Status on SESAR IIBAC CNS ATM Advisory Group November

Status on SESAR IIBAC CNS/ATM Advisory Group November 18 th, 2010

REMINDER Single European Sky and SESAR ▪ The Single European Sky is a political transformation of the European ATM system ▪ SESAR brings operational and technological enablers for the SES ▪ SESAR cannot be implemented without the SES (binding requirements) Page 1

REMINDER The European ATM Master Plan defines the “path” towards the achievement of performance goals agreed at EU Council level Targets: by 2020 (baseline 2005) ▪ Enable a 10% reduction in CO 2 emissions per flight ▪ ▪ ▪ Reduce ATM costs by 50% Enable a 3 times increase in capacity Improve safety by a factor of 10 Master plan also contains ▪ Descriptions of what operational, technological and regulatory changes are needed, where and when ▪ ▪ Risk management plan Cost/Benefit assessment Page 2

REMINDER SESAR is organized in 3 phases Stepped implementation Phases Definition phase Development phase Deployment phase Industry led Managed by the SESAR Joint Undertaking Resulted in the European ATM Master Plan Based on the Master Plan, results in Standards, new operational procedures, new technologies Implements the results of the development phase, enable the performance increase foreseen in the ATM Master Plan 2013 -2025 2008 -2016 2006 -2008 3 2 Definition phase concluded package contained set of mature solutions, “ready to implement” ▪ Investments per stakeholders estimated to exceed 30 EUR billion ▪ ▪ 1 Mostly impacting the period 2013 -2020 Airlines expected to absorb most of the implementation cost either directly or indirectly through charges (approx. 2/3 of the total implementation cost) Page 3

SESAR Joint Undertaking now fully established Main responsibilities: ü Execution of the European ATM Master Plan ü Concentrate and integrate R&D in Europe Budget: € 2. 1 billion for R&D activities secured and formalized Page 4

SESAR members ▪ 16 members and over 70 companies on board Air Navigation Service Providers Airport operators System manufacturers 2 3 1 1 1 NORACON, the NORth European and Austrian CONsortium, consists of eight European ANS providers: Austro Control (Austria) and the North European ANS Providers (NEAP) including AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden) and Naviair (Denmark). 2 Six major European airport operators formed the SEAC consortium. SEAC includes BAA Airports Ltd, Flughafen München Gmb. H, Fraport AG Frankfurt Airport Services Worldwide, Schiphol Nederland B. V. , Aéroports de Paris S. A. and Unique (Flughafen Zürich AG). 3 NATMIG was founded by four of the leading North European industries involved in air traffic management solutions; Airtel ATN of Ireland, Northrop Grumman Park Air Page 5 Systems of Norway, Saab of Sweden and SINTEF of Norway

Airspace Users have strong position in present governance arrangements Administrative Board Members Voting rights 25% European Commission - European Commission; - Eurocontrol; - Civil Airspace Users; - Military; - Air navigation service providers; - Equipment manufacturers; - Airports; - Bodies representing staff in the air traffic management sector; - Scientific institutions and the scientific community. 40% Industry 10% airspace users 25% Eurocontrol The Administrative Board is chaired by Mr Daniel Calleja, Director, Air Transport Directorate, European Commission IBAC members interests presently represented by: Vincent de Vroey (AEA) and Pedro Azua (EBAA) as an alternate Advisory Body to the Executive Director “SESAR Performance Partnership Members - Civil Airspace Users; - Military; - Air navigation service providers; - Airports; - Bodies representing staff in the air traffic management sector; Voting rights 7% Staff 7% Military 14% Airports 50% airspace users The SPP is chaired by Mr Olaf Dlugi, former Chairman of the SESAR Definition Phase and former regional airline CEO 21% ANSPs IBAC member interests presently represented by: Pedro Azua (EBAA) Page 6

The SESAR “factory” is in place Specific working arrangements established with: Civil Airspace users Military Regulatory authorities Standardisation bodies Staff representatives FAA/Next. Gen Research organizations/academia Page 7

SIMPLIFIED FOR CLARITY REASONS The SESAR “factory” is in place ▪ 85% of the programme already launched MASTER PLAN MAINTENANCE WP C VALIDATION INFRASTRUCTURE WP 3 CONOPS & ARCHITECTURE WP B METHODES & CASES WP 16 Network WP 7&13 En-Route WP 4&10 To. C To. D TMA WP 5&10 Aircraft & CNS WP 9&15 TMA WP 5&10 SWIM WP 8&14 Airport WP 6&12 Airlines/Mil. Operations Centers WP 11 ▪ On-going procurement Airport WP 6&12 1 ▪ ▪ Aircraft scheduling Flight planning Airlines/Mil. Operations Centers WP 11 Operations Control Post-flight reporting 1 Companies represented are Pre-Qualified Interested Parties (excluding SJU members) that were selected as part of the WP 11 call for expression of interest. Final involvement will be dependent on the award of a contract foreseen to be finalized by October 2010.

Importance of international cooperation and interoperability through standards ▪ ▪ Development of a common avionics roadmap is a priority for SESAR Standards built on SESAR and Next. Gen developments will support harmonised Implementation and Regulation ICAO RTCA EUROCAE etc. SESAR Next. Gen EC/FAA Coordination

PRELIMINARY The benefits for airlines differ significantly, ranging from 5 to 10 years to breakeven SESAR impact for different types of airlines EUR millions Typical East European Carrier Typical Hub Carrier Investments -203 -35 883 Fuel+CO 2 s. Typical Low Cost Carrier Typical Regional Carrier -23 53 -92 49 -22 396 261 Delay cost s. Typical US Carrier 25 163 ANS charge s. 1, 191 Time related s. 3 353 Other 131 NPV 2, 616 Breakeven Years 234 133 143 1, 221 5 ▪ 8 7 6 10 8 Breakeven Fuel only Years Rationale 451 13 12 9 14 Long average flight duration resulting in high ANS charge and fuel savings ▪ Fit of a large major airline fleet with low utilization resulting in late breakeven ▪ Operations in regions with low ANS charges reducing the benefits ▪ Low fitting costs for low fair airlines improving the business case ▪ Benefiting at one airport per flight only Page 10

PRELIMINARY Major investments inside each implementation package/service levels Major airline investment 2009 2013 Incidental investments Structural investments “IP 1” Best practices and preparation ▪ FMS (2 D) ▪ GBAS ▪ SBAS ▪ ADS-B Major ANSP investment 2017 Step 1 Time-based operations ▪ FMS (3 D) ▪ GBAS 2/3 ▪ FDPS (3 D) ▪ ADS-B Major airport investment 2020 Step 2 Trajectory-based operations ▪ FMS (4 D) ▪ GPS/Gal. ▪ AGDLGMS ▪ FDPS (4 D) ▪ SWIM ▪ ACAS ▪ 8. 33 ▪ CPDLC ▪ Mode S ▪ RWY incursion ▪ EVS ▪ Bt. V ▪ AMAN/DMAN ▪ B-VHF ▪ ASAS 400 k. EUR per a/c 510 k. EUR per a/c 760 k. EUR per a/c Step 3 Performancebased operations ▪ TBD (FMS upgrade, Datalink upgrade, SV, SATCOM)

Following the signature of the agreements, the programme ramp-up was completed in 18 months Agreements Signature MAY 2009 October 2010 March 2010 November First Project September Plans Reviewed Airlines on board July 2009 400 contributors 20 projects launched 1300 Contributors 150 projects launched 2000 Contributors 260 projects launched First deliverables 85% of the programme will be in execution by year end 03/06/09 Launch Event Page 12

ILLUSTRATIVE, SIMPLIFIED FOR CLARITY REASONS Delivery approach ATM MASTER PLAN MANAGMENT NING STEP ENT PLAN DEPLOYM 2 DEPLOYMENT PLANNING STEP 1 1 E AS LE RE R&D PROGRAMME MANAGEMENT Validation Preparation Definition R&D Projects Validation Preparation Definition -Concept -Requirements -Prototype -Validation -SC, BC… E AS LE RE 2 Validation E AS LE RE 3 Preparation Definition -Concept -Requirements -Prototype -Validation -SC, BC… Page 13

AIRE is delivering green results today ü Capitalizing on present aircraft capabilities ü ü 1152 trials performed in 2009 ü Accumulated savings during trials equivalent to 400 Tons of CO 2 ü First complete transatlantic green flights performed ü 6 projects completed in 2009, most of the solutions are already in operation or will be introduced within short Demonstrated CO 2 saving/flight ranging from 90 to 1250 kg Page 14

Outlook into expanded AIRE programme Pioneer locations and city pairs ü Strong response to the call for tender ü 18 projects were selected and will be launched shortly ü ü ü 7 of the 18 proposals include green gate-togate projects Strong focus on implementation Quick Wins that present the highest potential for fuel burn reduction are well covered in the expanded AIRE Programme ▪ Airports (surface/TMA): ▪ ▪ ▪ ▪ En route/Oceanic: ▪ ▪ ▪ Brussels Cologne/Dusseldorf Paris Vienna New York Gander Shanwick Santa Maria FIR Casablanca FIR Lisbon FIR Stockholm Goteborg Toulouse Prague Zurich Point -a- Pitre (West indies) Madrid ▪ City pairs: ▪ ▪ ▪ Paris<>Toulouse ▪ Zurich <> TBD (several cities in Asia and North America are preidentified) ▪ Amsterdam <> TBD (several cities are preidentified) Amsterdam Paris <> Point-a-Pitre Paris <> New York Stockholm <> Goteborg <> TBD (several cities are preidentified) Page 15

PRELIMINARY Beyond AIRE, 46 related R&D projects have been pre-identified in the SESAR Programme covering the scope of all the 10 Quick Wins. Validation activities will begin in 2011 to enable deployment from 2013 or before Priority Name Number of related projects (*) 1 Point Merge and Advance Estimated Arrival Time (EAT) 8 2 Planned Push Back-Time (PBT) and Earliest Take-Off Time (ETT) to allow reduced engine taxi out 8 3 Performance Based Navigation (PBN) 12 4 Functional Use of Military Airspace (FUA) and use of Conditional Route (CDR) 3 5 ASAS Manual Sequencing and Merging 3 6 Continuous Descent Approach (CDA)/Continuous Climb Departure (CCD) 6 7 Real Time Sector Work Load 7 8 Slot Swapping 4 9 Oceanic Remote Operations 2 (**) 10 Direct Route/Free Route 1 (*) non cumulative (some projects contribute to more than one of the 10 quick wins) (**) projects are suspended Page 16

Key activities for 2011 ▪ ▪ Ensuring a first release of R&D results ▪ Preparing a structural review of the ATM Master Plan taking into account the delays in the implementation of “IP 1” and including intermediate performance targets (2013, 2017, 2020) ▪ Expansion of AIRE and definition of an acceleration plan for PBN ▪ Cooperation with Next. Gen on high priority areas including avionics roadmap and datalink ▪ Define solutions for funding/financing with a particular emphasis on airborne equipage incentives ▪ Implementation of a Best Equipped / Best Served Policy Definition of preliminary deployment packages including supporting business cases (implementation from 2013) Page 17

IBAC CNS/ATM Advisory Group ▪ Take note of the progress made in setting-up SESAR and supporting governance arrangements in which airspace users play a pivotal role ▪ Support key activities defined for 2011 Page 18

WP 9 - Aircraft System Developments WP 9 focuses on the development and validation of the airborne enablers. The principal evolutions to the aircraft platform concern: • 4 D Trajectory management functions will be progressively introduced. Initial steps include the improvement of the Required Time of Arrival (RTA) function. • Aircraft Separation Assurance develops progressively from the ATSAW functions to improve awareness, through spacing to optimise TMA operations, and finally separation delegated to the cockpit. • Approach functionalities are progressively enhanced to provide improved all weather operations, through the addition of new functions and technologies such as GBAS, Enhanced Visual Systems and wake vortex detection/alleviation. • Surface movement operations are improved through the introduction of functions to initially provide guidance and then provide automatic taxi functionality. Page 19

Projects 9. 01/9. 02/9. 03 focus on the development and validation the definition, exchange and execution of the 4 D Business or Mission Trajectory. The principal goals and scope of these projects are: • To ensure that the airborne part of the technical definition and the system design of the ‘Initial 4 D’ function is at the level of maturity relevant to launch a cost effective and robust A/C system development, and is interoperable with systems containing the ground Initial 4 D functionality, including CPDLC and ADS-C supporting elements. • Development of the ‘full 4 D’ function is aimed to provide significant benefits, on flight efficiency and Air traffic Management, based on a very precise trajectory management on 3 D + time down to runway threshold. • Assess what capability levels can be reached by military aircraft in relation to interoperability of Business Trajectory and Mission Trajectory and how military aircraft capabilities may comply with the 4 D principles. Page 20

Projects 9. 28/9. 29 & 9. 11/9. 30 9. 28/9. 29 focus on the development and validation of EVS/SVS. Project 9. 11/9. 30 look at the wake vortex detection and alleviation sensors and systems. The principal goals and scope of these projects are: • The development of Enhanced Vision Systems aiming at improving pilots’ ability to conduct taxi, take off and landing operations in low visibility conditions for Head-up and Head-down displays. • The development of Combined Vision Systems (CVS) integrating both Enhanced and Synthetic, aiming at improving pilots’ ability to conduct taxi, take off and landing operations in low visibility conditions. • To develop and validate an onboard system for detecting and characterizing severe wake encounters during all phases of flight and to enable fly through non-severe vortices by adaptive control of the aircraft. Page 21

Projects 9. 05/9. 06 focus on the development and validation of Airborne Separation ASAS The principal goals and scope of these projects are: • To progress with the technical definition, prototyping and validation of the Sequencing and Merging ASAS Spacing application function onboard the aircraft. • To progress with the technical definition, prototyping and validation of ASAS Separation application functions to support the delegation of responsibility to carry out a specific maneuvers or maintain a defined separation during those maneuver. Page 22

Projects 9. 09/9. 10/9. 12 focus on the development and validation of the navigation capabilities, on board the aircraft and the related applications. The principal goals and scope of these projects are: • To design and validate the architecture of system to ensure continuous navigation during Initial, intermediate and final approach in order to support RNP to Precision approach transitions to x. LS (x = ILS, MLS, GLS), taking into account the different RNP classes and levels. • To evaluate the compliance of existing avionics to APV-Baro VNAV requirements. To analyse the required upgrades on existing avionics to fly LPV (APV-SBAS) and to prototype future avionics with an optimised architecture for APV in support of validation. • To design and validate the architecture of the initial GBAS CAT II/IIII airborne system taking full account of the performance provided by the GBAS CAT II/III ground component in order to demonstrate that the CAT II/III operational performances can be met. Page 23

Projects 9. 13/9. 14 focus on the development and validation of Surface movement operations will be improved through the introduction of aircraft system capabilities which provide guidance and automatic taxi routing as well as alerting functionality to the flight crew. The principal goals and scope of these projects are: • To progress the technical definition and validation of the airborne systems to enable mixed voice and datalink taxi clearances on the airport surface. • To define, develop and validate the airborne functional and technical capabilities to enable alerting services to flight crew during operations on the Airport surface. Page 24

Project 9. 49 – Avionics Roadmap A/G and ASAS Applications Regulatory Roadmap Standardisation Roadmap Data exchange requirements WP 9. X WP 9. Y WP 9. Z WP 9. # WP 15. X WP 9. N WP 10. Y WP 12. Z Consolidated Airborne Functional Architecture Revie w Validation Reports Revie w Avionics Roadmap Interoperability Risk Report Physical Airframe Architecture - N US (Next. Gen) Planning Page 25

SESAR and EFBs Currently there is nothing explicitly aiming at EFB development in the SESAR programme. However the role of EFB hosted applications is recognized as a way to fast -track the implementation of certain aircraft based applications. Allowing the benefits to be realised without the full aircraft integration cost and time. It is seen as an intermediate step and there are issues to be considered for the suitability of an application to be hosted on an EFB e. g. safety and certification (Outside SESAR scope). Some ASAS applications and surface routing applications could be candidates for EFB implementation in the short-term as well as access to up to date information by the flight crew Deployment strategies should take account of near-term work advancing the use of EFB’s, understanding how we can deliver the SESAR benefits to the user most effectively. Page 26