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airports, as well as these systems’ interface
with the airspace network. A lot of good
work is already ongoing, such as Airport Collaborative
Decision Making and exchange of
flight data between airport and the en-route
air traffic management (ATM) partners.
For all the components of the system –
airlines, airports and ANSPs – to operate
efficiently together, they need a networkcentric
data-linking and decision-making
communications system. In the last quarter
of 2009 the ‘neural’ network that will enable
this to happen was commissioned. Known
as PENS (Pan European Network Service),
this amazing enabler will be an internet
protocol-based communications system that
will link the entire European ATM system
with shared information for the first time.
Now all the ANSPs, airlines and airports
have to do is make the best use of the new
means that are at their disposal. The objective
is that everybody on the ground and in the air
would have the information they need about
every movement, when they need it, in order
to be completely prepared for effectively
handling the traffic.
Among the professionals at EUROCONTROL
there appears to be a growing
consensus that meeting the objectives of the
Single European Sky (SES) will require more
top-down management. SESAR (SES ATM
Research) and the SES performance targets
will result in top-down directives. Sultana
concurs here but says that deploying these
into day-to-day operations will require careful
planning, network-wide coordination and a
share of responsibilities between local, Functional
Airspace Blocks and network entities.
The entire network needs to have a manager
and, at present, no agency or authority
has been given that mandate. EUROCONTROL
will be adapting itself to be in a position
to accept such a role by the end of 2010.
􀀗 􀀼􀁌􀁉􀁆􀀺􀁆􀁅􀁋􀁉􀁆􀁃􀀗􀁘􀁫􀀗􀀬􀀧 􀀨􀀧􀀰
IN REALISING THE grand aim and objectives
of the Single European Sky (SES),
EUROCONTROL’s remit includes the development
and implementation of technologies
that will simultaneously facilitate SES
transition, while keeping pace with evolving
challenges to the safe and eff ective
implementation of air traffi c management
(ATM) in Europe. While many operators will
be familiar with some of the technologies
mentioned, some interesting future technologies
promise enhancement to both
airborne and ground-based ATM systems.
In the air
Pilots and controllers will agree that the cornerstone
of safe and effi cient aircraft operations
is communications. Reliable air/ground
communications provide a framework onto
which procedures are built to ensure eff ective
control. However, as the airspace becomes
ever-more congested, voice communications
are often the fi rst casualty; it is, therefore,
imperative that extra capacity is found and
the burden on traditional very high frequency
(VHF) communications is reduced, if we are
to maintain the integrity of the ATM system.
A way of alleviating voice traffi c is to pass
Advancing
technology
Edward Downs takes a pilot’s
view on how EUROCONTROL
is helping to develop and
implement new technologies
to improve the safety, effi ciency
and capacity of Europe’s skies
􀀨􀀨􀀧 􀀼􀁌􀁉􀁆􀀺􀁆􀁅􀁋􀁉􀁆􀁃􀀗􀁘􀁫􀀗􀀬􀀧
􀀴􀁄􀁁􀀾􀀲􀀾􀀽􀁃􀁁􀀾􀀻􀀁􀁃􀀾􀀳􀀰􀁈􀀩􀀁􀀴􀀵􀀵􀀸􀀲􀀸􀀴􀀽􀀲􀁈
􀀗
routine communications over data links.
While pilots will be familiar with the established
Controller Pilot Data Link Communications
system, the EUROCONTROL Link
2000+ programme takes the concept a step
further by using the system for en-route
communications in European airspace via
the ATN and VDL Mode 2 (Aeronautical Telecommunication
Network and VHF Digital
Link). Link 2000+ will introduce three basic
services, automating routine tasks that take
up to 50 per cent of controller activity:
u ATC Communications Management –
eg, repetitive frequency changes
u ATC Clearance – eg, climb/descent
　
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