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and capacity. However, change is a doubleedged
sword. The introduction of radar, for
example, brought signifi cant enhancements
but required a substantial amount of work
to make sure that the best way of using
the new technology was adopted, because
radar changed the way air traffi c control was
implemented and altered the skill set and
training of controllers.
Think global, act local
Air traffi c control is currently undergoing
radical change – one that will have more
consequences than even the introduction
of radar. Communication will be carried out
digitally via data links, meaning that the
amount of information shared between
controllers and pilots (and the tools that
support them) is no longer limited to the
speed of human voice and interaction.
Surveillance, likewise, is going to undergo
a signifi cant shift, as management
by trajectory will involve the sharing of
information of future positions of aircraft,
not just current position. It will take time
for these developments to be implemented
but the concepts have been defi ned in the
Air traffic
controller tools
International Civil Aviation Organization
(ICAO) Global Air Traffi c Management Operational
Concept and further expanded in
work by Single European Sky ATM Research
(SESAR) in Europe, NextGen in the US as
well as other projects worldwide. How,
then, do we make sure that the tools provided
to controllers are safe and eff ective,
and enable this transition?
Air traffi c management (ATM) has to be
harmonised globally. It is, therefore, important
for all ATM work to be seen in the context
of global developments, specifi cally that
all work should be seen as assisting ICAO in
achieving this goal. Of course, there are local
issues to be addressed and action will still
be taken at the local and regional level. That
said, EUROCONTROL’s latest programme to
assist the air traffi c controller, First ATC Support
Tools Implementation (FASTI), is consistent
with the SESAR technology, which itself
is being developed from the ICAO Global
ATM Operational Concept. We can not
dismantle the current ATM system and start
again – and so all developments have to be
an evolutionary change. FASTI recognises
this and even its name suggests that it is part
of an evolutionary development and indeed
just an initial step. Consequently, its Pioneer
Support activity is there to assist the early
implementers and make sure the lessons
We are transitioning to a performancebased
ATM system, and it is significant
that FASTI has identified five of the 11
Key Performance Areas (safety, capacity,
cost-effectiveness, efficiency, environmental
sustainability and harmonisation of
operational procedures) as being relevant
and has, therefore, defined appropriate
Key Performance Indicators. However,
traditional air traffic control surveillance is
about the current position of the aircraft.
So as the move is made to more strategic
forms of ATM, there is an increasing need
for a shared understanding of the future
positions of aircraft. In the past, in order to
predict future positions, controllers would
extrapolate the information available to
them. FASTI is taking the first steps in determining
the future position of aircraft in
such a way that it can be shared with others
and so support collaborative decisionmaking
– or at least enable the controllers
to work together more efficiently.
When the FASTI programme reaches its
completion in 2012 it will undoubtedly have
provided a benchmark and solid base for the
continuing work required on the coordination
and deployment of validated concepts
and tools for ATCOs. However, this is an
evolutionary process and new challenges
will demand new solutions.
deliberately developed a set of controller
support tools and is not another safety net.
This does not mean that it does not contribute
to safety. On the contrary, it means that it
contributes to safety in a manner other than
as a safety net.
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Reaching for the Single European Sky(105)
