Civil & Military Cooperation - Eurocontrol · 2019-02-18 · 3 Dear readers, This issue of Skyway...

Skyway is a quarterly publication of the European Organisation for the Safety of Air Navigation, EUROCONTROLVolume 10, Number 43, Winter 2006

Civil & MilitaryCooperation

In this issue:

● FUA application● ATM security challenges● OAT harmonisation● State aircraft equipage● SESAR and the military● UAVs

EUROCONTROLMaastricht UAC receives

Single European Skycertification

Skyway Magazine is a EUROCONTROL publication. Articles appearing in this magazine do not necessarily reflect EUROCONTROL’s official policy.

Publisher: Víctor M. AguadoManaging Editor: Gerhard StadlerEditor: Lucia [email protected] Editorial Team: Christos Petrou, Jean-Jacques Sauvage Linguistic Advisers: Language Service (DGS/LSEC)Layout: Frédérique FyonPhotography: Christian SampouxPrinting: EUROCONTROL Logistics and Support Services, Bureau DGS/LOG

Articles, photographs and letters from readers are welcome. Whilst every care will be taken of material submitted for publication, the Managing Editorregrets that he is unable to accept responsibility for any loss or damage.

EUROCONTROL Website: http://www.eurocontrol.int

Interview18 Interview with Jean-Robert Cazarré,

Director of the newly-established EUROCONTROLDirectorate of Civil-Military ATM Coordination

Stakeholder Forum22 Civil/Military cooperation in the UK

24 Italy’s model of civil and military cooperation

28 Introducing Oro Navigacija– the Lithuanian air navigation services provider

Review27 DMEAN: one year on

31 EUROCONTROL Maastricht UAC receivesSingle European Sky certification

36 Wake up to a new environment!

38 A new short-term conflict alert for the EUROCONTROL Maastricht UAC primary and fallback systems

Independent Platform32 Focus on ATM security

Datelines40 Improving ATM security together

SESAR

41 SESAR Definition Phase progress:Second milestone achieved

42 Visits & Agreements

3 Editorial

Focus4 Flexible use of airspace

6 What – No pilot?UAV: an aircraft designed to operatewith no human pilot on board

8 CNS: State aircraft equipage– Key for future ATM development

10 ATM security in Europe

12 SESAR & the military

13 Operational Air Traffic harmonisation

16 Bringing civil-military cooperationto new horizons

Contents

3

Dear readers,

This issue of Skyway examines civil-militarycoordination in European air traffic management.

The EUROCONTROL Organisation occupies something of a uniqueposition in that it deals with both civil and military aspects of air trafficmanagement and has done so since its inception at the beginning ofthe 1960s.

This pivotal dual function has been retained in the revised Convention:its Article 1 states that one of EUROCONTROL‘s objectives is to“strengthen cooperation between the States with the aim of efficientlyorganising and safely managing the airspace for both civil and mili-tary users.”

The creation of a Single European Sky requires a high level of civil-mil-itary cooperation. This being the case, a new Directorate of Civil andMilitary Coordination has been formed in EUROCONTROL. It hasGeneral Jean-Robert Cazarré of France as its first Director.

The importance of efficient civil-military coordination cannot bestressed enough. Evolving worldwide security threats require contin-uous adaptation of military strategies and tactics – which in turn resultin changing military airspace and airspace management require-ments.

In dealing with security matters in air traffic management, EURO-CONTROL maintains close ties with NATO, the North Atlantic TreatyOrganisation. Together, we established a joint coordination group,NEASCOG: the NATO/EUROCONTROL Air Traffic ManagementSecurity Coordinating Group.

With progressively increasing traffic in Europe’s skies, the importanceof smooth coordination amongst airspace users grows in parallel.EUROCONTROL’s aim is to synchronise civil and military air trafficmanagement development plans from early on in the researchprocess and to incorporate the needs of both sets of users right theway through to implementation and operations.

Víctor M. AguadoDirector General

Chers lecteurs,

Le présent numéro de SKYWAY a pour thème la coordination civile-militaireen matière de gestion de la circulation aérienne en Europe.

L’organisation EUROCONTROL occupe en quelque sorte une position uniqueen ce qu’elle traite des aspects tant civils que militaires de la gestion du traf-ic aérien, et cela depuis sa création au début des années 1960.

Cette dualité essentielle a été maintenue dans la Convention révisée, dontl’article premier dispose que l’un des objectifs d’EUROCONTROL est « derenforcer la coopération entre les États en vue d’organiser efficacement et degérer en toute sécurité l’espace aérien pour les besoins des usagers tantcivils que militaires. »

La création d’un Ciel unique européen nécessitant un degré élevé decoopération civile-militaire, EUROCONTROL a mis en place une nouvelleDirection chargée de la coopération civile-militaire, dont le premier directeurest le général français Jean-Robert Cazarré.

On ne soulignera jamais assez l’importance d’une coordination civile-militaireefficace. L’évolution des menaces pour la sûreté dans le monde impose uneadaptation permanente des stratégies et tactiques militaires, qui, à son tour,a une incidence sur les besoins des militaires en matière d’espace aérien etde gestion de l’espace aérien.

EUROCONTROL entretient des liens étroits avec l’OTAN, l’Organisation dutraité de l’Atlantique Nord, sur toutes les questions de sûreté liées à la ges-tion du trafic aérien. Les deux organisations ont mis en place un groupe decoordination conjoint, le NEASCOG ou Groupe de coordination OTAN-EUROCONTROL pour la sécurité en matière de gestion de la circulation aéri-enne.

Vu l’augmentation progressive du trafic dans le Ciel européen, l’importanced’une coordination harmonieuse entre les usagers de l'espace aérien necesse, elle aussi, de croître. C’est pourquoi EUROCONTROL s’est donnépour objectif de synchroniser les plans de développement civils et militairesen matière de gestion du trafic aérien très tôt dans le processus derecherche, et d’intégrer les besoins des deux groupes d’usagers tout au longdu processus, jusqu’au stade de la mise en œuvre et de l’exploitation.

Víctor M. AguadoDirecteur général

Skyway 43 - Winter 2006

EditorialEditorial

Focus

Background

During the late 1980s, the continuingdemand and growth of air travelexceeded the capacity of the air trafficservice systems, thus causing signifi-cant delays. Recognising the urgentneed to improve the management ofEuropean airspace, the concept of theFlexible Use of Airspace (FUA) wasdeveloped by EUROCONTROL in1992, together with civil and military

representatives of theEuropean States and aircraftoperators.

The concept was endorsed by theEuropean Civil Aviation Conference(ECAC) in June 1994, underlining theneed for long-term cooperationbetween civil and military partners in airtraffic management (ATM). SinceMarch 1996, the FUA concept hasbeen introduced in most of the 42ECAC Member States.

Within the Single European Sky initia-tive, the airspace regulation calls for amore integrated management of air-space complemented by the develop-ment of new ATM concepts and proce-dures. Airspace will be considered as acommon resource for all categories ofusers which needs to be used flexiblyby all of them, ensuring fairness andtransparency whilst taking into accountthe security and defence needs ofMember States and their commitmentswithin international organisations.Consequently, the States havedeclared their willingness to cooperatewith each other taking into account

national military requirements, in orderfor the FUA concept to be fully and uni-formly applied in all Member States andby all airspace users.

The European Commission mandatedEUROCONTROL to assist in the devel-opment of implementing rules on FUA.This task was fulfilled in close consulta-tion with all relevant civil and militarypartners involved. As result, a firstpackage of common rules for the flexi-ble use of airspace was published asEC Regulation No. 2150/2005 inDecember 2005.

Strategic objectives

According to the FUA, airspace shouldno longer be designated as either mili-tary or civil but should be consideredas one continuum and used flexibly ona day-to-day basis. All users may haveaccess and, based on actual needs,their requests should be managed toachieve the most efficient use of the air-space. Wherever possible, permanentairspace segregation should be avoid-

ed. Enhanced cooperation and real-time coordination between civil and mil-itary units should contribute to the eco-nomic use of the shared resource.

The FUA concept identifies three levelsfor the management of airspace withthe objective of improving airspaceplanning and management. Adequateorganisation of civil-military coopera-tion at strategic level (1) airspace plansand policy, collaborative decision-mak-ing processes at pre-tactical level (2)and real-time coordination at tacticallevel (3) need to be in place to exploitfull benefits for both civil and militaryairspace users.

FUA application

For various reasons, the FUA concepthas not yet been uniformly implementedin all EUROCONTROL Member States.The respective organisation of ATM civil-military coordination at the three identi-fied airspace management levels ofcoordination still differs depending onexisting national rules and responsibili-

4

Focus

Flexible use of airspace

by HeinzBekeschus,EUROCONTROLDirectorate of Civil-Military ATMCoordination

tion as close as possible to the time ofoperations while accommodating short-term changes in traffic situation and/oruser requirements.

The Member States, being convincedthat the safe and efficient use of air-space can only be achieved throughclose cooperation between civil and mil-itary airspace users, mainly based onthe concept of flexible use and effectivecivil-military coordination as establishedby ICAO, will have to ensure that agree-ments are in place on schedule to man-age and balance the demand for addi-tional capacity in time with essentialoperational requirements of their armedforces.

The way ahead

Consistent procedures for civil-militarycoordination and the use of cross-bor-der airspace are key enablers for theestablishment of Functional AirspaceBlocks (FABs) between the participatingnations. Airspace management policieswill need to be coordinated at networklevel. Based on the FUA principles, thecompetent civil and military authorities ofthe Member States should agree onframework arrangements for the jointmanagement of airspace. Majorprogress in the uniform, consistent andtimely management of the pan-European airspace will need to beaccompanied by the planning of flexibleairspace structures and procedures.

In October 2006 the Agencyreceived a request from theEuropean Commission to assist inthe development of a CommunitySpecification (CS) supporting the fullimplementation of the FUA concept.The major objective is to achieveinteroperability of the European ATMnetwork, its systems and their con-stituents by progressive civil/militarycoordination and definition ofdetailed FUA application proce-dures. Whereas account should betaken of national security require-ments, this should be supported bythe timely sharing of correct andconsistent information between civiland military parties. This request isin the process of being acceptedand notified to the EuropeanCommission.

According to the airspace regula-tion, the success of the SingleEuropean Sky and a more integratedoperating airspace are dependentupon effective cooperation betweencivil and military authorities, withoutprejudice to the prerogatives andresponsibilities of the Member Statesin the field of defence. Whereverdeemed necessary, the EURO-CONTROL Directorate of Civil-Military ATM Coordination will sup-port the Agency and assist nationalstakeholders in the process of fullyimplementing the Flexible Use ofAirspace concept. ■■


ties. Since the regulations do not explic-itly cover military operations and train-ing, adequate procedures regarding theflexible use of airspace should be inplace to safeguard essential security ordefence requirements. Nevertheless, afull application of FUA throughout theEuropean airspace would accommo-date increased capacity of the overall airtraffic system by giving both civil andmilitary users access to airspace whenthey need it.

Airspace design, airspace planning, air-space management and airspace useare separate ATM functions addressedby the FUA concept; they are closelyinterdependent and need to be per-formed simultaneously, thus ensuring aneffective use of airspace. Therefore, abetter alignment of these processes isalso an important aspect within the cur-rent Dynamic Manage-ment of theEuropean Airspace NetworkProgramme, in short known as DMEAN.The optimum use of airspace will beachieved in a more dynamic manner byenabling airspace allocation/re-alloca-

5

Focus

The need

At present, most military UAVs inEurope are restricted to airspace that issegregated for the purpose from otheraircraft, or they are flown over the seausing special arrangements. Whereoperations are permitted outside seg-regated airspace, numerous restric-tions to ensure the safety of other air-space users normally apply. This isextremely limiting.

EUROCONTROL was therefore askedto investigate harmonising air trafficcontrol (ATC) procedures for the use ofmilitary UAVs outside segregated air-space in peacetime, a task which itsubsequently devolved to theDirectorate of Civil-Military ATMCoordination. The necessary work wasthen undertaken by a specially formedtask force comprising military and civil-ian members with experience in the airtraffic management (ATM) practicalitiesof UAV operations. NATO and the USalso participated.

Why specifications?

Specifications were chosen as the mostappropriate category from the EURO-CONTROL Regulatory and AdvisoryFramework because their voluntary sta-tus would leave individual States free todecide whether or not to incorporatethem into their own national regulations.This was also the rationale for keepingthe specifications high level and gener-ic, and thus not overly prescriptive.

The specifications focus upon militaryUAVs flying as Operational Air Traffic(OAT) both in and outside controlledairspace. However, they are not intend-ed for military UAVs flying as generalair traffic or for flights by civil UAVs.

Basic principles

European military authorities recognisethat UAV operations outside segregat-ed airspace should be conducted at alevel of safety equivalent to that formanned aircraft. Hence the EURO-CONTROL specifications follow threebasic principles. Firstly, UAV opera-tions should not increase the risk to

6

Focus

What – No pilot?UAV: an aircraft designed to operatewith no human pilot on board

by Michael Strong,EUROCONTROLDirectorate of Civil-Military ATMCoordination

Unmanned Aerial Vehicles(UAVs) have the potential

to be the next majoradvance in aviation.

Yet the concept of an aircraft without a pilot inthe cockpit mixing withother airspace users is

anathema to many peopleand a challenge to

regulators. Nevertheless,this is precisely the issue

EUROCONTROL is seeking to address,

beginning with militaryUAVs.


other airspace users; secondly, ATMprocedures should mirror those appli-cable to manned aircraft; and, thirdly,the provision of air traffic services toUAVs should be transparent to ATCcontrollers. The specifications are alsoinnovative insofar as they are not con-strained by limitations in current UAVcapability such as sense-and-avoid.The specifications will therefore only bepracticable once industry develops thisand other necessary technology.

Specification summary

The specifications envisage a primarymode of operation that entails oversightby a pilot in command, and a back-upmode that enables a UAV to revert toautonomous flight in the event of loss ofcontrol data link. A similar hierarchy isfollowed with regard to separation pro-vision and collision avoidance. Thus,where ATC is not available to separatea UAV from other airspace users, thepilot in command will assume thisresponsibility using available surveil-lance information and technical assis-tance in the form of a sense-and-avoidsystem. The latter will also initiate last-

ditch collision avoidance should cir-cumstances warrant.

Other specifications are similarly prag-matic. Thus, the air traffic services pro-vided to UAVs should accord withthose provided to manned aircraft, andUAVs should carry similar flight, navi-gation and communication functionalityto those required for manned aircraft invarious classes of airspace. In effect, ifUAVs are to integrate with other air-space users, they must fit in with thoseother users and with current proce-dures, rather than existing ATM beingrequired to adjust to accommodateUAVs.

Safety process

In 2005, the work of the task force wassubjected to a safety assuranceprocess by an external contractor,intended to support the argument that,by application of the draft specifica-tions, military UAV OAT operations innon-segregated airspace will beacceptably safe. Recommendationsarising from this process were thenincorporated into the specification doc-

ument, resulting in an increase in thenumber of specifications to 33, cover-ing the whole gamut of UAV ATM.

Way ahead

During the summer of 2006, the speci-fications underwent public consultationusing the EUROCONTROL Notice ofProposed Rule-Making (ENPRM)process. Responses were receivedfrom 49 stakeholders, who were mostlysupportive and who provided a total of273 separate comments. These will beincorporated into a summary ofresponse document for circulation tostakeholders.

Thereafter, the specifications will beamended to incorporate changes aris-ing from the ENPRM comments, andwill be presented to the Civil/MilitaryInterface Standing Committee in March2007 for final approval. EURO-CONTROL will then be in a position topresent the specifications to theProvisional Council, after which theywill be released for Member States toconsider incorporating them into theirown national regulations.

That notwithstanding, because thespecifications focus only on ATM, theyare just one part of the bigger jig-sawthat must fit together before militaryUAVs will be allowed to fly routinely out-side segregated airspace. Other agen-cies working on airworthiness and cer-tification, system security, operatortraining and other such aspects mustall perforce play their part. ■■

7

Background

States’ armed forces have to performjustified and legitimate activities to fulfiltheir national security and defenceresponsibilities, which include militaryair operations within General Air Traffic(GAT) structures where civil traffic flowsare predominant. These mixed-modeoperations are increasing very rapidlyowing to the characteristics of modernmilitary aircraft, out-of-area operations

and the combined/joint con-figuration of most militaryexercises.

Military combat aircraft are essentiallyweapons platforms whose equipagepriorities are normally decided inaccordance with their specific militarymission. A resulting consequence is acapability mismatch and lack of inter-operability between military tactical air-craft avionics and civil ATM require-

ments. Hence, a number of non-com-pliant State aircraft operating as GATare accommodated on the basis ofexemption policies.

Today and in the near future, it will bepossible for civil air traffic control tohandle a significant number of Stateaircraft GAT/IFR flights only by accept-ing their exemption from compliancewith specific civilequipage require-ments such asMode S transpon-ders, 8.33 kHzcapable radios, FMimmune avionics,

B-RNAV capability, Reduced VerticalSeparation Minima (RVSM), Link 2000+ATC Data Link and Airborne CollisionAvoidance System (ACAS).

The military authorities are frequentlyconfronted with the need to drasticallyreduce the acceptable number ofexemption policies for State aircraftoperating as GAT and to increase inter-

operability. This isdictated by air traf-fic growth in ge-neral, the introduc-tion of operationalimprovements toraise the capacityof the European

ATM network, and safety and ATMsecurity considerations.

Potential safety and security hazardscaused by lack of proper equipagemight occur, for example, when militaryaircraft performing an air defence inter-ception are not capable of executingthe appropriate IFR procedures owingto a lack of proper radio communica-tions equipage preventing either air-to-air voice coordination between the mili-tary and civil pilots or any communica-tion between the military aircraft andthe ground ATC centres.

8

CNS: State aircraft equipageKey for future ATM development

FocusFocus

by Jorge Pereira,EUROCONTROLDirectorate ofCivil-Military ATMCoordination


Constraints

Military authorities face extreme difficul-ties when planning adequate procure-ment for retrofitting State aircraft inaccordance with civil ATM requirements.The main constraints relate to:

■ huge military aircraft fleets and smallnumber of similar series;

■ lengthy military procurement cycles(between 5 and 10 years);

■ public budget constraints (in somecases a parliamentary bill isrequired);

■ additional cost for military avionics(often four times the equivalent civilcosts);

■ absence of supporting militaryrequirement;

■ legacy aircraft reaching the end-of-lifecycle;

■ aircraft rarely flying as GAT and thusnon-amortisation of investment inretrofitting;

■ difficult integration into limited cockpitspace, or lack of any technical solution.

Regulatory aspects

With civil-military coordination recog-nised as an essential requirement in theSingle European Sky’s interoperability

implementing rules presently underdevelopment, a new regulatory frame-work will oblige States to take urgentmeasures to mitigate safety hazards andATM security risks deriving from mixed-mode operations in European airspaceinvolving a significant number of non-compliant State aircraft.

The requirements in question are of apredominantly civil nature and in somecases it is difficult to identify clear bene-fits in terms of military mission accom-plishment. Besides that, it is becomingevident that the equipage of military air-frames with civil avionics will entail a sig-nificant burden to which the militaryauthorities might not be able to respondpositively because of the level of costsinvolved (figures of hundreds of millionsof euros were identified for certain proj-ects for the retrofit of State aircraft).

A case in point is the next phase of 8.33 kHz expansion above FL 195, whichwill oblige more than 1,200 State aircraftto be retrofitted to cope with the 8.33-kHzchannels spacing requirement. Currentinformation seems to indicate that theSingle European Sky regulatory provi-sions on air-ground voice channel spac-ing will be implemented with States hav-ing to take measures to overcome seri-ous budget limitations.

Specific R&D needed

When retrofitting military aircraft, particu-larly fighters, there is a need to applyspecific technical solutions which are, inmany cases, difficult to integrate withother military avionics. For various fleetsthere are no Service Bulletins available. It

is thus imperative that technical solutionsknown in one State be made available toothers. In addition, a common approachis required to seek solutions to enableStates to overcome the usual budget andprocurement constraints.

This, together with the need foreconomies of scale, stresses the needfor a common approach through pan-European or multi-national R&D pro-grammes in particular for improving civil-military interoperability.

Conclusion

For the longer term, it is likely that inter-operability and technology convergenceefforts will lead to a future generation ofmilitary avionics fully compatible withforeseeable GAT requirements. Never-theless, there is still a long way to gotowards finding the interoperability solu-tions required to enable the conduct ofmilitary air operations in the complexEuropean ATM environment.

In conclusion, it seems appropriatefinally to consider the actions resultingfrom the statement endorsed by theEuropean Ministers of Transport ascontained in the EUROCONTROL ATMStrategy 2000+, to the effect that:“Military operations are especially vul-nerable to ATM-related changes thatrequire the carriage of additional air-craft equipment that is not essential tomilitary tasks. The cost and operationalimplications for military airspace usershave to be the subject of particularattention, and might need the introduc-tion of specific mitigating measuresand incentives, such as refunding”. ■■

9

Focus

Strategic initiatives

Right after the events of 11 September2001, EUROCONTROL identified, inclose consultation with Member States,ICAO, ECAC and the EuropeanCommission, four strategic initiatives.These were primarily aimed at:

■ establishing processes with a viewto optimising the sharing of civil airtraffic control (ATC) and military(ATC/Air Defence) surveillance infor-mation;

■ setting up a European regional focalpoint for air traffic managementinformation, involving civil and mili-tary interests;

■ focusing on validating a high-capacity air-ground communicationcapability for the transmission ofencrypted cockpit voice, flight dataand on-board video information;

■ ensuring that both civil and militaryATC procedures and training, relat-ing to hijacks and other emergencysituations, be reviewed and har-monised.

Specific additional measures includedthe maintenance of efficient communi-cations between the aircraft and theground, the provision of information onthe traffic situation to the authorities incharge of security and the develop-ment of suitable contingency plans.

ATM security policy guidance

These four strategic initiatives were fol-lowed up by a broader policy docu-ment known as the Policy Guidance forthe Enhancement of Air NavigationSecurity.

Jointly developed by EUROCONTROLand NATO in October 2001, this docu-ment focuses on:

a) enhancing awareness through theidentification of suspicious aircraft,notification of an incident, dissemi-nation of information and mainte-nance of awareness;

b) implementing ATM actions in theevent of an occurrence of unlawfulinterference i.e. clearing of airspacearound the suspicious aircraft;

10

Focus

ATM security in Europe

The year 2007 will be crucial for the future of airtraffic management (ATM)security in Europe. Coordinated efforts amongStates, EUROCONTROL,NATO and the EuropeanCommission may open the door to the implementationof security measures in theshort term. These measures will mainlyconsist of security regula-tions and research anddevelopment programmes.

by AntonioNogueras,EUROCONTROLDirectorate forCivil-Military ATMCoordination


c) long-term measures: to reconsiderthe decommissioning of primaryradars; to improve radar exchangebetween civil and military centres; tosecure lines of communication; toconsider establishing a central loca-tion for the gathering and dissemi-nation of information for the benefitof both civil and military decision-makers.

On the basis of the strategic initiativesand the policy guidance document, aninitial generic work programme wasthen developed.

SWOT1 analysis document

In order to elaborate a more compre-hensive work programme, ATM securi-ty was defined within the broader con-text of aviation security. To this end, theSWOT Analysis document was devel-oped which looked at the strengths,weaknesses, opportunities and threats.

Together with the ATM SecurityStrategy, this document forms the basisfor the joint work programme of theNATO-EUROCONTROL ATM Security

Coordinating Group (NEASCOG),established to coordinate the securityactivities in both organisations.

A security strategy

Prior to the development of the workprogramme, a high-level view on ATMsecurity had to be agreed. To this end,NEASCOG developed the ATM SecurityStrategy aimed at improving ATM secu-rity measures, setting up an institutionaland regulatory framework, enhancinginternational cooperation in this field,providing an ATM security system andimproving civil-military cooperation.

The Security Strategy was endorsed byboth NATO and EUROCONTROL. Itincludes the vision and definition ofATM security.

VisionNational governments and the public ingeneral should be able to trust that theairspace and air traffic managementsystem are secure and well protectedfrom any unlawful activities that couldpotentially cause disruption to civil airtransport.

DefinitionATM security is defined as: “Protectivemeasures against both direct and indi-rect threats, attacks and acts of unlaw-ful interference to the ATM system”.

Direct threat addresses the situationwhere the ATM system is the victim ofthe attack.

Indirect threat addresses the situationwhere the ATM system is used as thefacilitator of the attack.

The ATM security workprogramme

Lastly, based on the ATM SecurityStrategy and the SWOT Analysis, theNATO-EUROCONTROL ATM SecurityCoordinating Group has developed awork programme aimed at enhancingthe security of the overall ATM systemin Europe.

This work programme is expected todeliver a full set of recommended secu-rity standards. These standards will beguaranteed through the implementationof an ATM security system. The regula-tory role of the European Commission isexpected to add substantial value inthis regard.

At the same time the work programmewill be coordinated with the security-related activities of SESAR (SingleEuropean Sky ATM Research).

Close coordination and eventual inte-gration with existing aviation securityactivities will be duly taken intoaccount. This will include securitystandards, training and audit pro-grammes and cooperation with ICAO,EC and national aviation securityauthorities. ■■

11

European ATM Security System

Security Regulations

Work Programme

Strategy

SWOT Analysis

Policy GuidanceStrategic Initiatives

1- Strenghts,Weaknesses,Opportunitiesand Threats

Focus

Impact on the military

The Master Plan will lay down the newrelationships and responsibilitiesbetween the key air traffic manage-ment players.

Although the military pursue differentobjectives, they operate most of thetime in a mixed civil-military environ-ment and they contribute directly (i.e.mixed airports, primary surveillanceradars) or indirectly (i.e. air defence,search and rescue) to the air transportvalue chain.

The dynamic management of the air-space network, a new operationalconcept based on 4D trajectories orthe setting-up of collaborative deci-sion-making processes across theATM community are among the mostpromising concepts under SESARscrutiny.

They all imply a high level of interoper-ability of systems and procedures.

As the military require access to all air-space, there will be a need to pro-gressively bring up to standard the

procedures and the performance ofground and airborne military systemsused for ATM purposes.

The harmonisation of Operational AirTraffic rules, the promotion of commonand dual purpose technologies andthe development of performance-based specifications will all supportthis paradigm shift in civil/militarycooperation.

In an effort to minimise the financialimpact of these changes, SESAR willhave to define a new financing regimeand incentive policy and will coordi-nate all research development activi-ties with a view to organising a smoothtransition from legacy systems to thenew technical architecture.

Military involvement

For the completion of its tasks, SESARrequires a high-level military expertiseon operational, technical and regulato-ry matters.

Moreover, one of the main successcriteria will be the capacity of all stake-holders to fulfil their commitments dur-ing the implementation phase.

The support of the national militaryauthorities is therefore critical as theywill have to commit to actions andresources and will have to make for-mal decisions which will directlyimpact their organisations.

In this respect, EUROCONTOL and theEuropean ATM Military Directors

Conference (EURAMID), which is anassociate member of the SESAR con-sortium, complement each other duringthe Definition Phase. EUROCONTROLis offering its broad expertise on pan-European issues and is the main con-tributor to the drafting of technical andoperational solutions, while EURAMIDis mainly assessing the solutions andtaking responsibility for ensuring buy-ininside and outside the consortium.

As one of the two founding members ofthe Joint Undertaking which will carryout all development activities of theDevelopment Phase, it is proposed thatEUROCONTROL will be responsible forcivil-military coordination on R&Daspects and might play a role, subjectto further agreement, in ensuring thatthe SESAR work programme and prod-ucts including concepts, standardsand common components properlyreflect the needs for civil-military inter-operability.

In line with its strategy and businessplan, EUROCONTROL will continue topropose harmonised military rules andprocedures within SESAR and will pro-mote the long-term convergence andintegration of civil and military ATMfunctions as part of the overall effort tode-fragment and rationalise the exist-ing air traffic management infrastruc-ture. ■■

12

Focus

SESAR & the military

SESAR will lead the way towards the modernisation of the European air traffic management system. In their capacity as airspace users, service providers and regulators, the military need to actively participate and contribute to the definitionand implementation of the European ATM Master Plan – the main deliverable ofthe SESAR Definition Phase.

by Eric Billard, EUROCONTROLDirectorate of Civil-Military ATMCoordination


Nevertheless, the European ATM net-work must also satisfy security anddefence requirements, including all thenecessary military training and exer-cise needs in order to ensure that thecapabilities and readiness of the armedforces are adequate and flexibleenough to cope with current, future,expected and unexpected threats.

The needs of military aviation and ATMsupport are often beyond the scope ofcivil aviation and therefore not suffi-ciently covered by ICAO provisions forGeneral Air Traffic (GAT). This requiresthe military to use Operational AirTraffic (OAT) as the means to providethe regulatory provisions and ATMarrangements necessary for successfulmilitary training and mission accom-plishment.

Regarding OAT, a wide variety ofnational regulatory provisions, ATMarrangements and CNS equipage existin Europe. In view of the SingleEuropean Sky implementation and theexpected harmonisation of airspacedesign and use at European level, themilitary community will have to over-come the existing national fragmenta-tion for the future ATM system to beinteroperable.

With this in mind, the EUROCONTROLMember States requested the Agencyto develop harmonised OAT arrange-ments at European level so as toensure appropriate facilitation of mili-tary requirements within the SingleEuropean Sky environment. This task isalso fully in line with EUROCONTROL’soverall objective to further enhance

civil-military coordination and in partic-ular to ensure the interoperability ofGAT and OAT systems and operations.The EUROCONTROL Directorate ofCivil-Military ATM Coordination is work-ing towards this objective with dueregard to DMEAN and SESAR via athree-step approach, involving OATregulatory harmonisation, OAT transitsystem development and a strategy forthe pan-European use of military train-ing areas.

STEP 1: harmonisation of OAT rules

To appropriately facilitate military avia-tion within the Single European Sky(SES) airspace environment, relevantnational OAT rules need to be har-monised at European level.

13

FocusFocus

OperationalAir Traffic harmonisation

by MichaelSteinfurth,EUROCONTROLDirectorate ofCivil-Military ATMCoordination

The objectives of militarystakeholders are determi-ned by national security,defence and foreign policy,international security anddefence commitments andthe resulting political deci-sions, and therefore differfrom those of all the otherair traffic management(ATM) partners.

The “EUROCONTROL harmonisedrules for Operational Air Traffic underInstrument Flight Rules (IFR) insidecontrolled airspace in the ECAC area”,also known as EUROAT, have beendeveloped to provide the required har-monised regulatory framework.

These rules will lead to the harmonisa-tion of the currently nationally fragment-ed OAT-IFR rules and regulations,adapting the military regulatory frame-work towards Functional AirspaceBlocks (FABs) across national borders.They will also facilitate safe OAT-GATinterfaces and enhance civil-militarycoordination. It is expected that such aregulatory framework will also enablecivil air navigation service providers toprovide services to OAT.

The development of the EURO-CONTROL harmonised rules for OAT-IFR flights is based on three major principles:

■ if possible, the same definitions,rules and procedures specified byICAO for GAT shall be applied;

■ rules in addition to and/or rules devi-ating from ICAO provisions aredetailed within the document;

■ if the type of mission requires segre-gation from non-participating trafficfor flight safety reasons, an AirspaceReservation of appropriate type anddimension must be used.

The implementation of harmonisedOAT rules will:

■ provide the necessary regulatoryframework for the OAT transit sys-tem;

■ offer regulatory solutions for flexibleairspace management options;

■ contribute to improving militaryoperational flexibility within thefuture SES environment;

■ enhance the level of interoperabilitybetween OAT and GAT functions inthe air and on the ground;

■ increase safety in the interfacesbetween OAT and GAT.

The work on the EUROAT started inSeptember 2004 with the active partici-pation of experts from various Statesand EUROCONTROL.

Presently, Edition 0.8 of the DraftEUROAT is being prepared for thesafety case, after which the remainingtwo milestones will be addressed:

■ EUROAT Draft Edition 0.9 for theEUROCONTROL Coordination andDecision-Making Process (End of2nd quarter 2007);

■ EUROAT Edition 1.0 for nationalimplementation (End 2007).

STEP 2: Europe-wideOAT-IFR transit systemdevelopment

The Europe-wide OAT-IFR transit sys-tem (OATTS) is being developed tofacilitate OAT-IFR flights within thefuture European FAB environment.

Resulting from military requirements,the following elements will be essen-tial for the system:

■ seamless conduct and handlingof OAT-IFR flights (includingUAVs) inside ECAC airspace,regardless of military or civil airnavigation service provision;

■ timely access to airspace and theOATTS on short notice based onmilitary mission requirements;

■ availability of flexible AirspaceReservation (ARES) arrange-ments as detailed in the EURO-CONTROL harmonised rules;

■ development of new simulationsystems by EUROCONTROLreflecting specific military en-route and airspace requirementswithin EUROCONTROL;

■ ATM contingency plans to facili-tate large-scale military opera-tions and exercises with pre-planned OATTS expansionoptions;

■ provision of all OAT-IFR flightdata and information required forthe ATM system to effectivelysupport strategic, pre-tacticaland tactical ATM;

14

FocusFocus

OperationalAir Traffic harmonisation

civil route system. The key benefits ofthis approach are as follows:

■ the harmonisation of procedures forcross-border transits will simplifyATM operations, for OAT;

■ the partial and even complete inte-gration of OATTS into the civil net-work structure and the standardisa-tion of procedures should result inonly limited additional workload onthe civil ATS provision whilst reduc-ing airspace reservation/segrega-tion;

■ a common use of the network struc-ture should encourage a coopera-tive and international planningapproach for the benefit of militaryand civil users;

■ the commonality of route networksused by OAT transit and civil trafficwill simplify the overall structureallowing additional route options;

■ an integrated approach will result inincreased airspace capacity basedon a rationalisation of the airspacestructure;

■ a partial or full integration of OATTS,with harmonised standards and pro-cedures (e.g. flight planning), con-tributes to enhancing safety.

Since many issues of political rele-vance are related to OAT transit acrossnational borders, appropriate nationalmilitary authorities and other stakehold-ers need to agree on the framework forthe intended OATTS before anydetailed work activities can commence.

For that reason, EUROCONTROL iscurrently preparing a concept andscope document for Member States’approval.

Based on the agreed concept andscope for the OATTS, Europe-widecivil-military cooperation should lead tothe development and implementationof a transit system that offers advancedoptions for military requirement facilita-tion and military operational flexibility,while improving the overall EuropeanATM network.

STEP 3: Europe-wide useof military training areas

The work on Step 3 has not yet startedand will involve addressing politicallyand environmentally sensitive issues.

Before engaging in practical work, themilitary-political dimension related toTSA/TRA sharing concepts atEuropean level and the readiness ofnational military authorities to apply thecross-border operations process inregard to the dependency on otherStates, notably the reciprocity of train-ing opportunities and the need to iden-tify and mitigate regulatory and proce-dural differences, has to be thoroughlyassessed. ■■


■ medium- and long-term strategiesto ensure standardised perform-ance capabilities for military air-borne and ground CNS equipment,capable of being fully interoperablewith and matching required per-formance levels of relevant civilCNS systems;

■ development of a performance-based certification process, allow-ing the acknowledgement of mili-tary aircraft CNS capabilitiesachieved with other means than theregular civil CNS equipment (tolimit military exemption policyimpacts on the European ATM net-work);

■ ensuring uninterrupted air trafficservices to OAT-IFR flights in theevent of industrial actions;

■ where necessary, development ofnecessary bilateral agreements/arrangements between neighbouringStates with regard to diplomaticclearance requirements, necessaryLetters of Agreement, etc.

The development of this interface sys-tem will be a joint civil-military effort,including an attempt to integrate theOATTS as much as possible into the

15

The Maastricht Centre's area of respon-sibility is located within Europe's corearea, a challenging air traffic manage-ment region where the large volume ofcivil en-route traffic is combined withclimbing and descending traffic to andfrom major European airports such asAmsterdam, Frankfurt, Brussels,London and Paris. Civil airline opera-

tors are not the only users of this air-space. The presence of several militaryairbases and the associated militarytraining areas adds to the complexity ofthe airspace. This requires the closestcooperation between civil controllers atMaastricht and the various national mil-itary authorities. This cooperation hasbeen in place since the inception ofMaastricht UAC in 1972. Over theyears, however in a bid to accommo-date the increase in civil traffic and thesecurity procedures put in place in theaftermath of the 11 September 2001events, it has reached new horizons.

Security or police flights are probablythe best example of how crucial civil-military cooperation can be. Theseflights encompass the interception bymilitary aircraft of suspicious flights inorder to prevent airframes from beingused for terrorist purposes. Owing tothe sensitivity of these flights, a highlevel of understanding and coordina-tion is paramount. This is only feasible ifthere is sufficient mutual trust and ahigh level of experience on the part ofboth civil and military controllers in theirday-to-day work.

Airspace as one continuum

An important facet of civil-militarycooperation is the shared use of theairspace, managed as one continuum,based on a good understanding ofeach other's needs. Although militaryactivity has decreased over the pastdecade, new-generation jet fightersand tactics do require larger tempo-rary segregated training areas possi-bly extending across territorial bound-aries.

Airspace planning at strategic level(Level 1) within the Brussels FIR/UIRand the Amsterdam FIR is the respon-sibility of the national high-level air-space policy bodies, called theBELAC (Belgian Airspace Committee)and the LVC (Luchtverkeers-com-missie) respectively. The principles forthe use of the airspace and its struc-ture are commonly agreed at Level 1meetings. The military and civil air traf-fic service providers, includingMaastricht UAC, are represented atthese meetings. Airspace negotiationsfor the Flexible Use of Airspace (FUA)

16

Bringing civil-military cooperationto new horizons

The Maastricht Upper Area ControlCentre (UAC) provides air traffic

services to civil flights flying above24,500 feet (Flight Level 245) over

Belgium, Luxembourg, theNetherlands and the north-westernpart of Germany. This area, which

transcends national borders andextends over 260,000 km2, is orga-

nised into 18 control sectors. It isconsidered one of the busiest and

most complex airspaces in Europe.On top of an intricate route network,a number of important military exer-cise areas are also located in, or inclose proximity to, the working area

of Maastricht UAC. The challengefor both civil and military air traffic

managers is to work efficiently toge-ther, while respecting each other’s

vested interests.

FocusFocus

by Jean-MarieLeboutte, AirspaceOrganisationManager, EUROCONTROLMaastricht UpperArea ControlCentre


at pre-tactical (one day before) andtactical level (on the day itself) arereferred to as Level 2 and Level 3.

In a continuous effort to improve theuse of the airspace, a new conceptwas introduced in July 2005 in order toenhance tactical Flexible Use ofAirspace – Level 3 – in Belgium. Thisconcept, referred to as FUA Level 3”plus” (or Improved Level 3), is basedon an agreement whereby military air-space users will book the necessaryairspace at least three hours beforeeach planned mission. Based on this,the airspace can be released for civiluse, with a “three-hour horizon”.Although FUA Level 3+ is presentlystill in the trial stage, it has alreadydemonstrated a great potential forcapacity gains in the control sectorswhere it is being applied.

Associated partners

Civil-military cooperation is not onlyabout sharing airspace. Efficient airtraffic control procedures must be inplace to ensure the separationbetween civil flights and military flights

operating in the training areas or pro-ceeding towards these areas throughcivilian ATS routes. These detailedprocedures are laid down in Letters ofAgreement (LoAs), which form thebasis for the work of both civil and mil-itary controllers who integrate bothtypes of traffic in a safe and efficientmanner. Maastricht UAC has severalmilitary “LoA partners”, includingDeutsche Flugsicherung, the RoyalNetherlands Air Force and the Belgianand French Air Forces.

The good cooperation betweenMaastricht UAC and the military airtraffic control centres allows militaryexercises to be conducted in busy air-space. Even large-scale military exer-cises such as the “Tactical LeadershipProgramme” are accommodated, inspite of their complexity in the corearea of Europe. This demonstrates thestrong will on both sides to work close-ly together.

Interoperability withmilitary ATM systems

An automatic exchange of flight plansand flight intentions between the UACand the military partners in Belgium(Belga Radar Air Traffic ControlCentre, Semmerzake) and theNetherlands (Military Air TrafficControl Centre, Nieuw Milligen) is inplace. It completes the air situationalpicture of all units involved andreduces workload by allowing system-supported silent coordination betweencivil and military controllers.

The Civil/Military ATM CoordinationTool (CIMACT) is another cooperationprogramme which aims to enhancecivil-military coordination within theFUA concept and provides neighbour-ing military controllers with a view oftransnational traffic in lower and upper

airspace. To this end, a wealth offlight-plan and track information isexchanged to provide a commoncoordination reference among civiland military ATC providers and AirDefence Authorities in France andGermany.

In addition, studies are in progresswith a view to developing tools to represent a consistent and unambigu-ous situational picture with regard tothe bookings and actual use of thevarious temporarily reserved/segre-gated or cross-border areas for mili-tary training.

Towards integration

In 1975, military flights in the north-west of Germany began to be con-trolled by the German Air Force fromMaastricht UAC. This initiative markedthe start of exemplary cooperationbetween civil and military air trafficservices. Today, the service is provid-ed by the staff of the local DeutscheFlugsicherung unit (DFS-CCUM, alsocalled Lippe Radar) who are based inthe operations room at Maastricht.

Besides bringing about indisputablebenefits at operational level, this long-standing coexistence is seen as anextraordinary opportunity for cost-effective civil-military service provisionand interoperability since the Lippecontrollers share the same ATC sys-tem and sit side by side with theirMaastricht colleagues.

Close cooperation between civil andmilitary partners is an indispensablebuilding block to enhancing the cur-rent efficiency of the air traffic man-agement system. This principle is allthe more crucial in the context of thedevelopment of any future functionalairspace block. ■■

17

Interview

Could you begin by ex-plaining the backgroundto the creation of thenew Directorate?

On 1 October 2006, the Directorateof Civil-Military ATM Coordination(D/CMAC) replaced the EURO-CONTOL Military Unit (DG/MIL). Therationale behind this change was that itwas time to improve the coordinationbetween the civil and military entitiesboth within and outside EURO-CONTROL. Director General Víctor M.Aguado felt the Agency needed to bemore visible and more pro-active indealing with the complex issuesinvolved.

The creation of this new Directorate isof strategic importance. It will supportthe implementation of the EuropeanStates’ statement on military issuesannexed to the Single European Skyregulations. In this respect, States havestrongly committed themselves toenhancing civil-military cooperation“taking into account the fundamentalimportance of EUROCONTROL”. It isonly natural that the Agency formedwith the support of all its MemberStates a new Directorate to reflect thisrenewed high-level focus. EURO-CONTROL is uniquely positioned torepresent both the civil and militarycommunities’ requirements in ATM nowand in the future.

How will the Directoratebe different fromDG/MIL?

The Directorate will place more empha-sis on improving cooperation betweenthe civil and military airspace user com-munities. It will take more of a corporateview of the issues. I would also like tosee a change in the way we are seenfrom both inside and outside theAgency, which really means we need achange in culture away from one thatfocuses more on the military point ofview and towards fuller civil/militarycooperation in all areas of air traffic man-agement, with a particular focus on theSingle European Sky implementation.

18

Interview

Interview with Jean-Robert Cazarré

Director of the newly-established EUROCONTROL Directorate ofCivil-Military ATM Coordination

With the adoption of theSingle European Sky

regulations in 2004, civiland military coordination

and cooperation in air trafficmanagement (ATM) hasbeen identified as key tomaking the most efficientuse of Europe’s airspace.The recent establishment

of the Directorate of Civil-Military ATM

Coordination within theEUROCONTROL Agency is

a decisive step in thisdirection. Skyway speaks

to its first Director, Jean-Robert Cazarré,

about the priorities.


What are your principalaims for the newDirectorate?

My near-term priority is to ensure thereis total integration with the newEuropean ATM (EATM) structure in theAgency. To this end, I’ve already start-ed coordinating with several Heads ofUnit with a view to achieving a muchfuller integration of civil and militaryactivities throughout EUROCONTROL.

I believe the main vehicle for theinvolvement of the Directorate shouldbe the Dynamic Management of theEuropean Airspace Network (DMEAN)Programme, which seeks to find short-term solutions for releasing hiddenATM airspace capacity pending thematerialisation of some of the SingleEuropean Sky (SES) initiatives.

The EUROCONTROL 2006Performance Review Report made itvery clear that fragmentation ofEuropean airspace was a major con-tributor to inefficiencies and lack ofcapacity. One of the conclusions wasthat civil/military coordination was oneof the main problems. If we want tochange that, we need to support fullermilitary involvement in the bottom-upapproach called for in the FunctionalAirspace Blocks (FABs) concept,which means less fragmentation andmore continuity for commercial flights,taking into account military needs andthe importance of the Flexible Use ofAirspace (FUA) plan introduced tenyears ago.

There are already a lot of initiatives outthere, and I believe the new Directoratecan help by looking at better integrationof the military dimension within EURO-CONTROL for the benefit of the entireEuropean ATM community.

Can you identify specificareas where civil/milita-ry cooperation can beimproved?

The Flexible Use of Airspace (FUA)concept has been accepted at strate-gic level but unfortunately it has notbeen fully implemented. There are 37EUROCONTROL Member States, all ofwhich have different starting points forachieving flexibility between civil andmilitary airspace users. My Directoratewill support European States with FUAimplementation and promote as muchas possible EC specifications for theimplementation of the concept.

Civil/military coordination in ATM takesplace on three levels: strategic, pre-tactical and tactical. Some States,France for example, have achievedvery good coordination on the pre-tac-tical level but have not got so far on thetactical level, although this problem isbeing resolved. A number of States,mainly in the core area, have estab-lished Airspace Management Cells

(AMCs) which are responsible for con-ducting the day-to-day management ofnational airspace taking into accountthe civil and military dimensions. Theycoordinate closely with the EURO-CONTROL Central Flow ManagementUnit (CFMU), and one of the aims of myDirectorate is to encourage more of thiskind of cooperation with the CFMU. Wewill look at initiatives to better manageairspace and enhance coordinationbetween AMCs and the CFMU, forexample by aligning airspace reserva-tion times across Europe with the aim ofopening up more direct routes duringcommercial peak hours.

We believe we might help to improvecoordination at that level through theAMC process. One of the biggest inef-ficiencies lies in the fact that there is nocoordination between States on thepossible sharing of training areas.Clearly this is a sensitive area becauseof sovereignty considerations, but inprinciple there is no reason why Statesin the core area cannot align their plan-ning for training operations and

19

Interview

improve the use of sectors as a result.We intend to facilitate mutualisation ofEuropean training airspace structuresand implementation of Cross BorderAreas (CBAs) between several States,especially in the core of Europe withcombined Air Force training. We areavailable to help States make betteruse of their military airspace and workwith the CFMU. I would stress, howev-er, that States’ use of airspace for train-ing is absolutely a national decision.We are there only in a support role, tofacilitate the corroborative manage-ment of airspace.

How is the military traf-fic situation changing?

The actual amount of military traffic isdecreasing, because budget cuts andthe changing strategic situation havegreatly reduced the number of fighters.Training requirements have alsochanged. However, the new generationof fighters, the Eurofighter and Rafale

for example, require larger areas of air-space for training – although for shorterperiods. There is also an increase in theuse of military transport aircraft flyinginstrument flight rules (IFR) through air-space normally used by commercialaircraft. We also have the question ofunmanned aerial vehicles (UAVs) tothink about. Specifications for the useof UAVs as Operational Air Traffic(OAT) outside segregated airspace arebeing developed by the EURO-CONTROL UAV-OAT task force.Individual States will then be free toincorporate the rules into their ownnational airspace system if they wish.

How can civil/militaryinteroperability befurther improved?

The European Commission has issuedseveral mandates calling for moreinteroperability between civil and mili-tary systems, which is fundamental tosuccessful civil/military coordination.

For example, while the introduction of8.33kHz channel spacing is at a goodstage for military transport aircraft, it isfacing more difficulties with fighter air-craft owing to budget constraints andthe physical technical constraints ofthe aircraft (no room to fit new equip-ment). Also, a lot of States are with-drawing their older-generation fightersand are unwilling to update them with8.33kHz equipment for a short periodof time. There are several problems atState level because military procure-ment cycles are long, and budgetsare decreasing. Meanwhile air naviga-tion service providers are obliged toaccommodate these aircraft and haveto keep some 25kHz VHF and UHFchannels open, which slows theimplementation of 8.33kHz and hasthe knock-on effect of reducing air-space capacity in those States. Inother words, the fact that the militarycannot install 8.33kHz equipment in allof its aircraft has a direct effect oncapacity.

The military community should howev-er examine the opportunity for incen-tives offered by the Single EuropeanSky regulations to air operators,whereby “possible EU financial sup-port can be allocated for civil/militarycooperation, especially on CNS pro-grammes”. This could be a way ofaddressing the long military procure-ment cycles.

Are there any otherinitiatives under way?

The Directorate of Civil-Military ATMCooperation would like to do more tosupport the ongoing work to improveATM security and we are workingclosely with the Directorate of ATMProgrammes/Safety, Security andHuman Factors Division to develop newinitiatives.

20

Interview

Interview with Jean-Robert Cazarré (cont’d)


We aim also to further develop theMemorandum of Cooperation signedby EUROCONTROL and NATO in 2003focussing on a common approach toATM and CNS.

We also see a need to support militarystakeholders in implementing the vari-ous EUROCONTROL requirements andEuropean Commission regulations anddirectives within the framework of theSingle European Sky (SES). TheDirectorate is ideally placed to do thisand in the coming months we plan tovisit colleagues in other States in closecooperation with EUROCONTROL’sStakeholders Implementation Service,to improve the military’s understandingof current and forthcoming SES initia-tives.

In conclusion, I would like to say thatthe new Directorate provides a morevisible, high-level point of contact forboth the civil and military communities.This will greatly improve the chances ofbetter cooperation and coordinationbetween EUROCONTROL, NATO andMember States’ military bodies.

The Directorate will continue toensure that military involvement isreflected in any institutional ATMdevelopments in the future by pro-posing renewed working arrange-ments within the EUROCONTROLOrganisation if so required.

The Skyway team would like to take thisopportunity to welcome Jean-RobertCazarré on board. ■■

21

Structure

The Directorate of Civil-Military ATM Coordination was created on 1 October, replacing theprevious EUROCONTROL Military Unit.

Currently staffed with approximately 20 experts, the Directorate’s core responsibilities com-prise:

■ facilitating the accommodation of national security and defence requirements in allEUROCONTROL ATM/CNS related strategies, concepts and developments;

■ provision of timely and balanced consideration of these requirements at the appropriatelevels;

■ promotion and development of measures for interoperability between civil and militaryATM/CNS systems;

■ development of strategies, plans and specific activities in order to enhance civil/militarycoordination, including measures for the improvement of efficiency and flexibility in theuse of airspace for civil and military users;

■ acting as the interface between the Agency and the military community on ATM/CNSmatters;

■ support and advice for national defence organisations and international organisationswhere appropriate, in particular the EC and NATO, regarding civil/military matters;

■ coordination with relevant Agency Directorates and support as required.

The newly-established Directorate is poised to face the short and long-term challenges ofensuring better ATM civil-military integration across European States with a view toaddressing the existing fragmentation and improving the efficiency of the overall ATM sys-tem. It will support EUROCONTROL in its unique role of civil-military ATM organisation inany future institutional developments.

StructureD/CMAC

Civil-MilitaryNetwork Coordination

DCMAC/NC

Civil-MilitaryStrategic Coordination

DCMAC/SC

- SES & SESAR- Business Plans

Civil-Military ATMConcepts &

Programmes

- Network Development- Network Management

Civil-Military CNSConcepts &

Programmes

- Concepts & Plans- Programme & Service Support

Civil-MilitaryHarmonisation &

Support DCMAC/HS

- Military Harmonisation- Military Stakeholder Support

StakeholderForum

Within the London and Scottish FIRs,the provision of air traffic services (ATS)falls to NATS, other commercial air nav-igation service providers and theMinistry of Defence. NATS providesATS from the UK’s four Area ControlCentres (ACCs) as well as at most ofthe major civil airports whilst other civilcompanies provide ATS at the remain-der of UK civil airports and at a few mil-itary airfields under contract arrange-ments. Military personnel provide ATSat most military airfields and at three ofthe four ACCs. For the FUA principle towork effectively within UK airspace, airnavigation service providers and air-space users agreed that where possi-ble the airspace needed to remainadaptable and be considered as onecontinuum, and not be designated asmilitary, civil or permanently segregat-ed. UK ASM processes have devel-oped over time and resulted in a moreflexible system, which permits the max-

imum usage of airspace on a day-to-day basis without unduly penalisingany one party.

In accordance with the EuropeanDirective, FUA in the UK has been cat-egorised into three levels. At the strate-gic level (Level 1 ASM), responsibilityfor national ASM policy, planning andcoordination resides with the DirectorAirspace Policy (DAP) within the CAA.The responsibility is specifically vestedin the Airspace Strategy SteeringGroup (ASSG), a DAP-led but jointcommittee with representation fromNATS, Ministry of Defence, DefenceProcurement Agency (DPA), the CAA’sSafety Regulation Group (SRG), airlinesand the General Aviation (GA) commu-nity. Routine oversight is further dele-gated to the ASSG-B, a sub-committeeof the ASSG, chaired by Head of Off-Route Airspace (ORA) Section, in theDirectorate of Airspace Policy.

Pre-tactical (Level 2 ASM) is the level atwhich Level 1 policy is implemented.This responsibility is delegated to theUK Airspace Management Cell (AMC)and the Airspace Utilisation Section(AUS). The UK AMC is a joint organisa-tion consisting of a civil airspace man-ager, military airspace manager andassociated support staff and is co-located at the London Area ControlCentre (LACC) at Swanwick. It isresponsible for the formulation of thedaily UK airspace usage plan, which isthen forwarded to the EUROCONTROL

Central Flow Management Unit forimplementation. Similarly, AUS, a jointcivil/military body within DAP, is specif-ically responsible for the deconfliction,coordination and notification of allunusual air activities, which because oftheir nature, cannot comply with ATCregulations and require either exemp-tion from the air navigation order, orother special airspace arrangements.

The UK Airspace Management Cell issupported by several other airspaceplanning organisations including theMilitary Airspace Booking andCoordination Cell (MABCC).Responsible to the military airspacemanager, the MABCC is the executiveauthority for military bookings, for thecoordination of all managed airspacestructures in the UK, and for the colla-tion of all other military activity requiredby the UK ASM process. This is furthersupported by the controlling authoritiesof other UK airspace structures (i.e.Danger Areas (DAs), Military TrainingAreas (MTAs)), who are responsible forthe management of airspace undertheir control in accordance with agreedprotocols. Additionally, the Scottishand Oceanic Area Control CentreAirspace Reservation Cell managesday-to-day requests for Oceanic air-space sharing.

The Airspace Management Cell (AMC)daily operations comprise three stages.Firstly, bids are received fromapproved agencies, requesting reser-vation of designated portions of air-space at particular times for militaryuse. The MABCC coordinates theserequests for temporary segregation ofairspace structures over the UK andresolves any conflictions in accordancewith an agreed list of priorities and pro-tocols before publishing its decisions tothe AMC, through the military airspacemanager. Simultaneously, the civil air-

22

Stakeholder Forum

Civil/Military cooperation in the UK

Like most European nations, the UK has limited airspace and

ever-increasing demands fromairspace users.

To meet these demands, the UKhas developed a joint and integra-ted approach to air traffic manage-

ment and service provision. Morespecifically, it was recognised

that the Flexible Use of Airspace(FUA) principle, one of

EUROCONTROL’s fundamentalconcepts, offered potential

improvements for both military andcivil users and was incorporated

into the existing UK airspacemanagement (ASM) system.

by Group CaptainSimon Wragg MScBSc RAF, AssistantDirector of AirspacePolicy 2 (ADAP2),UK Civil AviationAuthority


space manager coordinates civil air-space requirements, specificallyConditional Route (CDR) requirementsand especially those related to theNorthern Atlantic Tracks. The civil andmilitary airspace managers then delib-erate to determine the UK airspaceusage plan for the following 24-hourperiod, which is then transmitted to theCentral Airspace Data Function(CADF). Finally, continual revision ofairspace and CDR status informationtakes place as the airspace is handedback from military users. Any disputeover airspace allocation that cannot beresolved within the AirspaceManagement Cell would be decided byDAP, not that it has been required todate.

The close liaison established betweencivil and military organisations at Level2 ASM has resulted in significant suc-cess on a daily basis, for both routineand more unusual air activities such asmajor military exercises. For example,during military exercises, Royal Naval(RN) live firings often take place in theAtlantic Ocean, which, in the past, hassignificantly affected the Oceanicroutes with resulting cost and time

delays for civil users. However, underFUA, the RN conduct live firings at apredetermined mutually agreed timewhen the Oceanic routes are less busy,thus maximising the use of availableairspace capacity. Flexibility at the tac-tical level (Level 3) is also vastlyimproved as the RN informs theScottish and Oceanic Area ControlCentre by HF communications as soonas firings are complete, thereby freeingup the airspace to other users at theearliest possible opportunity.

At Level 3, the ACCs and the AirSurveillance and Control Systems(ASACSs) Organisation are responsi-ble for monitoring airspace structuresbooked for military use including real-time activation, deactivation, realloca-tion and coordination of airspace allo-cated at Level 2. The joint and inte-grated nature of the UK Area air trafficsystem means that the Level 3 envi-ronment is dynamic and quickly reac-tive to changing airspace situations; ifaircraft booked into a givenTemporary Segregated Area (TSA)/(Managed Danger Area (MDA) do notarrive promptly, the Unit with Level 3responsibility for that area will ascer-

tain their intentions. If the booking isnot required, the Level 3 managermay re-allocate the airspace or ‘handit back’ to the military airspace man-ager. In conjunction with the CAM, hesubsequently decides when to‘release’ the airspace and associatedroutes for General Air Traffic use,depending on the duration of the air-space availability.

The FUA concept offers adaptable air-space structures and procedures thatare particularly suited to temporaryallocation and utilisation. With theexception of MDAs, all airspace struc-tures employed within the UK aredefined and explained in the EURO-CONTROL Handbook for ASM. Anypermanent changes to these airspacestructures are implemented through theDirector Airspace Policy in the form ofan Airspace Change Proposal (ACP).The majority of proposals are request-ed by or have an impact on NATSand/or Ministry of Defence and therebyrequire further coordination and coop-eration between the two organisations.To fulfil this role, a joint NATS/Ministry ofDefence body, the Joint FutureAirspace Development Team, hasbeen established to provide strategicassessment and direction for progress-ing and prioritising ACPs that are ofjoint interest to both parties.

The UK has whole-heartedly embracedthe FUA principle to achieve maximumflexibility and utility of its airspace. TheUK is a long way down the FUA pathand the benefits are already beingrealised. Such progress could not havebeen achieved without the close coop-eration between the civil and military airnavigation service providers and users,and future improvements will requireequal determination and levels of coop-eration if the UK airspace is to copewith escalating demands. ■■

23

StakeholderForum

Civil-Military cooperation

In 1980, a civil agency was establishedunder the responsibility of the Ministryof Transport, and put in charge of GATair traffic services within specified air-space under civil control. This consti-tuted a major reorganisation of Italy’sair traffic service provision. Airspacecould be used by GAT and OAT viacoordination between civil and militaryATS units. This meant that when theFUA concept was introduced, Italy hadto make just a few changes to its ATSorganisation.

Nowadays in Italy all military areasabove flight level 245 are defined as“manageable” and are to be crossedonly by CDRs1 (for every CDR 1 pub-lished in the Italian AIP an alternateroute is foreseen in case of closure,thus enabling a tactical re-routingcapability) and CDRs 3 with no CDRs2implemented. All the areas are strategi-cally subdivided vertically and laterally.This ensures that military activities havea minimum impact on civil traffic – thereare no flight plan difficulties, which cir-cumvents the all too familiar problem oflow usage of CDR 2.

Requests for reservation of militaryareas usually have priority over condi-tional routes. Exceptions to the applica-tion of such a criterion could be appliedin case of exceptionally critical events.A three-level structure for airspace

24

Stakeholder Forum

Italy’s model ofcivil and military cooperation

In accordance with Article 4 of Single European Sky Regulation 549 (EC)/2004, the EnteNazionale per l’Aviazione Civile (ENAC) has been designated as National SupervisoryAuthority (NSA). As such, ENAC is the Italian authority responsible for technical regulation,oversight and certification for any air navigation service.

ENAC is also empowered to act as NSA for General Air Traffic (GAT) handled by the ItalianAir Force through a specific protocol, still under development, that will be signed in thenear future by the Italian Air Force Chief of Staff and the President of ENAC. In this newinstitutional framework, which separates the regulatory and service provision functions,ENAV and the Italian Air Force (ITAF) are entitled to provide air navigation services to GATin their respective assigned airspaces.

Responsibility for establishing a national airspace policy is shared between the Ministry ofTransport and the Ministry of Defence, with the objective of accommodating both militaryand civil requirements as effectively as possible. Against this background, the Italian civilair navigation service provider (ENAV) and the Italian Air Force (as the military agencyresponsible for air traffic services) agreed to jointly develop the concept of flexible use ofairspace.

The Italian Air Force also has responsibility for providing:■ the OAT air navigation service within Italian FIRs; ■ the national meteorological service;■ military aeronautical information services;■ the search and rescue service;

and is responsible for:■ the military aeronautical telecommunications service;■ military radio navigation and radio broadcasting;■ the military ATC school; ■ military air traffic controller training and licensing.

In addition, the Italian Air Force is in charge of 29 major military aerodromes, 9 of which areopen to commercial scheduled flights, as well as 12 large control zones (CTRs), account-ing for 25% of national civil traffic.

by ColonelClaudio Luccioli,Italian Air Force


management ― strategic, pre-tacticaland tactical ― ensures coordinationbetween the military authorities, theNational Supervisory Authority (ENAC)and the civil air navigation serviceprovider ENAV.

The strategic level (Level 1) is man-aged by a joint national high-level bodyknown as the Operational CoordinationCommittee (CCO), which is composedof senior representatives from ENAC,ENAV and the Italian Air Force (ITAF).

A joint ENAV/ITAF Task Force (theNational Airspace Committee AdvisoryBody) is tasked with constantly moni-toring all dynamic changes and users’needs in respect of the ATS route net-work and area implementation. Militaryand civil users are consulted whenevernecessary. Joint airspace design andreview meetings are held regularly inan extremely open-minded and coop-erative climate. Any disputes over air-space allocation that cannot beresolved within the ENAV/ITAF Taskforce are decided by CCO.

Established in May 1996, the AirspaceManagement Cell (AMC), located atRome ACC, deals with Level 2 (pre-tac-tical ASM). Its service is provided by a

joint ITAF/ENAV team. AMC acts as aninterface between Level 1 and 3 inorder to optimise, and ensure thedynamic exchange of, operationalinformation.

The AMC is responsible for:

■ assessing Italian ACC sector loadand forecasting overload jointly withthe national flow management posi-tions (FMPs) located along CDRs1crossing manageable areas andrequested by military users;

■ managing airspace allocation on thebasis of users’ needs and subse-quently elaborating pre-tactical vari-ables, with a view to assuring themost expeditious flow of air traffic;

■ evaluating possible scenarios anddisseminating them via electronicand information systems.

Moreover, the AMC is fully integratedwith the ACU (joint civil/militaryAirspace Coordination Unit) in order tobe up-to-date with the latest large-/medium-scale exercises planned andconsequent airspace restrictions. It hasalso established mechanisms toarchive data regarding requests, theallocation and actual use of temporarysegregated areas for further analysisand planning activity. The AMC is enti-tled to proceed in an executive mannerin respect of priority criteria establishedat central level for airspace allocation,taking into account all elements whichemerge in the negotiation process.

The core of the Italian model is that atLevel 3 (tactical ASM), the ACCs andMilitary Coordination as regardsregional level Control Services(SCC/AMs) are co-located in the sameoperations room, using the same sys-tem.

Italy has four ACCs located in Rome,Milan, Padua and Brindisi, at which fourMilitary Coordination and ControlServices are co-located. This opera-tional layout ensures close cooperationand coordination between civil and mil-

25

1A Conditional Route (CDR) is an ATS route, or a portionthereof, which can be planned and used under certain specified conditions.

CDRs can be divided into different categories according to predicted avail-ability, flight-planning possibilities and the expected level of activity of thepossible associated TSAs (Temporary Segregated Areas)/TRAs (TemporaryReserved Areas). A CDR can be established in one or more of the followingthree categories:

a) Category One: permanently plannable CDRb) Category Two: temporarily-plannable CRD, and c) Category Three: non-plannable CDR.

Level 1 – Strategic ASM is the act of defining and reviewingnational airspace policy as required, taking into account national and interna-tional airspace requirements.

Level 2 – Pre-Tactical ASM is the act of conducting operationalmanagement within the framework of pre-determined existing ATM structureand procedures defined in Level 1, and of reaching specific agreementsbetween the civil and military authorities involved.

Level 3 – Tactical ASM is the act, on the day of operations, of acti-vating, de-activating or real-time reallocating of airspace allocated in Level 2and of resolving specific airspace problems and/or individual OAT/GAT trafficsituations in real time between civil and military ATS units and/or controllers, asappropriate. This coordination can take place either in active or passive mode,with or without action by the controller.

ASM Levels

itary air traffic controllers, with the pro-vision of services being regulated bylocal Letters of Agreement in accor-dance with Italian legislation. The pres-ence of both civil and military con-trollers in the same operations roomallows them to use the same fully inte-grated equipment. The term integratedequipment is used to mean:

■ the same Controller WorkingPositions (CWPs), fed by the sameFlight Data Processing System(FDP);

■ the same operational configurationfor each ATS sector, composed of aplanning, executive and assistantcontroller;

■ shared radar information and soft-ware tools.

On the day of operations, the planningrolling on process of the activities isunder the responsibility of the militaryATC supervisor. The information isprovided to the civil supervisor, who isin charge of forwarding it to the civil airtraffic controllers. The status of the air-space is displayed in writing on a ded-icated screen. With respect to theOAT/GAT interaction, coordination isessentially ensured both silently andby voice from controller to controller.OAT could fly across all the ItalianFIRs. However, a corridor or windowcan also be established in order toalleviate the coordination proceduresrequired in specific, complex portionsof airspace. This form of coordinationis effective and allows for flexible solu-tions.

The airspace is made available to civilusers until actual activation of the mili-tary areas with 10-minute prior notifica-tion – more or less at the time when themission commences. The military actu-ally have the possibility of addressingairspace requirements out of the

scheduled slots, with prior notice of 30minutes (max. 45 minutes). In factsome flight activities (i.e. trial or testflights) cannot be planned the daybefore the operation because they areaffected by certain variables whichcannot be predicted in advance. Insuch cases, an airspace allocation hasto be arranged, activating manageableareas at tactical level. The airspace hasto be segregated in such a way thatthere are no major changes to the gen-eral course of the air traffic flows moni-tored by the EUROCONTROL CentralFlow Management Unit.

This ASM organisation enables stan-dard national ACCs/SCCAMs operativeprocedures to be assessed.

FUA applicationbelow FL245

Italy has implemented restricted anddanger areas classified as not man-ageable. These areas are under theresponsibility of ITAF and are man-aged by SCC/AMs. The activity takingplace in these areas does not requireprior coordination or pre-activation bythe military. In order to respect theprinciple of single-continuum air-space, activities can be carried out byall civil air traffic up to 10 minutesbefore actual occupation, or forlonger periods, depending (like in themanageable areas) on whether mili-tary activity is cancelled partially orentirely.

The Italian model

The experience gained through theapplication of airspace permeabilityhas proved very useful for Italy in thesubsequent implementation of theFUA concept, resulting in the exten-sion of the concept application belowFL245.

The lessons learned from this experi-ence will certainly facilitate the imple-mentation of the Single European Skyat national level.

We believe that a further application ofthe FUA, as currently applied in Italy,could also be proposed within theframework of the future FABs, whichshould be seen as seamless structureswith no distinction between lower andupper airspace.

OAT priority in the use of airspace hasallowed the military community to per-form their air activities successfully,particularly as regards “mission effec-tiveness”, while guaranteeing the safe-ty of their operations. In this field, werecognise the need for a consolidatedOAT network at European level and wetherefore strongly support the EUROATproject currently being developed byEUROCONTROL.

Italy’s civil and military ATS manage-ment at regional level allows for a gooddevelopment of the tasks assignedboth to ENAV and ITAF. From theSingle European Sky perspective, theco-location of the military and civil controllers strongly contributes tostrengthening daily the cooperationbetween the two parties. At the sametime, the sharing of the same equip-ment lays the foundations for the inter-operability regulation.

Italy’s experience in civil and militarycooperation in the field of ATM hasbeen long-standing, extending overtwenty years. Over these years Italyhas had to face many challenges, inparticular international crises such asthe Balkan crisis, which Italian civiland military authorities handled suc-cessfully, minimising the impact oncivil traffic flows and maintainingsafety. ■■

26

StakeholderForumStakeholder Forum

Italy’s model of civil andmilitary cooperation (cont’d)

Skyway 43 - Winter 2006 27

ReviewReview

The Network Operations Plan (NOP)Summer 2006 was an important firstoutcome. The first release was a suc-cess, with more than 800 paper copiesdistributed and more than 2,500 down-loads from the CFMU website.Unfortunately, a number of plannedcapacity enhancements, listed in theNOP, were not in place by the end ofthe year, indicating the need for imple-mentation support and follow-up tosupplement the additional effortrequired by all stakeholders in order toensure that planned activities are car-ried out within the allocated timescale.

In the short term, the emphasis willremain on implementing operational

improvements from improved collabo-rative processes between the actorsinvolved. The airspace-management-related trials are good examples ofareas where tangible results are antici-pated in the short term. Improved utili-sation of CDRs (Conditional Routes)and the implementation of scenariosare other areas where short-term tangi-ble benefits are expected.

A number of 2006 activities will bearfruit in 2007, such as the developmentand introduction of operational proce-dures which take advantage of theCFMU/11 upgrades (e.g. flight plan val-idation). Greater participation of aircraftoperators will be essential in the com-pletion of the associated operationalprocedures.

The cooperative activities between theAgency and an increasing number ofairports are encouraging. Trials involv-ing data exchange (DPI/FUM) and slotswapping have demonstrated benefitsand will be the basis for implementingimprovements at those airports whichimpact on the network. The active par-ticipation of airports in the developmentand implementation phases is essentialand we encourage airports to becomemore involved in the various fora pro-vided for stakeholder consultation.

Looking ahead, details of theDMEAN-related short-term activities,and also the longer-term activities,have been compiled in the DMEAN2007/2008 Action Plan. At theNovember 2006 session of the EURO-CONTROL Provisional Council, thestakeholders confirmed their commit-ment to the activities set out in thePlan, which will help to meet en-routedelay targets.

Europe’s airspace infrastructure,processes and tools are being pro-gressively adapted to allow utilisationof all the available capacity, thusenabling best use to be made of cur-rent technology and systems. Theavailability of a dynamic airspace net-work may entail a significant changein culture for airspace users and airnavigation service providers, but it willalso bridge the gap with SESAR.

DMEAN is the starting point forSESAR, ensuring a solid foundationand a viable operational concept for2010+ in anticipation of the forthcom-ing ATM concepts and systemsdeveloped in the SESAR ATM MasterPlan. The DMEAN FrameworkProgramme is responsible for opti-mising the European network,addressing civil and military airspaceuser requirements and contributingto both capacity and efficiency. Withits partnership approach and short-term operational deployment focus, itwill deliver the additional benefitsneeded, pending the arrival ofSESAR.

It is estimated that the capacity of theEuropean ATM network has seen aneffective increase of 5% in 2006.DMEAN is proud to have been part ofthe Agency contribution to theimpressive efforts of the EuropeanATM service providers. ■■

With the official go-aheadreceived in late 2005, the DMEAN FrameworkProgramme got off to agood start, already provi-ding operational improve-ments in its first year ofactivity. DMEAN starteddelivering in 2006 andthere is more to come.

DMEAN: one year on

StakeholderForum

Whilst providing air navigation services(ANS) within the Vilnius FIR, OroNavigacija performs the functions of airtraffic control, air traffic flow manage-ment, airspace management, technicalsupport to ATM systems and enterpriseinformational systems (IS), CNS equip-ment maintenance, ground and flighttests, ATM system, CNS equipment

and IS development planning andimplementation, participation in theactivities of international organisationsand implementation of internationalprogrammes and projects.

In addition, the Lithuanian CAA has del-egated the provision of aeronauticalinformation to Oro Navigacija and thecoordination and performance ofsearch and rescue operations havebeen entrusted to it by the Ministry ofTransport and Communications.

The Lithuanian air navigation serviceprovider operates:

■ a new state-of-the-art EUROCAT-Xair traffic control system at VilniusACC and Vilnius Aerodrome ControlCentres, and EUROCAT-200 sys-tems at Kaunas and PalangaAerodrome Control Centres (manu-factured by Thales);

■ two Thomson RSM 970/TA10MTDradars in Vilnius and Klaipeda aswell as EKRAN-85 in Kaunas, secur-ing the work of the network for trans-mission of radar data;

■ VOR/DME (DVOR/DME) for air navi-gation purposes in Vilnius, Kaunas,Klaip�da and Šiauliai.

Despite the significant annual growth inair traffic, there are no capacity prob-lems in Lithuania and none are expect-ed in the next five years. Furthermore,the country fully accepts the approvedcapacity profile for the years 2007-2011.

In 2002, Oro Navigacija issued itsDevelopment Strategy, which:

■ was developed in line with theEUROCONTROL ATM 2000+Strategy in order to ensure perform-ance-driven development planning

28

Stakeholder Forum

Introducing Oro Navigacija– the Lithuanian air navigation services provider

The State enterprise OroNavigacija is the sole air navigationservice provider in Lithuania. It operates under the supervisionof the Ministry of Transport andCommunications and is comple-tely separate and independentfrom the regulatory authority.

by Vera Oleinikova,Head of StrategicDevelopmentDivision,Oro Navigacija


in a cost-effective and business-likemanner, while providing therequired safety and quality levels ofair navigation services;

■ is designed to implement Lithuania’sLCIP objectives in adherence withcommon interoperability standardsand approved ATM system designphilosophy;

■ is oriented to advanced technolo-gies and progressive managementmethodology.

The Single European Sky (SES) initia-tive has made it necessary to revise thescope of the enterprise activities and allthe aspects related to business plan-ning. The SES certification process is inprogress in accordance with theEnterprise Certification Programme andthe timetable is being met.

The operational concept of the organi-sation has been adjusted to ensure thatATM operations are compliant withICAO CNS/ATM plans and to provide aseamless service to the user at alltimes. The ATM system can adapt flex-ibly to the evolving ATM situation andprovides the necessary degree of inter-operability, performance, reliability andsecurity.

Focus on

Oro Navigacija fulfils its mission andmeets its strategic goals by focusing on14 key programmes (ongoing andplanned) across all areas of ATM activ-ities.

Safety and qualityThe programme “ATM Safety andQuality Systems Integration“ was intro-duced to consolidate the activities inthe fields of safety and quality – top pri-orities for the enterprise. The pro-gramme includes:

■ maintenance of ISO 9001:2001Certificate;

■ integration of safety and quality sys-tems to meet business excellencepolicy statements;

■ permanent and continuous ESARRimplementation along with theirdevelopment;

■ development of the EnterpriseSafety Programme to comply withthe European Safety ProgrammeATM.

Oro Navigacija has introduced a safetymanagement system and the wholeenterprise has been ISO 9001-2000certified since November 2004. Tohighlight and strengthen strategic sig-nificance while ensuring ATM safety,the Safety and Quality Division will beunder the direct responsibility of theStrategic Development Director as from2007.

Both the Lithuanian CAA and the airnavigation service provider have com-pleted the implementation of ESARR 2,ESARR 3 and ESARR 5-SRC05.1 onATM services’ personnel and air traffic

control officers. Full implementation ofESARR 4 will be completed by the endof 2006 and implementation of ESARR5-SRC05.2 on ATM services’ engi-neering and technical personnel isenvisaged by the end of 2007. ESARR1 and ESARR 6 are also planned forthe end of 2007.

OperationsThe ATM System Development andHarmonisation Programme was creat-ed as a top priority to include severalprojects and studies, focusing on:

■ the optimisation of the Vilnius FIRairspace to meet long-term trafficgrowth. Despite the fact that thecurrent sector configuration is suffi-cient to meet the expected trafficdemand with no delays, in February2006 Oro Navigacija together withEUROCONTROL began the studyon optimisation of the airspacestructure in respect of sector con-figuration to meet expected trafficgrowth in a cost-efficient mannerand to create a solid base for fur-ther improvement;

29

Traffic and Revenue140 000 ValuesTotal flights Overflights Income (€ ‘000)

120 000

100 000

80 000

60 000

40 000

20 000

2003 2004 2005 2006, 9m0

■ the continuous improvement of pro-cedures in line with the SES conceptscenario;

■ a regional study on FAB feasibility,which is planned for 2007;

■ creating and refining the integratedcivil/military system.

Systems and equipmentTo provide technical and technologicalsupport to the operations programmes,a portfolio of programmes was createdto deal specifically with systems andequipment. It incorporates ongoingand planned programmes. These are:

Integration in EUROCONTROL sys-tems, including:

■ joining the IFPS zone, completed inJanuary 2006;

■ integration in the CFMU ETFMS, inthe off-line testing stage and plannedto be completed by mid-2007;

■ ADEXP implementation along withthe replacement of AFTN by AMHS,foreseen in 2008;

■ migration to EAD;■ joining the CRCO multilateral sys-

tem, scheduled to be completed by1 January 2008;

■ modernisation of the local Flight DataManagement (FDM) system, startedin 2005 with the modernisation of theATC system and in progress takingaccount of the afore-mentionedtasks and internal needs.

ATM and SAR Centres Modernisation,including:

■ further ATC system upgrade to meetthe CIP objectives and to cover theneeds for the modernisation of theKaunas and Palanga ATC systems,to be started in early 2007;

■ OLDI with Riga ATCC and MinskACC has been fully operationalsince 21 December 2006;

■ modernisation of the SAR systemsimultaneously with the ATC systemupgrade, CBA was started inNovember;

■ contingency issues relating to themodernisation of the Reserve Centrein Kaunas.

A new ATM system EUROCAT-X hasbeen fully operational at Vilnius ACCand Vilnius Aerodrome Control Centressince July 2006. Sector configurationwill be further improved in order to get

the maximum benefit from the newATC system allowing the handling ofmore traffic in a cost-effective wayand to further reduce controllers’workload.

The Navigation Procedures andEquipment Modernisation Programmeis designed to implement the optimi-sation of navigation infrastructuresand RNAV (PRNAV) procedures. Themodernisation of ILS, DVOR, DME,NDB is to be completed by the end ofthis year.

In the framework of the SurveillanceEquipment Modernisation Programme,the upgrading of all radars started in2006 following public procurement pro-cedures for the replacement of Vilniusradar (operational since 1993).

The Modernisation of CommunicationMeans Programme caters for thereplacement of outdated AFTN byAHMS which is planned for 2008.

Human resourcesThe Personnel and CompetenceManagement Programme foresees thedevelopment of a Personnel Policy.Started this year, the Programme isexpected to review and update all per-sonnel planning and training pro-grammes. The new renovated TrainingCentre, equipped with the simulatorfunctionally identical to and technicallyadequate for the new ATC system andhousing comfortable classrooms, willbe opened in 2007.

SecurityTo ensure the required focus onsecurity, the relevant activities wereconcentrated under the StrategicObject Security EnhancementProgramme. These centre around:

■ certification (BS 17799);

30

StakeholderForumStakeholder Forum

Traffic distribution by airlineKNI - Kaliningradavia, OJSC 2.46

CSA - Czech Airlines A.S. 3.33

AFR - Air France 3.37

Others 47.65

AUA - Austrian Airlines 2.76

AFL - Aeroflot - Russian International Airlines 6.42PLK - Air Enterprise Pulkovo 3.32

FIN - Finnair O/Y 6.41

LOT - Polskie Line Lotnicze 3.13

BTI - Air Baltic Corporation SIA 11.05

DHL - Deutsche Lufthansa, A.G. 10.10


■ ongoing interfacing and continuousfurther interacting with airport secu-rity systems;

■ security policy-based developmentsand implementations, involving thecomprehensive audit of resourcesand assessment of risks.

Information technologiesThe Information System DevelopmentProgramme was set up to support thesystem and equipment modernisationprogrammes. Launched in 2006, theprogramme is aimed at infrastructureoptimisation and development basedon the ITIL model, the implementationof independent platforms based on vir-tualisation and SAN/NAS technologies.All these actions are earmarked assecurity policy-based developmentsand implementations.

Key performance indicators in respectof safety, capacity, cost-effectivenessand transparency are emphasisedthroughout all the programmes.

Conclusion

The Lithuanian air navigation serviceprovider Oro Navigacija has launchedvarious modernisation programmeswhich have contributed to and will con-tinue to upgrade, the country’s ATMsystem, placing it at the cutting edge ofEuropean ATM technology.

As a result, today Lithuania is poised tomeet the future ATM challenges in termsof safety, efficiency and capacity. ■■

31

The Maastricht UAC was formally certi-fied as compliant with EuropeanCommunity requirements for the provi-sion of air navigation services on 8November 2006 by the Dutch Transportand Water Management Inspectorate(Inspectie Verkeer en Waterstaat). Thecertificate was granted after scrutiny ofdocumentation and the conduct of com-prehensive audits by the Inspectorate,aimed at verifying working methods,processes, skills and competences invarious key areas.

Following the outcome of the audits andin coordination with the national aviationauthorities of Belgium, Germany andLuxembourg, the Inspectorate officiallydeclared the EUROCONTROL MaastrichtUAC compliant with European legislationfor the provision of air navigation servicesin the European Community. Accordingto Mr Aguado: “The Maastricht UAC hasbeen recognised by independent asses-sors as meeting all the requirements

EUROCONTROL Maastricht UAC receives Single EuropeanSky certification

ReviewReview

established in the Single European Sky,making it a unique example of a multi-States joint service and a precursor toFunctional Airspace Blocks. The fact thatin addition it is one of the first to be certi-fied under the Single European Sky legis-lation demonstrates our commitment tobeing in the forefront of providing high-standard air traffic control services.”Speaking at the ceremony, Mrs Peijssaid: “This certification process offers fur-ther proof that international cooperationin air traffic management is bearing fruit.The Dutch National Supervisory Authoritycoordinated the certification process inclose cooperation with the Belgian,German and Luxembourg counterparts,and the creation of the common supervi-sory team paved the way for even closercooperation in the future.” Mr Luc Tytgat,Head of the Single Sky and modernisa-tion of air traffic control unit at theEuropean Commission, added: “Theexcellent cooperation between the fourNational Supervisory Authorities in defin-ing a level playing field for certification inthe area must be highlighted, and indeedwe see this cooperation as a prototypefor future similar cross-border initiativesin Europe.” ■■

On 17 November 2006, at a ceremony held at

the Maastricht Upper AreaControl Centre, Ms Karla Peijs,

the Dutch Minister forTransport, Public Works

and Water Management,presented the certificate for

the provision of air navigation services to the Director

General of EUROCONTROL, Mr Víctor M. Aguado, and tothe Director of the Maastricht

UAC, Mr Karl-Heinz Kloos.

IndependentPlatform

EUROCONTROL, owing to its civil-mili-tary nature, is in a unique position todraw on its long-standing links withMember States, air navigation serviceproviders, civil and military airspaceusers, airports and international andinter-governmental organisations tohelp develop solutions to what can beextremely challenging situations.

Antonio Nogueras, EUROCONTROLmilitary expert dealing with ATM securi-ty, says that while the ATM communityis still in a learning process, “there isgeneral agreement on two points: thatATM security is a national responsibilityand that it has to be considered a fun-damental part of aviation security.

An initial difficulty encountered was theneed to understand the differencebetween security and safety in the ATMsystem”.

Nogueras says the latter point isimportant because most European

languages use the same word forsafety and security, whereas Englishdifferentiates between them. “Weactually find the best description in theEUROCONTROL ATM Strategy for theYears 2000+, which defines the threatto ATM security as: ‘intentional actsaffecting aircraft, people or ATM sys-tems’. This is the key – the intention todamage”.

“Before 9/11 ATM security was hardlymentioned”, says Nogueras. “No onehad considered the possibility of usingan aircraft as a weapon. After theattacks, all ATM organisations, alongwith NATO, the European Union, andaviation organisations all started work-ing on it. We quickly learned that ATMsecurity was not very well understoodand that there were no internationalagreements in place”.

Adapting to the new environment hasbeen a “gradual process”, saysNogueras. “The main goal is tofinalise a programme of work whichcovers all facets of it.” Prior to 9/11 thekey document relating to aviationsecurity was Annexe 17 of theChicago Convention of theInternational Civil AviationOrganization (ICAO), which recog-nised that “acts of unlawful interfer-ence continue to pose a serious threatto the safety and regularity of civil avi-ation”. Nogueras points out, however,that Annex 17 says nothing aboutATM security, “demonstrating that itwas not seen as a major issue”.

In 2002, in response to the new secu-rity situation, the Joint NATO-EURO-CONTROL ATM Security CoordinatingGroup (NEASCOG) was created. Thefollowing year, EUROCONTROLincluded ATM security for the firsttime in its ATM Strategy 2000+. Alsoin 2003, EUROCONTROL and NATO

signed a memorandum of cooperationin which ATM security was one of themain considerations.

NEASCOG has become a focal pointfor ATM security in Europe and hasexpanded participation to include theEuropean Commission, theInternational Air Transport Association,International Civil Aviation Organisationand other aviation bodies. A joint ATMSecurity Strategy has been developedcentred on finding solutions to civil-mil-itary radar sharing, an ATM securitysystem for crisis management, commu-nications for encryption and transmis-sion of aircraft voice and video informa-tion, and ATM security training and pro-cedures.

There are two major stands toNEASCOG, each defined in workingpapers released in September. Thefirst takes the form of the EuropeanRegional Renegade InformationDissemination System (ERIDDS), theconcept for which will be completedby the end of 2006, says Nogueras.

The ERIDDS initiative foresees the sit-uation when a 9/11-type attack raisesthe difficult question of what to doabout an unidentified, possibly terror-

32

Independent Platform

Focus on ATM security

The terrible events of 11 September 2001 led tomajor concerns about thesecurity of the air trafficmanagement (ATM) sys-tem, both in the USA andEurope. While hijackingand airport security hadbeen an issue for at least30 years, the use of ahijacked aircraft as a wea-pon of mass destructionhad escaped seriousconsideration.

by Julian Moxon, aviation journalist


ist-controlled aircraft when it disobeyscommands to land, or head for a spe-cific location. A decision may thenhave to be taken to destroy the air-craft – and its passengers. “ERIDDS isdesigned to give senior governmentand military decision-makers accessto the very highest quality informationso they can decide on the best courseof action in the shortest time possi-ble”, says Nogueras.

The second initiative begun inSeptember is the ATM Security WorkProgramme (POW) management plan,which contains work packages centredon four areas: high-level ATM securityaspects, measures to improve ATMsecurity, standards for ATM securityassessment and monitoring methodolo-gy and human resources, awarenessand regional cooperation.

'High-level ATM security aspects', forexample, calls for development of asecurity policy for air navigation serviceproviders and national supervisoryauthorities by the second quarter of2007, while 'measures to improve ATMsecurity' includes an assessment ofEuropean radar coverage, and a studyof the use of flight plan data for earlythreat detection.

Nogueras says: “I believe these workprogrammes will cover all aspects ofATM security, and, once implemented,will give rise to probably the most secureATM system in the world”. He warns,however, against relying too much onthe 9/11 scenario as a template forfuture terrorist attacks. “It's not the onlykind of threat we face. In fact we believeit is very unlikely to happen again,because security at airports and aboardcommercial aircraft has increased somuch. We are still determined to be pre-pared for this situation, however”.

Today, there is growing concern aboutpotentially rogue cargo aircraft entering

European airspace. Discussion cen-tres on the best means to identifysuch aircraft, especially if it has origi-nated from an area where terrorism isprevalent. “In the short term we mustimprove the way we identify both civiland military aircraft”, says Nogueras.“For example, we’re looking at theidea of adapting the flight plan pro-cessing system to enable moresecure authentication of an aircraft,coupled with some kind of crew andairframe positive identification. But wewill have to wait one or two years forthis”.

General and business aviation arealso a “very sensitive area”, addsNogueras. Non–instrument flight rulesgeneral aviation, for example, are “tooopen and free. There could be muchstricter control if there was some sortof flight plan system, as there is forcommercial aircraft”. At national levelthere is also a need for security clear-ance for licenses, as practised inGermany. But Nogueras adds thatEUROCONTROL “can only facilitatethings. ATM security is a nationalresponsibility. Our role can only be totry and improve the harmonisationbetween national approaches to ATMsecurity”. ■■

33

Review

Aviation is a growing business sector(traffic levels are forecast to double inEurope by 2025) and it is frequentlyassociated by the media with globalwarming. In fact, in Europe, aviationonly generates about 3% of green-house gas emissions, whereas it rep-resents some 4 million jobs. At theglobal level, air transport is estimatedto contribute US$ 880 billion a year toworld GDP, taking into accountdirect, indirect and induced impacts– equivalent to 2.4% of global GDP.So while our industry has to contendwith environmental constraints, it alsoprovides development opportunities.And the role of ATM, you may ask?Wherever ATM is improving flight effi-

ciency, or optimising flight profiles,we are improving performance byway of minimising environmentalimpact.

Sustainable airtransport

Sustainable development means strik-ing a balance between economic,social and environmental imperatives.ATM specifically focuses on safety,capacity, cost-efficiency, environmentand security. Finding the right bal-ance among these, with safety para-mount, is necessary in order to ensurethe long-term sustainability of the airtransport industry.

Environment in ATM training

A key element to improving ATM’s con-tribution to that sustainability is to makeour staff aware of the industry’s chal-lenges and how we can help to meetthem. That’s why EUROCONTROL isdeveloping the "Environment in ATM"Training Strategy, for which the firstproducts are already available tostakeholders.

The Environment Domain within theAgency Directorate for ATM Pro-grammes and EUROCONTROL’sInstitute of Air Navigation Services haveteamed up to develop training material

36

Review

by Frédéric Riehl, Environment DomainProject Manager, and

Max Bezzina, E-learning Focal Point,EUROCONTROL Instituteof Air Navigation Services

Wake up to a new environment!

Global warming, greenhouse gas emis-sions, local air quality, noise, the economic

cost of climate change... not to mentionthe environmental impact of aviation!Almost every day the environment is inthe headlines! What is the EURO-

CONTROL Agency doing toraise awareness on this increa-singly challenging issue?


to enhance the awareness and under-standing of environmental issues andhow these relate to aviation and ATM.

Environment e-learningpackage

Víctor M. Aguado, Director General ofEUROCONTROL, launched the firstproduct from this strategy, the environ-ment e-learning package, at the 2ndAviation and Environment Summit(Geneva, Switzerland, 25-26 April 2006).Designed to provide basic training andawareness, it is freely available at:www.eurocontrol.int/environment/

The e-learning package is made up ofthree modules, the first of which is dedi-cated to "Travel and the Environment"(the heart of the matter: people wantmobility but also environmental protec-tion!) then "Aviation and theEnvironment" (fast, reliable and safemobility!) followed by ‘the ATMChallenge’ (the role of ATM stakeholdersin facilitating mobility while minimisingenvironmental impact).

These three core modules are highlyinteractive and supplemented by anumber of quizzes. An interactivegame – "The Environment Challenge" –is also included. In it, users are con-

Training portfolio

The Environment Domain and theInstitute of Air Navigation Services areexpanding “Environment in ATM” prod-ucts within the Agency’s training portfo-lio. A general awareness module(about two hours) will be incorporatedinto relevant ATM courses at theInstitute in 2007. This should reachabout 200 ATM personnel on an annu-al basis. An instructor-led courseaimed at those ATM managers thathave (or will soon have) to considerenvironmental impact as part of theirresponsibilities is currently underdevelopment. This will be of one week’sduration and is being designed torespond to stakeholders’ views thatwere gathered at a workshop held inBrussels in October 2006.

Delivery of the classroom course willcomplete the initial "Environment inATM" training portfolio, which we hopewill be a small but critical step to fos-tering a better management of environ-mental performance in everything wedo in ATM.

All these products will be reviewed on aregular basis to ensure that they remainrelevant to ATM stakeholders’ evolvingneeds.

To experience environment e-learning orlearn more about EUROCONTROL’s environ-ment training portfolio, go to: www.eurocontrol.int/environment/ ■■

37

■ embedded in the EUROCONTROL revised Convention, the ATM 2000+Strategy’s overall objective and the Agency Vision and Mission;

■ a direct and indirect requirement of EUROCONTROL Provisional CouncilGoals and Objectives;

■ the subject of a dedicated "EUROCONTROL Environmental Policy andStrategy";

■ a requirement of the Single European Sky initiative;■ managed like safety as a horizontal issue within the SES ATM Research

Programme (SESAR).

Environment is:

fronted with typical environment issuesat "Airport Europe", where they get theopportunity to experience the complex-ity of the stakeholders’ decision-makingcontexts – and sometimes their conflict-ing interests.

In September 2006 a 15-minute trailerwas added to provide basic awarenessof how the environment relates to avia-tion and ATM, as well as a taste of the e-learning training modules.

The environment e-learning training hasbeen picked up by a number of stake-holders – one training academy has pro-posed the e-learning package to theirab-initio air traffic controllers and an airnavigation service provider has request-ed to include it in their internal educa-tional programme. We hope to havestakeholders’ feedback in a future issueof Skyway, as take-up builds.

Designed to providebasictraining and awareness,

the package is freely available at:www.eurocontrol.int/environment/

Review

STCA

The STCA is a safety net for the airtraffic controller which significantlycontributes to the provision of a safeair traffic control service. A conflict isdefined as a simultaneous infringe-ment of the lateral and vertical separa-tion minima between two aircraft. TheSTCA predicts potential conflicts inthe near future and warns the con-troller in time by means of a visual alert(see Figure 1).

The STCA provides last-resort assis-tance to the controller and its interven-tion is limited to a strict minimum. For

this purpose, no conflict prediction isperformed beyond a defined maximumprediction time of two minutes, which isdeemed sufficient to avoid a conflictonce an alert is shown to the controller.

The STCA is designed and tunedaround two main criteria: providingconflict alerts with sufficient warningtime and minimizing the rate of nui-sance alerts. Unfortunately, increasingthe warning time will generally result inan increased rate of nuisance alerts,and vice-versa. The objective of theSTCA is therefore to reach an optimaltrade-off between these two criteria.

Trajectory prediction

According to the safety-net concept,the STCA predicts trajectories derivedexclusively from surveillance data.Vertical trajectories are neverthelessadapted according to cleared flightlevel (CFL) data as this intention infor-mation is deemed to enhance thetrade-off between the warning time andthe rate of nuisance alerts. Sinceground speed, heading and rate ofclimb or descent may vary over time,some uncertainty must be added to thepredicted lateral and vertical positionsin order to avoid late conflict alerts (seeFigure 2).

Conflict probabilitymodel

One of the main novelties of the newSTCA is the introduction of a conflictprobability model, the basic idea ofwhich is to calculate and combine theprobabilities of lateral and vertical sep-aration infringements at a given predic-tion time in order to decide whether ornot a conflict alert should be shown to

38

Review

A new short-term conflict alertfor the EUROCONTROL MaastrichtUAC primary and fallback systems

Figure 1: Visual conflict alert on the controller’s screen

Since January 2007, a new short-term conflict alert(STCA) has been operational in both the primary and fallback systems at the EUROCONTROL Maastricht UpperArea Control Centre (UAC). The new STCA replaces theformer tool in anticipation of the introduction of the newflight data processing system. It improves the trade-offbetween the warning time and the rate of nuisance alertsby incorporating a number of novel concepts.

by Micha Janssen, EUROCONTROLMaastricht UpperArea Control Centre


the controller. This model significantlyimproves the trade-off between thewarning time and the rate of nuisancealerts in comparison with the independ-ent uncertainty buffers model used e.g.in the former STCA.

Use of cleared flightlevels in level flight

The use of cleared flight level (CFL)intention information in level flight isanother novel concept of the newSTCA. Its objective is to avoid imminentconflicts that would occur if a levelledaircraft started to move towards its CFLby defining a potential position zone ofthe aircraft (see Figure 3).

Other enhancements

A further enhancement of the newSTCA is its full synchronisation with theARTAS tracking system. Track updatesare processed as soon as they arereceived from ARTAS. As a conse-quence, the reaction time of the newSTCA is up to five seconds better thanthat of the former STCA. This is signifi-cant when conflicts are predicted witha very small warning time (e.g. levelbusts).

The new STCA also features improvedvertical trajectory prediction capabili-ties by calculating its own rate of climbor descent, which is more appropriatefor prediction than the one provided byARTAS.

Product development

The new STCA was manufactured byComsoft GmbH and developed jointlywith Maastricht UAC. The softwaredesign followed the stringent rules as

laid down by the IEC61508 standard(Safety Integrity Level 2 compliance). ASafety Case was developed accordingto the latest rules and guidelines, inparticular the EUROCONTROL SafetyRegulatory Requirement (ESARR) stan-dards. As such, it sets a benchmark forother in-house projects.

EUROCONTROL specifications

The European Convergence andImplementation Plan (ECIP) containsan agreed pan-European objective forECAC-wide standardisation of theSTCA. For this purpose, a EURO-

CONTROL specification of the mini-mum requirements on the developmentand use of the STCA in Europe will bereleased by the end of 2006. Theserequirements were strictly followed inthe specification, development andoperational introduction of the newSTCA at Maastricht UAC in terms of usepolicy, responsibility, training, proce-dures and system capabilities. ■■

39

Figure 2:Predicted trajectoriesand uncertainty

. . . . . . . . . . . . . . . . . . . . . . . .

Figure 3:Use of Cleared Flight Levelintention in level flight

Predicted Lateral Trajectory

Predicted Vertical TrajectoryCFL

PotentialPositionZone

CFL

1 min

Datelines

Co-chaired by Javier Criado, Directorof Air Defence and AirspaceManagement at NATO, and GuidoKerkhofs, Director of ATM Programmesat EUROCONTROL, the Workshop wasaimed at developing a common under-standing on the strategic objectives forATM security in Europe and identifyingstakeholders’ roles, requirements andcontributions for ongoing and futuredevelopments.

Over 200 people from 36 nations(including USA and Israel) attendedthe event. They represented air naviga-tion service providers, air forces, civilaviation authorities, airlines, ministriesof transport and defence, policeforces, ICAO, the EuropeanCommission, the US Federal AviationAdministration and various securityorganisations. Speakers from the UKand French Air Defence, EC, ECAC,IATA, German Air Policing Cell, New

40

Datelines

Improving ATMsecurity together

NATO/EUROCONTROL

ATM Security Workshop

5 December 2006, Brussels

Scotland Yard, NATS, DFS, Skyguide,NATO and EUROCONTROL con-tributed to the lively debates and dis-cussions.

The workshop drew the following con-clusions:

■ Airspace and ATM security are verycomplex and important elements ofaviation security and a priority issue forfurther coordinated activities to bedeveloped jointly with national,European and international institutions,organisations and stakeholders.

■ Involvement of all civil and militarystakeholders in the consultationprocesses on airspace & ATM secu-rity is essential.

■ NATO and EUROCONTROL shouldjointly facilitate, coordinate and leadthe consultation process on air-space and ATM security issuestogether with States and all stake-holders. A European platform forATM security needs to put in placein order to encourage active partici-pation of all stakeholders.

■ EUROCONTROL and NATO willorganise a joint ERRIDS (EuropeanRegional Renegade InformationDissemination System) ConceptWorkshop in early 2007 to discussconcept requirements for incidentinformation management and to

address gap analyses, potentialoptions, business case considera-tions, funding and plans for laterimplementation.

■ A number of air navigation serviceproviders stated their immediateneed to have a group created inwhich they can address urgentissues with respect to the implemen-tation of European CommissionRegulation No. 2096/2005 on'Common Requirements for theProvision of Air NavigationServices'.

The workshop participants also agreedto address the following areas as amatter of priority: harmonised guidancematerial and methodologies, new pos-sible threats, contingency planning,legal issues and funding. ■■

A joint NATO/EUROCONTROLWorkshop on ATM Securitytook place on 5 December2006 at EUROCONTROL’s

Brussels headquarters.

ATMTarget

Concept

ATMDeploymentSequence

ATMMaster

plan

WorkProgramme

for2008-2013

ATMPerformance

Targets

D3 D4 D5 D6

July 07Oct 07

Jan 08 March 08

July 06

AirTransport

Framework

The currentsituation

D1

We are here

Dec06

D2


The second main deliverable of theDefinition Phase contract, D2 (AirTransport Framework: the Perfor-mance Target), was delivered onschedule to the EUROCONTROLAgency early in December 2006, andreviewed for acceptance.

The document, once properly edited,will be widely available, in particularvia the following webpage:http://www.eurocontrol.int/sesar/public/subsite_homepage/homepage.html,or the project’s site: http://www.sesar-consortium.aero.

D2 represents the output of the workcarried out in 18 different tasks.

Besides describing the 2020 visionfor the various aspects of air trans-port and ATM in terms of business/mission, system/network and man-agement, D2 contributes primarily todefining the vision for the future 2020ATM network and to providing indica-tors and quantified targets for the dif-ferent performance areas, includingsafety, capacity, cost-effectiveness,environment, etc. These are only ini-tial targets and the necessary trade-offs still need to be assessed. Theywill however contribute to the objec-tives of the subsequent system defi-nition.

D2 also makes recommendations forshort-term solutions to address iden-tified bottlenecks. In this respect, thereport has reviewed and confirmedthe potential of ongoing local andpan-European projects to deliver therequired performance benefits.

41

SESARSESAR

SESAR Definition Phase progressSecond milestone achieved

Give your opinion!

It is essential to obtain the widest pos-sible awareness of the ATM communityand gather its feedback on the firstdeliverable. In this way, the SESARresults will truly form the widely agreedcommon platform from which to buildthe future ATM system.

The SESAR Consortium will thereforebe holding a Stakeholder ForumSession on 24 January 2007 in Genevawith a view to collecting comments andfeedback from organisations that arenot Consortium members. Interestedorganisations can register online on theSESAR website/s previously men-tioned.

The ATC Maastricht Exhibition inFebruary 2007 will provide anotheropportunity for people to obtain directinformation on SESAR and its work fromrepresentatives of the EUROCONTROLAgency as well as from the Consortiumcompanies.

Next steps

Work is now geared to the third mile-stone deliverable, D3 (ATM OperationalConcept), which is scheduled to bedelivered in June 2007.

D3 will describe the agreed ATM targetoperational concept, the principleswhich shape the technical infrastruc-ture enabling the concept, and the sup-porting technologies. It will consider theviability of the ATM target concept toshow that it is:

■ feasible (institutional, regulatory andtechnological aspects);

■ achievable (scale and nature of thechanges needed to be made by allstakeholders);

■ affordable by the air transport indus-try;

■ possible to implement in a series ofrealistic transition steps progres-sively delivering benefits for allstakeholders.

The aim is to agree that the future tar-get concept will form the basis for fur-ther work to identify the transitionsequence towards implementation ofthe vision.

Skyway opens its columns to a regular report on

the progress being made in the SESAR Definition Phase.

Visits &AgreementsOn 21 November, a delegation from theNetherlands Department of Transport was wel-comed by Bo Redeborn, Director ATM Strategies. The pro-gramme included briefings on the Provisional Council andPermanent Commission, Maastricht UAC functions includingcertification, designation, NSA responsibilities in the contextof the Single European Sky Regulation applicable toMaastricht UAC, FAB EUROCONTROL central project andcivil military issues. A visit to the CFMU operations room con-cluded the visit.

On 22 November, the Director of the Central RouteCharges Office, Massimo Fusco, and the ChiefExecutive Officer of Slovenia Control Ltd,Srečko Janša, signed a bilateral agreement in which theSlovenian air navigation service provider entrusted EURO-CONTROL with the calculation, billing, accounting and col-lection, on its behalf, of terminal air navigation charges.

On 23 November, 60 officers and trainees from theCollège Interarmées de Défense visited EUROCON-TROL. The visitors were briefed on the main activities of theAgency including its role in the management of air traffic inEurope, cooperation with the European Commission, civil-mil-itary issues, the role of the Central Flow Management Unit, theATM vision for 2015 and EUROCONTROL’s strategy for themedium and long term.

On 24 November, a group of students from LeidenUniversity visited EUROCONTROL. The visitors werebriefed on the main activities of the Agency, focussing onlegal issues.

On 28 November, a group of students from theUniversité catholique de Louvain visited EURO-CONTROL. The visitors were briefed on the main activities ofthe Agency including air traffic management, airspace designand the Central Flow Management Unit.

Visits & Agreements

On 19 October, a delegation from the Civil AviationSafety Authority of Korea visited EUROCONTROL.The delegation was briefed on the various activities of theAgency including an overview of EUROCONTROL and morespecifically airspace network planning and navigation. Theprogramme was concluded with a visit to the CFMU flow man-agement operations room.

On 10 November, students from the Institute,Cardinal C. Baronio Technical AeronauticSection, Vicenza, visited EUROCONTROL to be briefedon the core activities of the Agency including airspacedesign.

On 13 November, the Director General, Víctor M. Aguado,welcomed the Board of Directors of the LFVGroup. The delegation was briefed on the main activities ofthe Agency including ATM safety and SESAR, cooperationwith the European Community and EASA, stakeholder rela-tions, airport operations, security, environment and airspacenetwork planning. The programme was concluded with a visitto the CFMU operations room.

42

EUROCONTROL website:www.eurocontrol.int

The Spring 2007 issue of Skyway

will focus on Environment

Skyway 43 - Winter 2006 43

Next eventsNext events

On 1 December, the Director General welcomed thePresident of the Board of ACI-EUROPE, Prof. DrManfred Schölch, Mr Olivier Jankovec, DirectorGeneral, and Mr Etienne van Zuijlen, PolicyManager. The delegation was briefed on the main activitiesof the Agency including the relationship between EUROCON-TROL and the European Community, performance, airport

capacity and theDMEAN Programme,safety, runway incur-sions, environment,airports, the SESARProgramme, and thechallenges to growthstudy.

On 4 December, Dr Gerhard Stadler, Director of the GeneralSecretariat, welcomed Mr Ymer Shllaku, Albania’sDirector General of Civil Aviation, his delegationand two representatives from the African Unionto EUROCONTROL. The visitors were briefed on theOrganisation’s activities and an exchange of views on currentATM issues followed.

On 5 December, the Director General welcomed thePresident Elect of the EUROCONTROLProvisional Council, Mr Nils GunnarBillinger, Director General of Civil Aviationin Sweden.

He replaces Mr David McMillan,Director General of Civil Avia-tion of the UK, who has held thepost since 2004. Mr RaymondCron, Director General of CivilAviation in Switzerland, willreplace Mr Michel Wachenheimas Vice-President.

13-15 February 2007ATC Maastricht Conference and ExhibitionMECC, Maastricht, the Netherlands

26-30 March 2007ICAO Worldwide Symposium on Performance of the Air Navigation SystemMontreal, Canada

26-28 October 2007IFATCA European Regional MeetingPrague, Czech Republic

28-31 October 200752nd Annual Conference and ExpositionMarriott Wardman Park Hotel, Washington DC

Loyola de Palacio's premature death has come as a great shock.

It is a heavy blow for Europe and for Spain that Loyola has left us whilestill at a relatively young age. However, the gains made in the course ofher professional and political career, prematurely cut short, were consi-derable. She enjoyed many successes during her time as Vice-President of the European Commission and Commissioner for Transport,when she and I worked more closely together. It was she who made itpossible for transport and energy policies in Europe to be given theimportance and attention they required. In the field of aviation shedeserves the title of Creator and Architect of the Single European Sky,for that was the very idea she elucidatedon the first visit she made to EURO-CONTROL in 2000.

Her overwhelming energy and completededication always impressed us, and shewas able at the same time to transmit tous her enthusiasm for the causes in whichshe believed. She opened up new roadswhich would lie undiscovered to this dayhad it not been for her.

Working with her was a privilege and anhonour for me.

Víctor M. AguadoDirector General

In Memoriam

News

© European Organisation for the Safety of Air Navigation (EUROCONTROL)April 2003

This document is published by EUROCONTROL in the interests of exchange of information.It may be copied in whole or in part, providing that the copyright notice and disclaimer are included.The information contained in this document may not be modifiedwithout prior written permission from EUROCONTROL.

EUROCONTROL makes no warranty,either implied or express, for the information contained in this document,neither does it assume any legal liability or responsibility for the accuracy,completeness or usefulness of this information.

For more information,contact EUROCONTROL External and Public Relations,General Secretariat Directorate96, rue de la Fusée, B-1130 Brussels, BelgiumTelephone: +32 2 729 90 11Fax: +32 2 729 91 98

© European Organisation for the Safety of Air Navigation (EUROCONTROL) Winter 2006

This document is published by EUROCONTROL in the interests of exchanging information.It may be copied in whole or in part, providing that the copyright notice and disclaimer are included. The information contained in this document may not be modified without prior written permission from EUROCONTROL.

EUROCONTROL makes no warranty, either implied or express, for the information contained in this document, neither does it assume any legal liability or responsibilityfor the accuracy, completeness or usefulness of this information.

For more information, contact EUROCONTROL External and Public Relations,General Secretariat Directorate96, rue de la Fusée, B-1130 Brussels, BelgiumTelephone: +32 2 729 34 20Fax: +32 2 729 91 98e-mail: [email protected]

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