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conducted a real-time simulation in 2008 to understand
how VLJs would be integrated into European airspace.
The final results will be available in 2009. However, early
indications show that VLJs are “manageable” but will
have a potential impact on capacity and safety. Further
study at local level will need to be undertaken to find
local solutions as there are currently no Europe-wide
systematic solutions in place. Other work, more closely
associated with operational safety, was carried out with
regard to the integration of unmanned aerial systems
in non-segregated airspace. (More details in the ‘Safety’
chapter).
34
Capacity
Bridging the capacity gap
Using technology
to increase capacity
EUROCONTROL has always been an active and enthusiastic
supporter of the use of technology innovation
to achieve greater capacity. Accordingly, a number of
high-profile technology projects are underway at the
Agency with progress achieved across the board during
2008.
The interface between aircraft and air traffic control
8.33 kHz above FL195
Equipping aircraft operating above FL 195 with 8.33 kHz
VHF radio communications equipment became mandatory
in March 2007, and it is now enforced in 35 ICAO
EUR Region States. EUROCONTROL’s own flight plan
data indicates that the 8.33 kHz aircraft equipage rate
– above FL195 – is in the order of 99.75%. Moreover,
State (military/government) aircraft equipage rates are
increasing as well, especially for transport-type aircraft.
By the end of 2008, 11 States were operating 75 area
control centre service conversions from 25 to 8.33 kHz,
with 70 coordinated in the ICAO Frequency Management
Database (COM-2 table). Today, there are over 500
8.33 kHz VHF assignments in the aeronautical VHF COM
band (118 – 137 MHz) in Europe. The 8.33 kHz above
FL195 phase is therefore now nearing completion.
SES data-link services implementing rule
As far as digital communications are concerned, Europe
has begun to standardise the future data link services,
which will build on the operational introduction of
Controller-Pilot Data Link Communications (CPDLC) successfully
established by the LINK2000+ Programme.
The Single Sky Committee voted on 30 September
2008 to adopt an implementing rule, drafted by EUROCONTROL,
which will see full-scale implementation of
data-link services across Europe by 2015. After many
years spent developing standards and carrying out
operational validation, this rule sets the scene for fullscale
implementation of data link, which will be the
final phase of the LINK2000+ Programme. However, this
is not the end of data link development. The next phases
will take place as part of the SESAR programme.
Support tools for controllers
The First ATC Support Tools Implementation (FASTI) programme
highlights the need for the coordinated implementation
and rapid deployment of an initial set of
controller support tools. In October and December 2008,
EUROCONTROL successfully ran two real-time simulations
of the FASTI Tactical Controller Tool (TCT) in Brétigny,
France. The initial outcomes of the trials, undertaken
using controllers from FINAVIA, HungaroControl, IAA, LFV
and skyguide, were very promising with all of the participants
agreeing that the TCT would be a useful addition to
help them with their daily operations.
Today, there are over 500
8.33 kHz VHF assignments
in the aeronautical
VHF COM band
(118 – 137 MHz)
in Europe.
EUROCONTROL Annual Report 2008 35
In October, the Agency also initiated a project to look
at the links between the tools and the business needs
of the air navigation service providers. The Agency
examined the gap between their current capabilities
and the future FASTI concept in order to better
understand user requirements. The second phase,
which will be completed by 2010, aims to validate user
requirements with controller teams operating industry
products in real-time simulations.
In November the FASTI Pioneer Support Project North
Phase 2 was drawn to a close with an open day in
Malmö ACC in Sweden. This second phase was mainly
concerned with MTCD (Medium-Term Conflict Detection)
and brought together representatives from the
air navigation service providers of nine different countries.
After the project had been completed, everyone
involved considered it to have been an extremely valuable
experience.
Aircraft equipment
Allocating a new type of Mode S interrogator code
Mode S capability was taken a step further in 2008 when,
　
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