ASAS-TN - what’s in it for easyJet ?

1. ASAS-TN- what’s in it foreasyJet? presented by graeme clark - strategic projects manager, easyJet 29 April 2003

2. Passengers 365m 435m 600m 15% 7% 30% 2% low-cost 32% international 33% 20% traditionalscheduled 23% 25% domestic 16% 17% 17% regional 19% 21% 23% charter delivering airline growth in Europe... Source: McKinsey Quarterly, 2002, UK-CAA, ERA, Airline Business, AEA, 1998 2001 2007

3. the low cost impact - scheduled intra-European traffic 2002… 40 Source: Respective published accounts and reports: Geographical distribution of domestic and European scheduled passenger traffic except for Iberia which reports traffic short and medium haul. 35 30 25 Passenger Millions 20 15 10 5 - Lufthansa British SAS Iberia Air France Alitalia easyJet Ryanair Airways

4. the low cost impact - scheduled intra-European traffic 2003… 40 Source: Respective published accounts and reports: Geographical distribution of domestic and European scheduled passenger traffic except for Iberia which reports traffic short and medium haul. 35 30 25 Passenger Millions 20 15 10 5 - Lufthansa British Ryanair easyJet SAS Iberia Air France Alitalia Airways

5. current plan is too little, too late e.g. en-route… Source: EU DG TREN ‘Datalink Roadmap’ Application Assesment P1672020v2.0 30Oct2002

6. our European responsibility… • to make a STEP CHANGE in the implementation of a 21st century air traffic system through: • leadership – deliver SES objectives by 2008 • (STAR 21 report has this spirit) • effective application of funds • by joining up the various EU programmes e.g TEN-T/MIP, FP6, environment etc • compelling value proposition ensuring operational implementation by airlines & general aviation • result is a significant start in the delivery of the aviation system we need…

7. parallel worlds show us a way… • safety - maritime; Automatic Identification System (AIS) www.imo.org • July 2002 – mandate regulation start… Dec 2004 – large ship completion • 70,000 ships in 2 ½ years… • safety - general aviation; Capstone/UAT http://www.alaska.faa.gov/capstone/docs/baseline.pdf • 1995 – study…. 2003 - ‘IFR’

8. practical world approach… • research to feasible level – (‘done’) • operational large-scale trials via C-ATM/SEAP • create operationally based database for validation • non-critical applications e.g AOC, ADS-B/tracking, D-ATIS, PDC etc first, introduce CDTI • ATM applications asap eg DAP, CAP, ADS-B in & out • complete technical standards – (‘advanced’) • rewrite operational procedures • progressive addition of high benefit ATM applications

9. the interoperability red herring... • Europe frequently cites global interoperability as a basic criteria for selection of ASAS enablers but the fact is: • USA is ‘doing it’s own thing’ e.g UAT, VDL3 & delaying VDL2 CPDLC… • so while Europe is in (quote) ‘air traffic crisis’ it delays the best technology & cites lack of spectrum as a typical reason in the name of ‘global interoperability’…

10. our European unilateral approach – mode S… • mandate of mode S is village thinking applied to an industry that has many airlines struggling to survive… • HOW MANY AIRPORTS OR ANSP’S HAVE FAILED COMPARED TO AIRLINES? • regulators and ANSP’s have failed Europe in the timely delivery of proper capacity with significant safety gains – we are at least five years behind schedule… • focus should be on WHAT surveillence data to provide not HOW to provide i.e. an open data standard…

11. Our European unilateral approach – short term, not inclusive… • mode S & 1090ES no real commercial benefit to airlines • Just like the mandate of TCAS, GPWS/EGPWS do nothing beyond reaction to an immediate problem (ADS-B can replace these two… = simplification = lower cost!) • i.e a short term solution for a long term need… • general aviation ‘ignored’ as usual e.g. neither ADS-B via Mode S or UAT (in Europe) a real option • but on this issue, like maritime safety, ‘all’ users must be included in order to meet our ‘duty of care’…

12. Enabler comparison…

13. Effective way forward… • Accelerate SEAP within FP6 C-ATM • SEAP = Large Scale South European ADS Pre-Implementation Programme • optimised flight supply chain; collaborative decision making • SEAP; serious ASAS • SEAP is the most significant mechanism to deliver operational capacity, flight efficiency and safety we have at hand… • maximum European effort i.e. political, financial & industrial, must be applied to translate the R & D investment into operational reality… • …by 2008 – no excuses!

14. Summary • ASAS needs to focus primarily on maximum benefit applications first i.e. package 2/3 ! • ASAS only delivers serious value with: • ADS-B in & out • Cockpit Display of Traffic Information • political, financial & regulatory leadership essential if aviation is to deliver needed capacity, flight efficency & safety in Europe • airlines will lead industry change when shown the value proposition to their business • …note: supply chain = customer=> airline=> airport=> ansp=> regulator…

15. End thoughts… • airlines, airports and ansp’s hoping to use Collaborative Decision Making without a universal, seamless datalink will be like an office full of personal computers without a LAN • p.s. who is going to pay if a bit-charge enabler is used? • ATN system of the future must be driven by aircraft-derived parameters… ANSP’s will then undergo a quantum shift in safe, productive, cost efficient delivery to benefit of all…