Programme 2016

ASDA Series of Tournaments 2016 Programme

(preliminary overview)


Session 1: “Virtual Tower Centre” (Guide: Evert Westerveld [LVNL])

The whole issue of Virtual Towers in ATM has dimensions that reach into the fundamental nature of ATM as a whole.  The pace of change and the resistance of business models that have lagged behind the evolving business models of existing and new airspace users.  ‘VT” could be used for this as well!  Oh and lets not forget regulation…

Session 2: “Aviation 4.0 – How and in which situations automatic flying can ncrease safety (and security)” (Peter Waldinger [former DFS board member])

Several recent aircraft accidents (e.g. German Wings, Überlingen) showed the high risk of human operators having the final decision. Could a transfer of responsibility via clear decision rules) to automation avoid this kind of accidents?

Session 3: “Airport Performance – More Punctuality” (Christoph Schneider [Munich Airport])

Flightpath 2050 set very ambitious goals with regards to mobility, the most well-known setting the target of 90% of travellers being able to conclude their door-to-door journey within 4 hours. Achieving this customer-centric mobility performance goal requires a very collaborative and integrated approach of all transport modes, as a journey has to be regarded as a series of preselected and contracted segments being supplied by different stakeholders. With such a view the need to provide the passenger at the beginning of each new journey segment at the right place and time becomes very obvious. This requires unprecedented levels of collaboration and data sharing, predictability and punctuality of all transport modes and stakeholders. For aviation Flightpath 2050 set out supporting goals that have to be seen in this context. Flights landing within 1 minute of planned arrival irrespective of weather addresses exactly the requirement to deliver the passenger on time as otherwise subsequent journey elements might be disrupted. An ‘ATM system capable to handle 25 million flights a year’ or ‘sufficient ground infrastructure’ address the key areas of congestion and capacity constraints, some of the main courses for primary and reactionary delays decreasing system performance and predictability. But the challenge continues once the airplane arrives at its stand, as airport processes as well as processes related with the change of transport modes (the next journey segment) add a lot of unpredictability due to a huge variety in service times and individual aspects that has to be addressed as well to ensure timely passenger delivery at the next journey segment. What does this mean in the first step for us aviation stakeholders ? We need to find approaches to vastly improve the punctuality and predictability of operations in the air (ATM, airlines) and on the ground (airports), come up with better ways to mitigate the effects of inclement weather, need better processes and interfaces between all involved stakeholders (aviation as well as others) while still operating in a economic environment where each of us has to make money to enable service provision (i.e. business models). A real challenge with many aspects .

Session 4: “Cyber Security in ATM – What are the greatest cyber risks in European aviation?” (Christopher Johnson [Glasgow University])

We can identify general threat agents such as hacktivists, state sponsored groups, terrorists, extortion and cyber criminals etc. However, it is far harder to determine which of these groups pose the greatest risk in terms of likelihood, impact and vulnerability – now, in 5 years or 25 years.