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of airspace closures in a more timely fashion, thereby
helping them validate their flight plans more effectively.
In order to ease the introduction of these improvements,
the CFMU worked with its stakeholders to produce a
standard methodology for complying with the initial FPL
interoperability regulation. These means of compliance
have been accepted by the EC and will allow a smoother
evolution in flight plan consistency as well as paving the
way for future FPL developments.
Harmonisation of OAT rules
The harmonisation of operational air traffic rules (OAT),
the development of a pan-European OAT-IFR transit
system (OATTS) and the associated harmonisation of
flight planning procedures will be key contrubutors to
capacity. In 2007, significant progress was made in this
area and in the identification of the CNS infrastructure
needed to support OAT harmonisation.
Integrating airports into the network
Since 7 June 2007, departure planning information
(DPI) messages for flights departing from Munich
airport have been processed within the CFMU operational
system. Operational trials, carried out in October
2006 and May 2007, have demonstrated the added
benefit of having this information on the local planning
of the flights sent to the CFMU much earlier than
was previously possible. This feature will also be activated
for other airports where an established collaborative
decision-making process (CDM) process is in
place. In addition, flight update messages sent by the
CFMU to selected airports are providing advanced and
accurate information on estimated landing times. Trials
continue with Barcelona, Brussels, and Zurich airports,
with London Heathrow and Paris CDG due to start
trials in 2008.
Tools to manage microwave landing system (MLS) flights
in slot allocation have been implemented, enabling the
ATFCM slot allocation process to take into account
aircraft category and equipage in the definition of ATFM
measures. This allows the implementation of more
selective ATFM restrictions and improves the management
of individual flights, enabling them to benefit from
the extra capacity created by the MLS.
Work progressing on wake turbulence
Substantial progress has been made recently in understanding
the behaviour of wake vortices – the turbulent
air left behind aircraft in flight. As a result, a number of
short- to medium-term projects are being developed to
reduce the impact of wake vortex separations on airport
capacity. The Wake-Independent Departure and Arrival
Operations (WIDAO) project at Charles de Gaulle airport,
promises to deliver additional capacity gains as does the
Crosswind Reduced Departures Separations (CREDOS)
programme, which is expected to confirm that wake
A number of shortto
medium-term projects
are being developed
to reduce the impact of
wake vortex separations
on airport capacity.
33
turbulence separations can be temporarily suspended
under certain conditions. Time-based spacing is another
project with potential to increase capacity, by substituting
time spacing for distance spacing.
As knowledge of wake vortex characteristics has been
significantly improved, some States have decided to
amend ICAO wake vortex separation minima to eliminate
differences across Europe. EUROCONTROL and the FAA
have therefore launched the Wake Turbulence Category
Review (RECAT) project, the initial output from which
will be an operational concept document as well as the
definition of the methodology to be used. An initial report
is due for publication in 2008.
CASCADE: preparing the way for ADS-B
Additional capacity will be attained through the introduction
of automatic dependent surveillance – broadcast
(ADS-B) application, which will provide an accurate and
cost-effective surveillance capacity in areas where it has
hitherto been unavailable.
In order to support ADS-B implementation, the
CASCADE programme has launched a number of projects,
named CRISTALS (cooperative validation of surveillance
techniques and applications of ADS-B), in which
air navigation service providers team up with industry
and EUROCONTROL to conduct technical validation and
pre-operational trials so that controllers can experience
how ADS-B can meet their operational needs.
CASCADE is also helping to accelerate airborne
certification through a pioneer airline project in which
the programme helps airlines to obtain airworthiness
approval for existing ADS-B equipment. In most cases
this equipment is currently certified only on a noninterference
　
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