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FAB for growth
The development of Functional Airspace Blocks
throughout Europe has begun in earnest, but it is a
challenging process. EUROCONTROL’s Alex Hendricks
tells David Learmount where the diffi culties lie
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airspace taking into account purely practical
considerations and when airspace restructuring
was required, it could arrange it
without having to consider political borders.
If the FAA were not Federal but had been
forced to take into account the borders and
legislatures of all the individual Member
States, it would have problems comparable
to those which European ATM faces.
Europe may have been able to agree,
through years of negotiation in the expert
forum that EUROCONTROL provides, to common
operational practices, equipment integration
and regulatory standards. But the
political and industrial baggage associated
with airspace redesign means it is not so
easy to turn that particular need into reality.
Airspace restructuring entailing the
creation of cross-border Functional Airspace
Blocks (FABs), in some cases raises
PROVISION OF AIR navigation services by
the Federal Aviation Administration (FAA) in
the US is twice as effi cient – by any measure
– as the provision of the same services
in Europe. This is not surprising, given that
the diff erence stems from the fact that the
US system is administratively unifi ed, with
a single set of regulations, compared with
Europe’s multinational diversity.
Guided by EUROCONTROL and the European
Commission, regulation and standards
in Europe are now harmonised and are moving
toward unity. However, the other negative
impact on air traffi c management (ATM)
caused by Europe’s multinational diversity
is that its airspace has been – and most of it
still is – structured geographically according
to national borders.
This contrasts with the FAA, which has,
from the start, been able to design its
DLR
Institute of Flight Guidance
Lilienthalplatz 7
38108 Braunschweig
Germany
the ATM Research Alliance
NLR
Air Transport Division
Anthony Fokkerweg 2
1059 CM Amsterdam
The Netherlands
http://www.at-one.aero
DLR’s Institute NLR’s Air Transport Division. long track record of providing innovative an approaches to Air Traffi c congratulates Eurocontrol
AT-One is the
strategic alliance between
DLR’s Institute of Flight Guidance and
NLR’s Air Transport Division. Both institutes have a
long track record of providing innovative and independent
approaches to Air Traffic Management research.
u UK-IRL FAB: Ireland, United Kingdom
u SW FAB: Portugal, Spain
Hendricks says that if his worst fears were
borne out, the new structure could consist of
“eight or nine ‘islands’ with little connectivity”.
The potential industrial problems posed
by the need to simplify European ATM are
considerable. EUROCONTROL members
operate more than 50 area- or sector-control
centres employing air traffi c controllers and
engineers; well-paid skills that nations do
not want to lose. Yet, that is far too high a
number of disparate stations for an effi cient
system to maintain.
Options for advancement include
closing some centres and redeploying
existing skilled workers to fewer Area
Control Centres, or repurposing centres
for diff erent tasks that they may share with
other stations.
Because diffi cult, supra-national decisions
are needed to create the reorganisation
leading to the ultimate objective of the Single
European Sky (SES), Hendricks suggests
that the present bottom-up development
philosophy is inadequate. He believes that
a combination of bottom-up and top-down
management and control is required.
At present, European ATM objectives
have been set at EU level, but the means of
achieving them is still left with national governments
and national air navigation service
providers (ANSPs). EU legislation authorises
objectives, but does not confer on any
individual supra-national body the authority
to ensure that nations or ANSPs are working
to achieve them.
As a result, where national ANSPs face industrial
problems due to planned reorganisation,
under the present system they will
　
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