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such as DMEAN depends on human ingenuity and the ability
of individuals and teams to recognise opportunities for
improvement as they arise, whether locally or network-wide.
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􀀴􀁄􀁁􀀾􀀲􀀾􀀽􀁃􀁁􀀾􀀻􀀁􀁃􀀾􀀳􀀰􀁈􀀩􀀁􀀴􀀵􀀵􀀸􀀲􀀸􀀴􀀽􀀲􀁈
airspace on behalf of the ANSPs that cannot
yet do so because they control the denser
and more complex sectors in core Europe.
A problem with free routeing, direct
though it may be, is that on the most popular
routes many aircraft will inevitably choose
similar tracks at more or less the same time, so
denial of straight line options will sometimes
be necessary. Nevertheless, the ultimate effi
ciency objective for each fl ight is to enable
it to follow its ‘business trajectory’, explains
Sultana. The business trajectory is the route
and vertical profi le that would provide each
and every fl ight with the shortest time, lowest
costs and fuel consumption to complete the
journey from departure point to planned destination.
Or, if the ideal were not an option,
the route closest to it would be executed.
Sultana points out that the average intra-
European fl ight, at present, fl ies a distance
3.5 per cent greater than the great circle
route between departure and destination.
A further potential reduction to 2.5 per cent
in distance is an attractive prize, if it can be
translated into fuel cost and emissions cuts,
time saving and better asset utilisation.
More effi cient airport operations
In 2010, explains Sultana, the focus will
shift toward effi ciency in terminal airspace
and on ground movements. Put another
way, that means improving the interface
between airports’ air traffi c control and those
PENS will link the
entire European ATM
system with shared
information for
the fi rst time
in its history
Achieving the ‘business trajectory’
There are many effi ciency improvements that
need to be implemented at a local level with
an eye on the total network. Sultana points
out that the route network, as it still exists, is
the legacy of a system that needed to make
traffi c manageable by air traffi c control offi -
cers with relatively unsophisticated surveillance
and traffi c data tools at their disposal.
The tools are more advanced now, but
the system is still completely human-centric
and, therefore, it still has to be designed so
humans can manage it. Hence, the route
network may provide more options than
before, but the system is still not ready for
free routeing throughout European Civil
Aviation Conference airspace – with no
air route network and every aircraft able
to choose its most direct fl ight path. That
potentially creates too complex a pattern of
traffi c activity for a human-centric system to
be able to manage safely, especially at peak
times during the 24-hour cycle.
However, in regions such as Ireland and
Portugal, where traffi c-fl ows in the upper
levels are simple and not too dense, traffi c to
and from the North Atlantic oceanic tracks
are beginning to be allowed free routeing for
much of the day. This trend is beginning to
spread and Scandinavia hopes to follow suit
as soon as it is able. So, Europe’s peripheral
airspace is eff ectively beginning to develop
processes and procedures for free route
􀀨􀀧􀀯 􀀼􀁌􀁉􀁆􀀺􀁆􀁅􀁋􀁉􀁆􀁃􀀗􀁘􀁫􀀗􀀬􀀧
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􀀗
responsible for controlling aircraft flying to
and from the airports. This will harmonise
the needs for the best possible utilisation
of runway capacity and stand capacity
with capacity in the air. So far, he says, the
concentration of effort has been in the
en-route sector, but now is the time to put
the spotlight on terminal airspaces and the
　
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本文鏈接地址：Reaching for the Single European Sky(100)