitution of the ILS of Saragossa Airport, runway 30R.•
Relocation of the LOC subsystem of Pamplona Air-port due to the runway extension.•
Relocation of the GP-DME subsystem of runway 20 at Gerona Airport, because the threshold was set back to adapt the ILS system for category III operations.VOR-DME (VHF Omnidirectional Range-Distan-ce Measurement Equipment) The VOR equipment supplies guidance information about the radius in which the receiver is located with respect to a direc-tion of reference that is generally the magnetic north of the VOR station, The DME equipment provides air-craft with continuous and precise indications of the oblique distance between it and the ground-based station.
Activities:
•
Installation of a DVOR/DME in Cuesta de la Reina (Malaga) to substitute for the existing VOR-DME.•
Installation of the new DVOR-DME “LTE” in Lan-zarote.NDB (Non Directional Beacon) This device permits pilots to select a heading and follow it, both en-route and during non-precision approaches or instrumental departures.
Activities:
•
Substitution for the NDB of Pamplona “PP”.•
Relocation of the NDB of Vigo “VI”.Programme to conduct studies of radioelectric servitudes and simulation
The main tasks carried out within this programme are 289 studies of simulation and radioelectric servitudes, Of these, 281 resulted from requests by the DGAC and/ or the DPI and the rest (8) were internal requirements of the DNV or requests made directly to the division ba-sically related to the critical or sensitive areas of the ILS systems.
2, SURVEILLANCE
Surveillance is defi ned as the technique of the timely detection of targets, the determination of their position and the delivery of this information to users to support the safe separation and control of targets within a defi -ned area of interest, The main activities carried out du-ring 2009 were:
Radar Surveillance
•
New MSSR station between the parallel runways 18-36 of Madrid-Barajas Airport.•
Provisional MSSR in Valencia.•
Updating the Valencia radar station (PSR+ MSSR). Surface Surveillance•
Completion of the installation of the mode S multi-lateration system for Tenerife-Norte Airport.•
Completion of the installation of the SMR of Bar-celona.•
Updating Tenerife Norte Airport SMR.•
Adjustment of the Barajas SMR and replacement of the SMR antennae at the south TWR.•
Tests in the Mode S Multilateration system of Ma-drid-Barajas Airport, for its verifi cation.Other surveillance activities
•
Disconnection and dismantling of old PSR and MS-SR radars in Valencia.•
Drawing up monthly reports on the state of Aena’s radar surveillance network.•
Development of tools for evaluating the surface surveillance systems.2,7,3 COMMUNICATIONS
The Air Navigation Communications Division is in charge of designing, planning and implementing the communications networks, which transfer to the con-trol towers and centres the information from radars, communications centres, radio-aids and other comple-mentary systems which is necessary for the navigation of aircraft.
The main activities carried out in 2009 are enumera-ted below:
Ground-Air Stations
A new transmitter centre began to operate at Mala-ga Airport, in addition to the new Control Tower at Murcia-San Javier Airport and new communications centre at Randa (Palma de Mallorca), New frequen-cies were opened at the ground/air communications
centres of Barcelona Airport, Ground/air communi-cations equipment was also installed in the control towers of Burgos, Vitoria and the provisional tower in Cordoba, Moreover, the validation and launching of ground/air communications took place at Ciudad Real Airport and the ground/air communications sys-tem of Lleida Airport was tested.
Control Tower Equipment
•
Voice communications systems (VCS) and recor-ding systems were installed in the control towers of the airports in Murcia-San Javier, Cordoba (provi-sional), Barcelona (provi(provi-sional), Burgos and Vitoria, and the last-resort radio system of the Malaga APP, and the new VCS control positions of the South Tower of Madrid-Barajas Airport began to operate.•
By changing the version of the CD30 communi-cations system, the north, south and west towers of Madrid-Barajas, the East Tower of Barcelona and APP Malaga were updated, The version of the SDC-2000 communications system of the Tower of Palma de Mallorca was also changed.Ground-Ground Links
•
Launching of a ground/ground fi bre-optics com-munications system and radio links between Madrid-Barajas Airport and the Madrid (Torrejon) Control Centre•
Launching of a ground/ground fi bre-optics com-munications system at Murcia-San Javier Airport REDAN (AIR NAVIGATION DATA NETWORK) A network that integrates voice and data communi-cations providing coverage at all airports, air traffi c control centres and, in general, sites that are sources or destinations of information related to air naviga-tion, which enables connecting to other networks of the international aeronautics fi eld.Activities:
New stations of the air navigation data communica-tions system (REDAN) were incorporated, including Leon, Jerez, South Tower of Madrid-Barajas, Tower of Valencia and Tower of Murcia-San Javier, Similarly, the Valencia radar, Malaga 2 and the bypass radar system were integrated.
Aeronautical Services
Launching of Atis system at Jerez and Gerona airports
•
Tx-Rx equipment at Menorca Airport for the transmission of Atis to substitute for the current transmission through the audio channel of the Me-norca VOR .•
Revision and execution of improvement in 12 Atis systems (Amendment 74 – Annex 3 ICAO)2,7,4 CNS/ATM SIMULATION
1, Simulation AreaAirport System
Madrid-Barajas Airport and Madrid-Campo Real (NSAM) Airport
Defi nition of scenarios of future operation and as-sessment of viability and benefi ts of the coexistence of both airports.
Madrid-Barajas Airport
•
Simulation study to assess the viability of Madrid-Bara-jas as an airport hub.•
Analysis of the lateral deviation, caused by wind or navigation, in the south confi guration in current departures.•
Analysis of safety for independent operations in north confi guration.•
Analysis of the visibility from the control towers of Madrid-Barajas.Ibiza Airport
•
Simulation study for the analysis of possible radar approaches to Ibiza.Alicante Airport
•
Study of the options for the airport’s movement area to support the projects for the new runway to run parallel to the current one, the taxiway links between the runways, new terminal areas and lo-cation of the tower.Santiago Airport
•
Analysis of the impact that the new location of the Terminal Building has on visibility from the tower.Malaga Airport
•
Simulation of taxiway with the airport’s projected operations.Air Navigation SACTA –TWR CF 2
A project was initiated to evaluate the new versions of SACTA in route positions, control tower and TMA by estimating the impact that the changes and new functions of each version will entail in the controller’s workload.
FREQUENCY OF OCCUPANCY
Study of the statistical frequency of occupation of sec-tors of the Spanish airspace and the control towers to analyze operational safety.
2, R&D&I AREA
E-TLM
Within the TMS (Traffi c Management System) project Eurocontrol aims to launch an ATC (Air Traffi c Control) workload monitor to support the supervisory positions
of the Eurocontrol MUAC (Maastricht) centre, To this end, the Aena components ETLM, WAC and MWM are being employed, Aena undertakes this R&D project in consortium with Indra and ISA software.
ATMAN (ATC Human Workload Model)
The mission of the ATMAN project is to minimize the risk of jeopardizing the health of air controllers, so it is necessary to defi ne a simultaneous maximum wor-kload parameter at the different tower, approach and en-route work-stations, Therefore, during 2009, in co-llaboration with CRIDA, the high level requirements of the application, algorithms, and means of calibration were determined to enable defi ning the workload mo-del.
Other Projects
In addition to those mentioned above, participation in other EU and Eurocontrol research and development projects continued, among which those of particular note are: SESAR, Emma2, SpadeE2, Reset and Atmap, whereas the Caats2 project was completed in 2009. 3, AREA OF DEVELOPMENT OF SIMULATION IN-FRASTRUCTURE
INTERNAL DEVELOPMENT PROJECTS
This is an online application that provides services of projected and real operational information (sector load, delays, regulations, etcetera) for airports and sec-tors of the Spanish airspace, In the year 2009 a new version was developed that includes new functions such as the generation of automatic reports, compa-risons of the organization of the airspace, with histo-rical reports and projections, the exportation of data to other applications (Excel, Adobe Reader) and the geographic visualization of sectors and confi gurations.
TRP (TAAM-RAMS Processor)
A simulation data processor that enables translating ATC events from simulators to the workload calculator
MWM (Multi-Workload Model), also introducing logi-cal rules, In 2009 the internal development of TRP-java continued.
MWM (Multi-Workload Model)
A software application that simulates ATC tasks and workloads by using the Wickens model of interferen-ce of cognitive channels, In 2009 the MWM tool was developed for the purpose of unifying the existing ver-sions and criteria.
EXTERNAL DEVELOPMENT PROJECTS
PITOT
An integrated platform for processing, operating and analyzing simulation data, During 2009 it was granted greater stability and its capacity to manage multiple ite-rations and instances of the simulation-analysis was in-creased.
SIMCO
This project develops modules for monitoring and opti-mizing the calculation of simulation parameters and va-riables, In 2009 the following phases were carried out:
•
Improvement of the Trafgen functions: generator of traffi c that enables analyzing and generating traffi c for SNA analysis and simulation studies.•
Development of OP-DIS (prototype of dynamic sec-torization) and OP-MON phase II (prototypes for monitoring workloads).MAPPING
Set of graphics libraries with development of modules of representation of geo-referenced information of the Trafgen, TRP, MWM and Perseo applications, In 2009 the following phases were carried out:
•
Analysis, design and development of HMI modules of Trafgen and TRP.•
Analysis and design of Perseo.•
Report of MWM evolution and achievement of ob-jectives of knowledge transference.•
Maintenance and support of development.MASDATA:
Optimization of the interpretation, handling and use of output data for advanced models of en-route, TMA and airport air traffi c simulation, In 2009 the lines of research were continued and expanded through a se-cond phase of the project called Masdata 2, The activi-ties of algorithmic debugging were carried out.
MIDAS
Model of simulating human factors of air traffi c con-trol capable of acting on what other simulators do in accelerated time, The objective of the project is to connect Midas and RAMS through Pitot5, In 2009 the following phases were executed:
•
Modules and tests to support hybrid simulation.•
Interconnection of RAMS-Midas through Pitot.VOICE
Voice recognition system applied to the calculation of simulation parameters, The result of the project from 2005 was materialized in a fi rst technological prototy-pe, In 2009 the original prototype was used as a basis for developing a functional prototype.
AGENT
State-of-the-art ATM accelerated time simulation tool (based on agent software architecture), extremely adaptable to any present or future ATM concept, Du-ring 2009 the Air Top multi-platform licences were acquired.
2,7,5 SATELLITE
NAVIGATION
Aena’s activities in this fi eld focus on the implementa-tion of the GNSS system in the Spanish airspace, em-ploying it in the different phases of fl ight, Therefore, it is projected that the basic constellations such as GPS and the future Galileo, in addition to GBAS and Egnos augmentations will all be used under the premise of compliance with the requirements refl ected in Annex 10 of the ICAO and the implementation plans that are being developed on the European scale.
1, EGNOS (European Geostationary Navigation Overlay Service)
The most signifi cant events during 2009 were:
Signing the EGNOS Agreement
The signing of this agreement by Aena, the rest of the EOIG partners and the European Commission (EC) meant that, as of April 1st 2009, the latter became the owner of and accountable for the management and operation of the Egnos system in the European Community.
Contracts of the ESSP (European Satellite Services Provider) SAS with the European Commission: Egnos Signal Continuity Provision Contract, also known as Plan B, which lasts for 6 months, went into effect on April 1st 2009, The importance of this lies in the de-monstration that ESSP SAS was capable of honouring this contract in due time and form to satisfy the client (EC), thus establishing the confi dence needed to close the negotiations of the Egnos Service Provision contract.
Egnos Service Provision Contract, known as Plan A, lasts for 51 months, It went into effect on October 1st 2009 and it ends in 2013, It projects the certifi cation of the company ESSP SAS as Egnos service provider in ac-cordance with the Single European Sky regulations and the Egnos Safety of Life (SOL) service statement.
Service Provision Unit (SPU) of the ESSP SAS
This has been offi cially established since April 1st 2009, Though the ESSP SAS has actually been a legal body since September of 2008, the physical establish-ment of its units and hiring of most of the personnel took place in the year 2009.
2, GBAS (Ground Based Augmentation Systems) PROGRAMME
Over the course of 2009 the following proceedings were completed:
•
Service for the development of an SW tool for analyzing GBAS coverage a tool that will facilita-te choosing the best sifacilita-te for a GBAS station in an airport in compliance with the international regu-lations.•
GBAS programme at Malaga Airport: The following plans were fulfi lled:•
Technical assistance for conducting operational im-plementation of GBAS in SNA which provided the support necessary for preparing the implementa-tion of GBAS operaimplementa-tions in the Spanish Air Naviga-tion System (SNA), specifi cally at Malaga Airport.•
Replacement of HW elements for GBAS CAT-Icer-tifi cation at Malaga Airport, which consisted in up-dating Malaga Airport’s GBAS CAT I facility. The following plan was projected and contracted out:
•
Supply of a portable GBAS monitoring station inoperational state, This new system will serve as support for the operational implementation of Malaga’s GBAS CAT I station by analyzing the per-formance and conducting the required periodi-cal inspections of the ground-based system and,
in future, analyzing the forthcoming GBAS sites in other airports in Spain.
During the year 2009 work was carried out on the fo-llowing projects of the Seventh Framework Program-me of the GJU (now GSA – General Services Adminis-tration), of the European Commission, the SJU, ICAO (International Civil Aviation Organization) and the ESA (European Space Agency):
GIANT2 (EGNOS ADOPTION IN THE AVIATION SECTOR)
Project included in the Galileo activities of the Seventh Framework Programme of the European Commission, whose mission is to support the introduction of Egnos in the civil aviation sector, embracing other segments such as corporate aviation, general aviation and res-cue helicopters.
IOP
The Egnos unit was hired to perform the initial Egnos operations of the elements installed in Spain (MCC, ASQF and NLES at Torrejon and 5 RIMS installed in the airports of Gran Canaria, Malaga, Palma de Mallorca, La Palma and Santiago).
EDAS
A contract was signed with GSA for the provision of Egnos data to authorized clients through the Edas application, Similarly, Aena provides a help desk ser-vice to registered and non-registered Edas users, for the purpose of facilitating the initial installation of the application and resolving any doubts or anomalies that may arise during the provision of data.
CELESTE CCN
A project carried out by a consortium led by Aena as main contractor, and whose other members are: Al-catel Alenia, GMV, Atech (Brazil), Indra SI (Argentina), Ineco DB (Brazil), Hispamar (Brazil), Telespazio Argenti-na and BCI (PaArgenti-nama), Its main objectives are:
•
Introduction to the Galileo services and their de-velopment from a multi-modal perspective with regard to selected markets•
Carrying out multi-modal demonstrations with Ga-lileo and assessment of its operational advantages, The setting of the demonstrations will be the area between Mar del Plata and Rio de Janeiro.2,7,6 SYSTEMS
VERIFICATION
SafetyFor the purpose of coordinating the safety activities and ensuring that these are carried out in a homo-genous and coherent manner in all the operational divisions, the Division of Systems Verifi cation conduc-ted the following activities in 2009:
•
Planning, coordination and uniformity of the safety activities with the operational divisions (Communications, Navigation and Surveillance, Automation).•
Production of guidance material for use by the Divisions of the Directorate of CNS/ATM Systems, notably that produced for assigning a level of guarantee to the system software (SWAL) during the process of risk analysis and mitigation of a CNS/ATM system.•
Conducting an overall analysis of safety, with re-gard to the service provided by the Directorate of CNS/ATM Systems.•
Supervision and collaboration on safety studies, Twenty of the safety studies conducted by the diffe-rent CNSA divisions were supervised, Similarly, su-pport was provided for all the phases of the safety study conducted for opening Lleida Airport.VERIFICATION
During 2009, once the systems verifi cation procedu-re at the DNA (DIET-07-PGR-022-1,0) was approved, its implementation in the different divisions and sys-tems was continued, The implementation strategy was carried out gradually, defi ning verifi cation plans by system, beginning with those projected to en-ter into service in 2009, and subsequently preparing the EC verifi cation statement and the associated te-chnical fi le.
2,8 INTERNATIONAL ARENA
Among the objectives of Air Navigation is that of rein-forcing its standing in the international arena, To this end, actions were undertaken throughout 2009 in the following fi elds:
PENS:
For the purpose of offering a joint European net-work of air navigation services and information exchange between stakeholders, based on IP pro-tocols, the PENS (Pan-European Network Services) project was launched on October 28th 2009, as Aena and its Swedish and Norwegian equiva-lents offi cially became Eurocontrol users, Likewise, ENAV, LPS, NATS, and NAV Portugal signed a let-ter of intent with the commitment to join soon, At the same session, as ECTL had committed, Redan was formally subcontracted by Sita as a PENS so-lution to service provision in Spain, Aena therefore became the fi rst service provider in Europe to reach this status, It is anticipated that, following in Aena’s footsteps, other national ANSP networks will join in the coming months.
•
To foster international institutional relations, high level bilateral meetings were held with Onda, Na-vair and the General Manager of Eurocontrol.•
Strategic Planning Management coordinates the participation of AN in regional projects (AEFMP, ICAO), Therefore, the secretariat of the technical group was formed, the contribution and participa-tion of the WG was coordinated, and the meeting with the committee director was prepared and held.•
The high level EC3, CECM and other Canso group meetings were prepared and attended in coordi-nation with the different AN units, which wereconsiderably infl uential given the signifi cant level of acceptance of Aena’s proposals.
•
Aena’s Air Navigation offi ce was set up in Brussels.•
From March 17th to 19th 2009, the annual ATC Global Exhibition took place in the Dutch city of Amsterdam, Aena participated with a 108m² ex-hibit attended by personnel specialized in the different systems that were presented,LISTADO DE ACRÓNIMOS
ACC Area Control Centre,
AEFMP Agreement between Algeria, Spain, France, Morocco and Portugal,
Aenor Spanish Association for Standardization and Certifi cation,
Aesa State Agency for Air Safety,
AFUA Advanced Flexible Use of Airspace
AGEN State-of-the-art ATM tool for accelerated time simulation (based on agent software
architecture),
AIS Aeronautical Information Service,
ANSMS Air Navigation Safety Managment System,
ANSP Air Navigation Service Providers,
ATC Air Traffi c Centre,
ATM Air Traffi c Management,
ATMAN ATC Human Workload Model
Bypas Radar Radar fallback system,
CE European Commission,
CED Centre for Air Navigation Experimentation and Development,
Celeste CCN
Project carried out by a consortium led by Aena as main contractor, and whose other members are: Alcatel Alenia, GMV, Atech (Brazil), Indra SI (Argentina), Ineco DB (Brasil), Hispamar (Brazil), Telespazio Argentina and BCI (Panama),
DGAC General Directorate of Civil Aviation,
DNA Directorate of Air Navigation (Aena),
Edas Contract signed with GSA for the provision of Egnos data,
EGNOS European Geostationary Navigation Overlay Service,
EMS Environmental Management System,
ESA European Space Agency,
ESSP European Satellite Services Provider,
FAB Functional Airspace Block Portugal-Spain,
Civil Aviation Organization,
Geographic database,
IGN National Geographic Institute,
ILS-DME Instrument Landing System - Distance Measurement Equipment,
INGENA Geographic database,
MAPPING Set of graphics libraries with development of modules of representations,
MASDATA Optimization of the interpretation, handling and use of the output data,
MIdas Model of simulation of human factors of air traffi c control capable of acting on what
other simulators do in accelerated time,
MUAC Maastricht Upper Area Control Centre,
MWM Multi-Workload Model,
MWM Software application that simulates ATC tasks and workload,
Geographic information system,
NDB Non-Directional Beacon,
OP-DIS Dynamic sectorization prototype,
Pan-European Network Services,
OP-MON Phase 2 prototypes for monitoring workload for advanced models of simulation of
en-route, TMA and airport air traffi c ,
Opengis Geographic information system,
PENS Pan-European Network Services,
PERSEO
Online application that provides a service of information on projected and real operations (sector load, delays, regulations, etcetera) for airports and sectors of the Spanish airspace,
PIR Project Initiation Reports,
PITOT Integral platform for processing, use and analysis of simulation data,
QMS Quality Managment System,
R&D&I Resdarch & Development & Innovation,
Redan Air Navigation Data Network,
SACTA Automated Air Traffi c Control System,
SAFETY Operational
safety, Sistema de gestión de calidad,
SES Single European Sky,
Sesar Single European Sky ATM Research,
SIMCO Project to develop modules for monitoring and optimizing calculations of parameters
and variables of simulation,
SJU Sesar Joint Undertaking,
SMR Surface Movement Radar,
SMS Safety Management System,
SNA Air Navigation System,
SW-FAB Functional Airspace Block Southwest Europe,
communications system,
eventos ATC provenientes de simuladores al calculador de carga de trabajo MWM (Multi-Workload Model),
Voice Voice recognition system applied to the calculation of simulation parameters,
VOR-DME (VHF Omnidirectional Range - Distance Measurement Equipment),
WG Work Group,
WG Grupo de trabajo,
AIR MOVEMENTS BY REGIONAL DIRECTORATES OF AIR NAVIATION
2004 2005 2006 2007 2008 2009 Central 922,982 975,768 1,038,625 1,135,146 1,134,465 1,042,793 Eastern 792,192 837,376 883,765 984,309 955,717 866,757 Canarian 293,275 305,282 322,023 328,092 326,302 282,495 Sevillian 363,363 400,951 424,703 455,281 441,849 396,868 Balearic 244,880 250,985 273,172 289,076 283,702 261,651
MOVEMENTS BY REGION
2004 2005 2006 2007 2008 2009 FIR Spain 1,711,285 1,806,619 1,924,251 2,090,753 2,065,413 1,879,810 FIR Peninsula 1,586,801 1,676,539 1,783,168 1,949,578 1,925,178 1,756,942 FIR/ACC Canary Island 293,275 305,282 322,023 328,092 326,302 282,495 ACC Madrid 922,982 975,768 1,038,625 1,135,146 1,134,465 1,042,793 ACC Barcelona 792,192 837,376 883,765 984,309 955,717 866,757 ACC Seville 363,363 400,951 424,703 455,281 441,849 396,868 ACC Palma 244,880 250,985 273,172 289,076 283,702 261,651 1,750,000 1,800,000 1,850,000 1,900,000 1,950,000 2,000,000 2,050,000 2,100,000 2,150,000 2007 2008 2008 1,879,810 2,065,413 2,090,753