Runway throughput at high-density European airports is governed not only by the aircraft interarrival separation on final approach but also by runway occupancy time (ROT). As reduction of Separation Minima (SM) becomes operationally and technically feasible and as Air Traffic Control Officers (ATCOs) improve delivery accuracy, ROT is expected to play a progressively larger role as the capacity-limiting mechanism. This study provides the first quantitative evidence of this effect through an analysis of a saturated traffic scenario operating under the RECAT-EU wake turbulence separation scheme and reduced surveillance minima of 2.5 nautical miles, based on ADS-B surveillance data. For each RECAT-EU leader–following sequence, ROT distributions were compared against the actual approach-to-approach times and the applicable SM to derive the probability that ROT becomes the binding constraint. Results show that, when arrival separation is governed by the reduced surveillance-based separation rather than by wake turbulence constraints, ROT is significantly more likely to become the limiting factor for runway capacity. This evidence provides a quantitative basis to guide future research, which should focus on ROT reduction strategies tailored to aircraft performance, including flexible exit taxiway concepts and adaptive exit allocation, prioritising those aircraft sequences identified by this study as most ROT sensitive.

The increasing demand for air travel has intensified the need for more efficient air traffic management (ATM) solutions. One of the key challenges in this domain is the optimal sectorization of airspace to ensure balanced controller workload and operational efficiency. Traditional airspace sectors, typically static and based on historical flow patterns, often fail to adapt to evolving traffic complexity, resulting in imbalanced workload distribution and reduced system performance. This study introduces a novel methodology for optimizing ATC sector geometries based on air traffic complexity indicators, aiming to enhance the balance of operational workload across sectors. The proposed optimization is formulated in the horizontal plane using a two-dimensional cell-based airspace representation. A graph-partitioning optimization model with spatial and operational constraints is applied, along with a refinement step using adjacent-cell pairs to improve geometric coherence. Tested on real data from Madrid North ACC, the model achieved significant complexity balancing while preserving sector shapes in a real-world case study based on a Spanish ACC. This work provides a methodological basis to support static and dynamic airspace design and has the potential to enhance ATC efficiency through data-driven optimization.

Sustainability is one of the guiding principles of the aviation industry. In the coming years, new sustainable aircraft concepts and propulsion technologies are expected to be developed and scaled up. One of the most promising solutions is the development of battery-powered aircraft. This paper aims to present the key concepts associated with these new aircraft designs. The first part of the paper provides an overview of the key advantages of battery-powered aircraft. It also identifies limitations that these designs will need to overcome to be scaled up. The second part focuses on the two main types of battery-powered aircraft. The difference between all-electric aircraft (AEA) and hybrid-electric aircraft is explained. The main advantages and limitations of each type are also discussed. The third part of the paper analyses the impact of introducing battery-powered aircraft on different aviation markets. Due to its relevance, the analysis of a new business model—Innovative Air Mobility (IAM)—is detailed. The development of battery-powered aircraft is discussed as a key driver for this business model.

Air traffic controllers (ATCOs) are currently constrained by a sector-based competence endorsement model that requires extensive, sector-specific training and limits operational flexibility. To address this, the SESAR project IFAV3 proposes solutions to facilitate service provision flexibility. A fundamental part of achieving this objective is to have a common regulatory framework which allows one to provide a service in a different airspace. The Common Unit Competence Scheme (CUCS) is a unified framework designed to harmonize the endorsement process across Europe. The CUCS is a methodology that aims to create a framework for Air Navigation Services Providers (ANSPs), which emphasizes training, planning and endorsement processes across multiple sector groups and Air Traffic Service Units (ATSUs) while remaining compliant with Regulation (EU) 2015/340 and Regulation (EU) 2017/373. CUCS intends to enhance interoperability and workforce adaptability, being a necessary step towards ATCO’s flexibility to operate across a wider range of sectors. This paper outlines the CUCS methodology, detailing its intended benefits and its limitations, and concludes by presenting a set of practical use cases that illustrates its potential implementation in diverse operational scenarios. The methodology allows any ANSP to implement the operational strategy that best suits its needs, guaranteeing compliance with regulations and favouring greater flexibility in the provision of ATC services.