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basis, and therefore full certification needs
to be completed to prepare it for operational use. Eleven
airlines, with a total of over 250 aircraft, have joined the
first wave of pioneers. Six more airlines joined the second
wave, bringing the total number of participating aircraft to
more than 400 in 2007. Together they will generate more
than 500,000 flights per year over Europe and provide
air navigation service providers with certified surveillance
data that will allow them to bring their ADS-B ground
stations to a state of operational readiness by 2009.
8.33 implementation below FL195
The implementation of 8.33 kHz channel spacing
above FL195 became effective on 15 March 2007. This
EUROCONTROL programme began in October 1999
with the implementation of 8.33 kHz above FL245. In
response to an ICAO requirement, EUROCONTROL is
now developing a third phase, an implementation plan
for 8.33 kHz below FL195. Owing to concerns regarding
the cost of implementation, the Agency is also working
on a revised business case and an implementation plan
for 8.33 kHz below FL195, with stakeholder consultation
planned for the first half of 2008. Implementation is
currently targeted to take place as from 2010.
FASTI: providing support tools to controllers
The First ATC Support Tools Implementation (FASTI)
programme highlights the need for the coordinated
implementation and rapid deployment of an initial
set of controller support tools. Not only does the
EUROCONTROL programme address short- and
medium-term requirements, it will also allow the introduction
of further ATC automation in the longer term.
While considerable progress has been made on
controller support tools ‘proof of concept’ activities,
the logical next step is to test them in a cross-border
environment. To this end, two FASTI real-time simulations
took place in November and December 2007
at the ENAV experimental centre in Rome and at the
skyguide centre in Geneva. The final results from these
simulations will be available in 2008.
Another significant milestone was reached in the
FASTI programme pioneer support during the autumn,
when ENAV, MATS –
Malta and SELEX agreed to work
together on Project South, in which the FASTI
programme team will facilitate a process of making
existing tools “fit for purpose”.
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Capacity (cont’d)
Enhanced capacity through
a smoother ATM network flow
Since its inception, the EUROCONTROL Central Flow
Management Unit (CFMU) has contributed to making
the best possible use of available airspace in Europe by
providing air traffic flow and capacity management, flight
planning, airspace data operation as well as data provision
and reporting. The Unit’s dedicated efforts have
resulted in additional capacity and containment of air
traffic flow management delays, in spite of significant
traffic growth.
ATFCM scenarios
Air traffic flow and capacity management (ATFCM) scenarios
are the means by which the best possible airspace
organisation, combined with the best ATFCM measures,
can be implemented to meet airspace demand. The
scenario elaboration and implementation process operates
on the basis of a collaborative decision-making working
method involving all air traffic management actors.
In 2007, the CFMU strengthened this process by
involving stakeholders in the planning phase and held
several meetings during the year to agree on the ATFCM
measures and rerouting scenarios to be used to solve
anticipated bottlenecks. The CFMU website was also
upgraded to provide easier access to the scenario
displays. The CFMU network management cell prepared
and coordinated the planning of the pre-tactical phase
through a defined structure of e-conferences and a series
of preparatory assessments.
On the technical side, the CFMU reinforced the implementation
of simulation tools in order to validate the proposed
scenarios, by testing their possible impact on the
network.
Gaining capacity by aligning ASM/ATFCM
processes
In order to investigate how best to enhance airspace
management and air traffic flow capacity management
(ASM/ATFCM) processes, the Agency conducted
trials on coordination procedures between the Belgian,
French, German, Swiss and UK airspace management
cells together with Maastricht UAC and the Directorate
of Civil-Military ATM Coordination. The trials focused
on moving from a conceptual description of the ASM/
ATFCM coordination process towards identifying
specific improvements. They were carried out at a network
　
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