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these FABs?” asks IATA’s Gerry O’Connell, Assistant Director,
Safety, Operations and Infrastructure, Europe.
Since the 2004 Single Sky legislation came into force,
some Member States have announced notional FABs. The UK
and Ireland formally announced a partnership in 2005.
Following a consultation process between the Irish Aviation
Authority (IAA) and the United Kingdom’s NATS and airlines,
due to be completed in November 2006, a report will be
supplied to the two respective governments in late 2006 or
early 2007. This report will outline the potential benefits of
the FAB and the implications of the FAB charging regimes.
According to Philip Hughes, Director of Commercial and
Strategy at the IAA: “During this consultation period it
became apparent that rising fuel prices have meant that
network efficiencies and more direct routes will lead to
greater financial gains than originally anticipated.” Hughes
explains that it would take at least five years for full
implementation to be achieved, as time will be needed to
sort out the “enablers for the integrated network and
charging regime”.
Additional FABs have also been announced by Switzerland
and France, and Spain and Portugal. But none offer potential
cost savings that come close to 20 per cent. The UK and
55
Ireland estimate E1 million will be cut from their combined
turnover of E1 billion, less than 1 per cent.
Six service providers: Denmark, Norway, Sweden, Iceland,
Finland and Estonia proclaimed a common ATM service
concept in September 2006 to overcome geographical
borders and introduce common parameters for procedures
and air routes. It is a first tentative step to accommodating
operational needs and supports earlier cross-border initiatives
including Denmark and Sweden’s single upper airspace centre
NUAC, the common Nordic training school set up in 2006,
called Entry Point North, and collective equipment
procurement of the Thales Eurocat ATM system by the
COOPANS members – Sweden’s LFV Group, Naviair of
Denmark and IAA. IAA’s Head of ATM Systems and
Technology, Peter Nolan, explains: “Deliveries of the new
system will take place in a phased manner with operations
commencing in 2009 and progressive deliveries continuing
after that to keep in line with customer requirements.”
“A FAB has to be a function of operational requirements,”
says Alex Hendriks, Deputy Director ATM Strategies at
EUROCONTROL. “Several states have declared FABs, but they
have simply used existing FIR borders. In real terms they have
not created FABs, but economic airspace blocks.” Hendriks
believes these alliances are making the task of redesigning the
airspace even harder to achieve than before.
Europe’s navigation service providers currently face several
different regulatory requirements. In addition to national
checks on safety and performance, they are subject to
European safety regulatory requirements, ICAO requirements,
and most recently the National Supervisory Authority (NSA) to
address Single European Sky regulation. In the absence of a
co-ordinated approach states and ANSPs have pursued
different interests.
“IATA is disappointed with the FAB initiatives,” says
O’Connell. “Most are business as usual initiatives. We are
looking at whether we will still have a high performance
system in five years’ time.” IATA supports a more top-down
approach that sees Brussels play a more prominent role. “We
are encouraging participants to look at this from the route
network perspective.”
The Commission is undertaking its own review of SES
legislation by the end of 2006, and plans to tackle issues of
route inefficiency at a more central level. The challenge is to
accommodate regional variations such as general aviation and
military usage without losing sight of overall network design.
EUROCONTROL itself operates the Maastricht Upper
Airspace Control Centre (MUAC), accepted by many as a
forerunner to a FAB. EUROCONTROL is also assisting with
setting up another pan-national air traffic control centre for
the upper airspace of eight central European states –
Austria, Bosnia and Herzegovina, Croatia, the Czech
Republic, Hungary, northern Italy, Slovakia and Slovenia
under the Central European Air Traffic Services (CEATS)
programme.
But the race to create the first FAB, based on operational
requirements, may be won by Europe’s newest members, the
Balkan states of Romania, Bulgaria, Serbia, Montenegro,
　
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