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aircraft going where they need to as the
situation demands. Training in air combat
may require the absolute availability of
large portions of sky, but only for limited
periods. However, military air transport is
indistinguishable in its characteristics from
shorter notice civilian fl ights.
A recent further complication to this situation
is the arrival of the unmanned aerial
system within European military inventories.
Global Hawk is due to become operational
in Europe with both the United States Air
Force and the German Air Force during 2010.
Other nations are also set to introduce their
own systems into the airspace.
But, as John Byrom, executive advisor to
the Director Civil-Military ATM Coordination,
points out: “The one thing that civil
and military aircraft have in common is
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“The one thing that civil and military
aircraft have in common is that all need to
share airspace, which is a fi nite resource”
fragmented. Each State has developed its
own procedures and methods of civilmilitary
cooperation and coordination for
ASM, and this includes any tools that may
be utilised. In many cases, the interface
between the civil and military entities is a
manual process, which increases the risk
of mistakes in the transmission of data. It is
an unwieldy process that is not well suited
to a dynamic operation that is attempting
to optimise airspace utilisation.
In addition, it is not possible to have an
up-to-date situational awareness picture
that can be viewed by all involved, so there
is still some lack of transparency. “Our
objective,” says Byrom, “is to move towards a
transparent, dynamic, information-sharing
process that allows more fl exibility in the allocation
of airspace usage.” The main components
of such an approach will be tools that
allow automatic exchange of data nationally,
restrictive national boundaries. “Such a
system will deliver higher levels of safety and
more capacity for all airspace user needs, as
well as better environmental sustainability
and aff ordability,” explains Byrom.
An important element of the SES initiative
was the SES ATM Research (SESAR)
programme. The aim of SESAR is to develop
a new generation of air traffi c management
systems capable of accommodating
expected increased demand throughout
Europe over the next 30 years. “For the fi rst
time,” observes Byrom, “all aviation players
are involved in the defi nition, development
and deployment of a pan-European
modernisation programme. Our ultimate
objective is to ensure that the civil-military
cooperation and coordination meet the
SESAR objectives.”
The current European Air Space
Management (ASM) architecture is
􀀼􀁌􀁉􀁆􀀺􀁆􀁅􀁋􀁉􀁆􀁃􀀗􀁘􀁫􀀗􀀬􀀧 􀀨􀀨􀀰
􀀴􀁄􀁁􀀾􀀲􀀾􀀽􀁃􀁁􀀾􀀻􀀁􀁃􀀾􀀳􀀰􀁈􀀩􀀁􀀲􀀸􀁅􀀸􀀻􀀜􀀼􀀸􀀻􀀸􀁃􀀰􀁁􀁈􀀁􀀲􀀾􀀾􀀿􀀴􀁁􀀰􀁃􀀸􀀾􀀽

The role of the
Military Liaison
Offi cer is to act
both as an interface
and catalyst
between the
civilian and military
entities for airspace
management
For more than 50 years, LOCKHEED MARTIN has supported
air navigation service providers across the globe.
Over the decades, the company has worked successfully
with the Civil Air Navigation Services Organisation (CANSO),
the US’s Federal Aviation Administration, the UK’s
National Air Traffi c Services, EUROCONTROL and others
to pursue international development activities. Lockheed
Martin UK (LMUK) has leveraged this global involvement
to participate in the development of next-generation air
traffi c management (ATM) systems both in Europe and
the US.
These relationships have resulted in a productive
and collaborative partnership with EUROCONTROL that
extends back 20 years, underpinned by a proven reputation
for successful delivery and provision of added value
　
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本文鏈接地址：Reaching for the Single European Sky(108)