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to performance and to change of the
industrial ATM landscape” and sets a fi rm
2012 deadline for their introduction throughout
the ECAC area. Currently, nine FABs have
been declared by the 27 European Union
states and although there remain major
diff erences in the approach each is taking and
the timescale for their achievement, most FAB
groupings are well on the way to implementing
their respective common airspace areas,
even if some of them tend to regard the 2012
deadline as somewhat optimistic.
One of the most developed FABs is the
Functional Airspace Block Europe Central
(FABEC), which brings together the Maastricht
Upper Area Control Centre with Belgium,
France, Germany, Luxembourg, the Netherlands
and Switzerland as a single airspace
entity covering the core area of Europe.
Field trials by the FABEC members were
held between 23 November and 4 December
2009 to work on pre-tactical ATFCM and airspace
management issues. They focused on
civil-military coordination (so-called fl exible
use of airspace) and the development of coordination
and communication procedures at
FAB level. The hope is that the trials will eventually
lead to an overall reduction of delays
within the FABEC area, closer adherence to
airlines’ optimum trajectories and improved
coordination between FABEC partners.
While applauding progress on the creation
of FABs, Sultana adds: “There is still a
lot of work to be done, particularly institutionally
and legally. It will all be worth it,
though, as the prize is a more dynamicallystructured,
effi ciently managed European
airspace, which will be in far better shape to
reach the SES II goals.”
Nine FABs have been
declared by the 27
European Union
states and most
FAB groupings are
well on the way to
implementing their
respective common
airspace areas
Towards a safer world.
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Flight efficiency
David Learmount talks to
EUROCONTROL’s deputy
director, Central Flow
Management Unit, Joe
Sultana, to assess how the
Agency is progressing with
effi ciency plans
SINCE ITS BEGINNINGS, EUROCONTROL’s whole raison
d’être has been to improve the effi cient use of airspace, as
well as increase its capacity. Indeed, the two are complementary.
In the early days, this was achieved mainly by setting
up cooperation among the national air navigation service
providers (ANSPs). Diffi cult as it is to believe today, virtually
no cooperation across borders existed before the early
1990s. Cooperation may still have some way to go before
the European system works seamlessly, but the levels of
standardisation and communication have advanced massively
since the airborne logjams in the late 1980s put all the
system’s shortcomings into sharp focus.
From now on, major effi ciency advances in the future may
be enabled by a combination of new technical tools and radical
airspace restructuring, but getting the best performance
from the system remains an important focus for the Agency.
For years, that objective has been managed under a
programme known as DMEAN – Dynamic Management
of the European Airspace Network. Joe Sultana, DMEAN
Framework Programme manager, says that although this
established programme will offi cially terminate in 2011, the
task of making the best possible use of the existing system
never ends. By its very nature, the success of a programme
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Reaching for the Single European Sky(99)
