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The DMEAN Framework programme will attempt to eliminate
this gap and meet the one-minute target, saving airlines around
E310 million a year in delay costs. To do so it plans to
amalgamate important EUROCONTROL initiatives in airspace
design, Airport Collaborative Decision Making (A-CDM), flexible
use of airspace and AFTCM, providing coherency between them
in the hope of finding the extra capacity required.
Initial targets include improving the ATM planning process
and the balance between demand and capacity, increasing
the amount and speed of information sharing, and activating
dynamic airspace structures and routes to optimise the route
network on a day-to-day basis.
“If we have a network view of things,” says Sultana, “it
follows that the network will improve as a whole, benefiting
individual stakeholders.”
The winter 2006/07 NOP, to be published in October, will
provide a consolidated view of the forthcoming season’s
ATFCM picture, against which specific actions can be taken to
improve capacity. It is the final result of the process of
consolidating inputs from all stakeholders, including the
military, ANSPs, airports and airspace user communities as well
as from EUROCONTROL units in charge of traffic flow and
capacity and airspace management.
The idea is to achieve a shared view of the pan-European
ATM network so that from the beginning of each season there
exists a common awareness of the situation expressed
through an official document. It is a major step forward for
European ATM, which has traditionally suffered from a lack of
proper co-ordination. It also falls in line with hopes for the
Single European Sky (SES) regulatory process. “The DMEAN
programme should help ANSPs meet their SES obligations,”
says Sultana. “It provides a dynamic view of the network to
help the players focus on where they’re going.” Through its
short/medium operational improvements, DMEAN will provide
the basis for further SESAR-driven network enhancements.
This article was commissioned by EUROCONTROL.
“If we have a network
view of things, it follows
that the network will
improve as a whole,
benefiting individual
stakeholders”
ATM: THE CHALLENGE OF GROWTH
53
Is Europe failing to deliver on Functional Airspace Blocks? Jenny Taylor looks at
how European Air Navigation Service Providers are addressing the challenge
ne of the obstacles to creating a single European sky
is the failure to develop Functional Airspace Blocks
(FABs) from the myriad flight regions used today. The
Single European Sky (SES) framework regulation requires that
“airspace blocks, based on operational requirements, reflect the
need to ensure more integrated management of the airspace
regardless of existing boundaries”.
Yet there is a mismatch between the boundaries that exist
and optimum airspace management. States have had the
freedom to classify airspace in accordance with a number of
International Civil Aviation Organization (ICAO) alternatives until
common rules were imposed in 2004 and pilots can
experience changes in airspace rules, separation criteria, as
well as multiple changes in control centres on everyday routes.
RECENT PROGRESS
ON FUNCTIONAL
AIRSPACE BLOCKS
O
“The real issue remains
consolidation of ANSPs.
If they can co-operate,
why can’t they join up to
form a single company
to manage these FABs?”
ATM: THE CHALLENGE OF GROWTH
54
A flight between London and Budapest may first pass
through Belgian airspace, fly through French airspace for a
couple of minutes, before overflying Luxembourg into German
airspace. It may also pass in and out of Austrian airspace in
line with the geographical border. Europe relies on 68 area
control centres to manage its traffic flow, compared with only
21 in the US over a similar area. This type of fragmentation
adds 20 per cent – or E1,400 million – to costs according to
the EUROCONTROL Performance Review Commission (PRC)
2005 report published in April 2006.
Halving the number of centres would raise the average
number of sectors from under ten to 25 per centre, and
result in more efficient operations. An International Air
Transport Association (IATA) expert group also identifies cost
savings of 25 per cent if Europe reorganised its fragmented
airspace. “The real issue remains consolidation of Air
Navigation Service Providers (ANSPs). If they can co-operate,
why can’t they join up to form a single company to manage
　
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