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Hendriks recalls. "Now the cost of fuel has threatened to wreck their economics, and emissions trading is on the horizon, with
the result that optimum trajectories are now the top priority."
EUR0C0NTR0L's FUA initiative is prov¬ing ever more successful as a way of maximising availability of the continent's ultimately finite airspace. But it is only one of a wider array of initiatives designed
to add up to SESAR (Single European Sky ATM Research), the higher-capacity air traffic management system that Europe will need beyond the year 2020. Hendriks fears the present economic crisis could jeopardise that timetable.
"The revenues of the Air Navigation Service Providers are down because the airlines are cutting flights, and the carriers themselves are barely keeping their heads above water," says Hendriks. "They're be¬ginning to ask if we really need to spend this money at a time when demand for services is going down."
This is a fair question, Hendriks be¬lieves, but also one that ignores the les¬sons of history. "As an agency, we are well aware of the economic realities. But we also have a duty to be ready to meet de¬mand, which will without doubt start to grow again in the future. It's now time for all the European stakeholders to sit down together, come to an honest assessment of the situation and then commit to a way ahead."
 
42 EUR0C0NTR0L / EBAA / IA0PA 2009
 

 

 

 
Simplification of
airspace structures
Simon Michell talks to EUR0C0NTR0L's Alex Hendriks to discover why airspace structures are being made simpler
 
Aviation's steady growth has brought with it a need to develop, implement and enforce rules, regulations and standards, not just to make the sky a safe place to travel in, but also to enable
the Air Traffic Management (ATM) network to absorb the relentless traffic increase more efficiently.
However, like most things that rely
on cross-border movements, there has
been a pressing need to harmonise these rules internationally because different states have interpreted and implemented them according to their own individual circumstances — and often made special provisions to accommodate the require¬ments of their own aviation fraternity. A prime example of this is the International Civil Aviation 0rganization (ICA0) airspace classification scheme.
This scheme is based on the interaction between ATM and aircraft operating un¬der flight rules — either Instrument Flight Rules (IFR) or Visual Flight Rules (VFR). Airspace is divided into seven classes and aircraft have a level of air traffic control support and access to these areas ac¬cording to the flight rules under which they are operating. There are two basic elements to the classifications: airspace classes 'A', 'B', 'C', 'D' and 'E', which are referred to as 'controlled airspace'~ and 'F' and 'G', which are known as 'uncontrolled airspace'.
Alex Hendriks, CND Deputy Director for Network Development at EUR0C0NTR0L, points out, however, that the system, whose current version was adopted
in March 1990, has proved to be very challenging for pilots flying cross-border routes. Pilots had to find out exactly what sort of airspace they intended to fl y on any route, and exactly what the specific rules were for the ICA0 classes in each country they flew over.
Likewise, it could be very complex for the air traffic controllers. Hendriks gives as an example the airspace controlled by the Maastricht Upper Area Control Centre, which is responsible for flights
over Belgium and Luxembourg, as well as sectors in Germany and the Netherlands. "Basically," he says, "within one ATC sector, the controllers had to deal with four types of upper airspace — some allowing VFR traffic and others not. This led to EUR0- C0NTR0L initiating a plan to try and get
a common classification, at least for the upper airspace."
　
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