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July/August 2014

25 years of Jar 25 years of Jar

Silver AnniversaryIH

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The past is a foreign country: they do things differently there,” wrote L P Hartley in his novel The Go-Between.

This is certainly true when we look back to global civil aviation in 1989, when Ken Harris launched Jane’s Airport Review with Philip Butterworth-Hayes as editor.

The airline and ATC sectors were unrecognisable from the more liberalised industries we see today – and the airport experience has changed as well.

Many features of aviation in that era are no longer with us – think of Concorde, Pan Am and TWA, handwritten airline tickets, smoking permitted around the airport and even onboard the aircraft, tickets for sale in newspapers, pre-codeshare flights with empty seats. Many more aspects of air travel have emerged since the 1990s – the internet, smart electronic devices storing boarding passes, online check-in, self-service bag drop, biometric border control, tighter passenger screening and luggage scanning, the A380 and B-787, individual

media systems on seats, and ‘virtual’ airport assistants.

So picture yourself on a journey in 1989: you arrive at the terminal with a handwritten airline ticket, hoping that the check-in queue is not too long and that the attendant at the desk will be able to put you in an aisle seat, in the smoking section so you can enjoy a cigarette on your flight.

You are given your boarding pass and drop your baggage off. You are told to go to your gate just before take-off. Passport control is a breeze, although the US authorities recently introduced extra security measures for passengers flying on US carriers at European and Middle Eastern airports, following the Lockerbie bombing in December 1988. But regardless of these new measures, you can take through as many drinks bottles, toiletries and other liquid containers as you wish.

As you wait for the flight, you can use one of the payphones in the departure

lounge or send a fax to keep in touch with the office. There may even be time for another cigarette while you browse the duty-free shop…

In politics, 1989 was a year of fundamental change, when the Berlin Wall fell and the rivets dropped out of the Iron Curtain. Amid these events Francis Fukuyama, then a policy planner in the US State Department, penned an essay describing ‘The End of History’.

For us, 1989 marked the beginning.

Welcome to the 25th anniversary supplement

“

Then… Heathrow Terminal 2 in the 1980s. 1565812 …and now: exterior of new Terminal 2, 2014. Heathrow Airport: 1565810

Ben Vogel, Editor, IHS Jane’s Airport Review

From the archivesJuly 1989: Two possible sites are selected for a new Hong Kong Airport; post-Lockerbie, ICAO looks into banning electronic equipment from flights; EC proposes setting up a research and development organisation to oversee air traffic control capacity improvements; JAL is stuck at Narita (pictured).

July 1994: Twists and turns continue in the long-running saga of how, when, and whether Europe’s internal borders will be lifted; the United States launches an initiative to convert military thermal imaging systems for civil use as autonomous landing aids; Abu Dhabi – Al Ain’s desert gamble; a new Macau International Airport takes shape.

July 1999: French hubs set for accelerated take-off; Frankfurt trials runway capacity enhancement programme; BAA sets business approach for Y2K; low-fare carriers boost US East Coast airports.

July 2004: Progress report on Heathrow T5 construction (pictured); upturn in private funding for airport developments; Eurocontrol sets the stage for dynamic airspace management.

July 2009: Tony Tyler takes over as IATA chairman; cyber security looms large for ATC; green light for green GSE; TSA cargo aims face sceptical response; Kenya ploughs ahead with upgrade as expansion sweeps Africa (pictured).

> Arguments for and against adding capacity near London dominate today’s airport expansion debate in the United Kingdom, as readers can see elsewhere in this edition – and a glance at JAR in 1989 shows that little has changed over the course of the last quarter century.

In a story headlined ‘New green hub rumour’ we reported on growing speculation over the possibility of building a new greenfield hub, “away from the present BAA London Heathrow, Gatwick, and Stansted airports, to cope with capacity in the Southeast”.

The story cited a Civil Aviation Authority (CAA) report arguing that more runway capacity is required, either at an existing airport “or at a new site” – although BAA argued that its terminal development at Stansted “will solve the capacity problem”.

Then, as today, the issue was one of runways: in 1989, British Airways believed that the two runways at Heathrow, plus one apiece at Stansted and Gatwick, were insufficient as it sought to develop a hub-and-spoke system with the advent of a European single market in 1992.

“Smaller airlines, especially charters, fear they could be moved out of the central London hubs to make way for larger scheduled carriers,” the article continued.

We outlined three options facing the UK government: do nothing and agree with BAA that Stansted’s terminal would be enough – “which would annoy some of the airlines and ignore the CAA recommendations”; convert a small airport near London, such as Lydd, Bournemouth or Manston – “which would annoy BAA and the environmental lobby”; or build a new greenfield airport, “which would be very expensive, would annoy the environmentalists and take much longer than the second option”.

25 years on, plus ça change…

July 1989

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Aloha AirlinesOlympic Airlines

July 2009

July 2004

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> Since their launch in 2001, the Jane’s ATC Awards have become a prestigious annual fixture in the sector’s calendar. The Awards give the aviation community an opportunity to unite in celebrating the

often-overlooked achievements of air traffic control organisations, technology developers and other aviation stakeholders in improving safety, capacity and efficiency.

Importantly, the Awards do not only

recognise the achievements of major companies and large, established organisations. They also highlight the contributions to the sector from smaller enterprises as the air transport industry continues to evolve.

Below are just a few of the winners over the past 14 years.

25 years of Jar

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Yves Lambert, Eurocontrol director general from 1994 to 2000, won one of the first ATC Awards in recognition of his special contribution to safer skies.

Leonard Jonsson (r), director of LFV, accepting the Service Provision Award in 2004.

Alfonso Arroyo from the European Commission collected the Contribution to European ATM Award in 2005.

Curt Lima, BAE Systems ClearFlite programme manager, col-lects the Industry Award from Kevin Brown of Boeing in 2006.

Tinnagorn Choowong, senior director of Aerothai, accepted the Enabling Technology Award in 2011.

(Left) IANS of Russia won recognition in 2013 for its Wake Vortex Flight Safety System.

Nav Canada and Sensis won the Environment Award in 2010. John Crichton (l), president and CEO Nav Canada, with John Jarrell (r), VP and GM Air Traffic Systems, Sensis Corporation.

Winners in 2008 included Budhi Suyitno, director general of DGCA Indonesia, receiving the Enabling Technology Award from IHS Jane’s Publishing Director Sean Howe.

In 2009 ATO COO Hank Krakowski (r) received the Service Provision Award for ASPIRE with Airways New Zealand CEO Ashley Smout (c) and Airservices Australia CEO Greg Russell.

Air France Concorde after its final journey in 2003.

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Evolution and revolution

> Such has been the pace of airline liberalisation and consolidation, coupled with pressures exerted by industry downturns, that several once-familiar

names have now vanished from the world’s airports. Below is a selection of some of the aircraft types and airlines that have fallen by the wayside.

A team effortJeff Pye has designed Jane’s Airport Review for all but one of its 25 years, making him the longest-serving member of staff on the magazine. No silver anniversary celebration would be complete without highlighting his contribution to our success.

The Innovation Award in 2012 went to Germany-based ATRiCS for its surface management automated routing and guidance system.

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> Aviation has changed considerably since 1989. It is one of the industries to have benefited enormously and conspicuously from advances in technology. Aircraft have become safer and more economical. They offer a better travel experience with the inclusion of personalised in-flight entertainment and onboard Wi-Fi, and are more environmentally friendly than they were 25 years ago – an important consideration given the increase in aircraft movements.

A quarter of a century ago, if you wanted to fly from one country to another, you would visit a travel agent in your local town to book your flight. Nowadays, flights can be booked instantly on the internet from work or home, or even from a mobile phone while out and about. For passengers, the growth of internet and smartphone use has not just given birth to more convenient booking and paperless ticketing. It also provides a wealth of information at the touch of a finger – be it to compare prices, check live flight status updates, find out which retail options are available,

download maps of terminals, keep track of air miles, or access partner offers.

The advent and rapid growth of low-cost airlines, which readily embrace the internet as a way of taking bookings and providing information, has also boosted the number of aircraft movements as well as create a need for new, lower-cost terminals.

At airports, making the most of new technology, and adopting new standards and policies, the changes are diverse. Baggage-handling has altered radically – a necessity given the expansion in passenger numbers and security requirements in the wake of the attacks in the United States on 11 September 2001.

On the ramp, larger aircraft such as the A380 and B-787 have driven the need for servicing, maintenance, and handling equipment to accommodate the new dimensions. Another requirement, driven by airport operators’ calls for reduced emissions, has been for greener ground support equipment (GSE). We have therefore seen the advent of vehicles powered by electricity or biofuels.

Inside the terminal, flight information displays are dynamic and carry advertising and video as well as basic flight status updates. Passengers can now check themselves and their baggage in using self-service kiosks and bag-drops, both of which have proved popular in all corners of the world. The breadth of self-service options available to passengers at the

25 years of Jar 25 years of Jar 25 years of Jar 25 years of Jar

Evolution and revolution

Landmark attacks on aviation since 1989

Looking back to the lessons of 9/11

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1994 20072001 20072001 20092004 20102006 201111 December: Philippine Airlines Flight 434 is bombed as part of the foiled Project Bojinka plan to bring down 11 passenger airliners flying from Asia to the United States.

3 June: A plot to blow up the fuel farm at New York JFK International Airport is foiled by an informer.

30 June: Glasgow International Airport is targeted by an attempt to use a vehicle-borne improvised explosive device to blow up the entrance to the terminal building.

25 December: On Northwest Airlines Flight 253 Umar Farouk Abdulmutallab tries to detonate a bomb consisting of more than 80 g of PETN (smuggled onboard in his underwear) and a liquid thought to be an accelerant. However, the mixture fails to detonate properly, while injuring the bomber, who iss overpowered and arrested.

24 January: A suicide bombing organised by a North Caucasus group causes carnage at the international arrival hall of Moscow Domodedovo International Airport.

11 September: Terrorists hijack four commercial airlines in an attack on New York’s World Trade Center and the Pentagon. One hijacked aircraft crashes in Pennsylvania.

22 December: UK citizen and Al-Qaeda member Richard Reid attempts to detonate plastic explosives concealed in the soles of his shoes. The explosives are too damp to light, and Reid is quickly subdued and arrested.

24 August: Two female Chechen suicide bombers detonate RDX bombs on separate Russian passenger aircraft (Volga-AviaExpress Flight 1353 and Siberia Airlines Flight 1047).

9 August: UK police and intelligence agencies foil a plot to blow up aircraft flying from the UK to the US with liquid explosives hidden inside hand luggage.

29 October: Al-Qaeda in the Arabian Peninsula (AQAP) infiltrates the global air cargo supply chain with explosive devices concealed in printer cartridges. The bombs, intercepted in the United Kingdom and the United Arab Emirates, contain 300-400 g of PETN.

> The events of 11 September 2001 – commonly known as 9/11 – arguably changed the course of aviation forever. The simultaneous hijack and control of the flight deck by terrorists of four aircraft on domestic flights inside US airspace resulted in airports throughout the United States and Europe dramatically enhancing their security processes. ICAO Annex 17

Standards and Recommended Practices were reviewed and changed to reflect the fact that attacks on civil aviation were not limited to international flights. Annex 17 now applies to domestic air services as well as international ones.

As we reported in the October 2001 edition, there were two other major changes as a consequence of the 9/11

attacks: one was the recognition by the United States that its security programme was deficient and had to be radically overhauled, and the other was that the EU decided that it should take a more hands-on approach to aviation security within its member states.

Changes at airport technology over the last 25 years have been dictated by an increase in passengers and a requirement for enhanced security

airport, including boarding and border clearance, also improve operational efficiency by enabling staff to focus on more decision-critical tasks.

Innovations in securityThe 9/11 attacks marked a turning point for airport security and heralded a new dawn of equipment innovation. Airlines, passengers and world leaders alike demanded secure travel – and industry and academia have responded. Security is the most rapidly changing aspect of airport operations and it needs to be, given the rapidly changing nature and origin of threats.

While the pace of regulatory activity has been a constant source of frustration, it is encouraging to note that industry has been quick to respond.

When liquid scanning became necessary, for instance, it was not long before airports were installing specialist scanning equipment, while industry worked on integrating that capability into baggage screening systems to negate the need for separate equipment. When concerns were raised about the body images shown on advanced image-screening equipment, developments followed that altered the passenger image, preserving modesty and answering health concerns. The issue of cargo screening was somewhat late to materialise and optimistic in its original goals – yet, in the main, industry has not been far behind.

The aviation community is not only reacting to foiled plots and emerging threats, but is looking to improve the efficiency of airport security. The checkpoint environment could undergo a fundamental change, if ACI and IATA deliver on their Smart Security concept (previously known as Checkpoint of the Future), which would see passengers

subjected to different levels of screening based on prior risk assessment.

Smart Security reflects a desire to change the game.

Other moves are being made to pre-empt the terrorist and

produce a system that beats a threat not yet encountered. Last year’s biometrics spoofing challenge organised by the EU’s Tabula Rasa is one example of second-guessing the terrorist and creating technology that can counter the most sophisticated fake biometrics. The use of biometrics in airports was unheard of 25 years ago and yet today it has become commonplace, with many countries now issuing biometric passports. Inevitably, funding will be more readily available to counter a known threat, especially one that has been carried out successfully, than for equipment and technology to solve a problem not yet encountered.

Security has undergone much change in the past quarter century. With developments in technology and demands from the public showing no signs of abating, and secure travel being an omnipresent necessity, the next 25 years should be just as noteworthy.

Kylie Bull, Editor, IHS Jane’s Airports, Equipment and Services

Gatwick Airport’s check-in area in the 1980s.

In the 21st century, checking in is often self-service (pictured are passengers at Beijing Capital International Airport, Terminal 3).

Bag screening, 1980s style: a scanning machine in the lobby at Honolulu International Airport.

Modern hold baggage-screening systems are now installed inline as part of the overall baggage-handling system.

> Jane’s Airport Review was launched at a time of rising traffic, expanding long-haul travel, and the emergence of busy hub-and-spoke networks. An overburdened infrastructure saw traffic volume double within 15 years, making the industry hungry for solutions to manage burgeoning demand. Europe experienced some of the worst delays on record, prompting the industry to review the way airspace is managed.

Among early achievements, navigation service providers seized on the navigation capabilities of modern aircraft to reduce the minimum distance separating aircraft in the upper airspace. Height monitoring units across the continent were used to verify navigation accuracy, and by the end of the 1990s, Reduced Vertical Separation Minimum (RVSM) added 30% to European airspace capacity. RVSM was implemented across the entire western hemisphere by 2005, and reached China and Russia by 2008 and 2011 respectively.

Precise navigation also led to the introduction of safer, greener arrival

and departure routes. Juneau in Alaska became the first airport to introduce Required Navigation Performance (RNP) approach paths in 1996, a procedure now widely used by high-altitude airports, as well as congested city airports such as Washington’s Reagan National Airport, and Cape Town in South Africa. The new procedures reflect the shift away from traditional ground-based navigation aids to alternative means of communications, navigation, and surveillance.

In the mid-1990s, a new universal tracking service called Automatic Dependent Surveillance (ADS) radically changed the way aircraft are monitored. Unlike conventional radar, which interrogate a target to elicit a response, aircraft equipped with ADS-Broadcast (ADS-B) transponders emit frequent position updates that can be interpreted by multiple receivers.

Multilateration has evolved rapidly to become an accurate, low-cost means of surveillance. Australia was among the

first to introduce the concept to replace conventional primary radar, while the United States completed a nationwide ADS-B network in 2013 that provides controllers and pilots with key data such as altitude, speed, and flight path, as well as weather updates.

ADS-B surveillance is now used in place of radar in countries such as Namibia, Mongolia, and Indonesia. It also provides terminal area surveillance data in the congested airspace around Frankfurt Airport. The technology is due to move into space in 2015, when Aireon is set to launch the first ADS-B receivers on board a new satellite constellation designed to provide global coverage.

Air traffic control has benefited greatly from advances in information technology. Modernisation programmes set in motion in the late 1980s relied on bespoke software development and expensive hardware. The high cost and inflexible specifications of automation systems in the United States, United Kingdom, and elsewhere caused delays and disruption well into the early 2000s, until an industry shift to off-the-shelf components and open architecture cut costs, boosted performance, and encouraged many new suppliers to enter the market.

Modern processing techniques now support a burgeoning simulation and training sector, electronic flight data processing, and online data sharing between multiple systems. In the complex airport environment, collaborative decision making among stakeholders using a common platform has been a deciding factor in reducing delays and fuel consumption and raising capacity.

The digital revolution also encompasses the communications sector. Data is replacing voice for routine messages, freeing up congested radio channels and allowing information to be shared between multiple stakeholders in real-time. Datalink communications are in the process of changing the way pilots and controllers work together, for example by sharing a common situation display and adding predictive tools to improve safety and route optimisation. The challenge facing the industry in the years ahead is to create an organisational framework that allows this technology to be harnessed and used to maximum effect.

Jenny Beechener, Editor, IHS Jane’s Air Traffic Control

Air traffic control meets its rising challenges

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ATM technology is outpacing political and economic mechanisms.

The aviation tragedies in New York, Washington, and Pennsylvania have led the European Union to develop a range of air security regulations and policies, with ministers agreeing to fast-track their passage onto the EU statute book. Meeting in Luxemburg in October, the Council of Ministers for Transport granted political approval to a hastily drawn-up proposed regulation on aviation security. The Commission’s package is based on rules written in Document 30 of the European Civil Aviation Conference (ECAC), Europe’s aviation policy development body, which aim at “increased control of both international

and domestic flights”. ECAC’s paper includes technical recommendations on the use and checking of machine-readable travel documents, accident investigation experts, information and communications within the air industry, and the treatment of inadmissable persons and deportees. A Brussels statement said that the reforms would be chiefly concerned with controlling and monitoring access to sensitive areas of airports and aircraft, as well as passengers, their hand luggage, hold luggage, cargo and mail. They also are designed to improve the training of ground staff, define specifications for air

security related equipment and classify weapons and other items banned from aircraft or sensitive areas of airports. The council also backed Commission proposals that that the measures would be “implemented gradually in a realistic manner to take account of the time needed to train personnel and alter infrastructure”. As for additional measures, ministers also agreed that where there was a more specific threat, member states would be free to adopt special measures. It added that it would ensure that EU measures could “evolve in line with the nature of any threat.”

The suicide hijackings of four aircraft

from three US airports on 11 September

has brought US airport security policy

under close scrutiny. In particular, it

questions the industry’s success in

implementing security measures at

many airports, measures which the

airlines feared would impact the smooth

running of their operations and cost

significant sums of money.

The case for enhanced security was

made by the Gore Commission after the

1996 loss of TWA 800 off Long Island,

New York. This commission made many

security recommendations, including

suggesting that positive passenger bag

matching be introduced on domestic

passenger flights. The airlines argued

that its introduction would adversely

affect domestic aviation and bring about

unacceptable delays.

The industry instead came up with

its own solution based on Computer

Assisted Passenger Profiling. The

intent was that this would single out

potentially high-risk passengers for

more in-depth screening including x-ray

examination and physical inspection of

their baggage. But to adequately screen

passengers in this manner requires

more substantive information on those

travelling than the civil liberties lobby

would allow to be held. The events of

September 11 have shown this process

to have failed.

There were four domestic aircraft

seized shortly after take-off from Boston

Logan, Newark, and Washington Dulles

airports on September 11. According to

an analysis of FAA data, these airports

had the lowest ratings for detection of

weapons – first, third, and fourth lowest

respectively among the 25 US airports

with the largest passenger volume.

Federal action urgedThe US government is stepping in to redress lax security measures

Stringent new policy in EuropeEurope has acted swiftly to fast track new security regulations