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MICHAEL STEINFURTH, HEAD of the
Civil-Military ATM Coordination (DCMAC)
Division, likes to make one thing clear right
away: “Airspace is a fi nite resource and there
is no such thing as ‘civilian’ or ‘military’ airspace.
It’s one continuum, which needs to be
shared in such a way that civil and military
needs can both be accommodated.”
Nevertheless, military aircraft and their
pilots do have particular needs and the
Single European Sky (SES) must take account
of these. “The military must have a certain
state-of-readiness and training. Our job is to
fi gure out how to organise the airspace in
an optimum fashion to allow this, while at
the same time ensuring these needs are balanced
with civil requirements, such as cost
eff ectiveness, safety and the environment,”
Steinfurth explains.
Three pillars of wisdom
There are principally three bodies with
which the Member States govern EUROCONTROL’s
work and, more specifi cally, the DCMAC’s
work on the issues of civil-military and
military-military cooperation and coordination.
The Military Air Traffi c Management
(ATM) Board, the MAB, was set up with senior
military offi cers nominated by the Member
States. Their role is to elaborate, coordinate
and promulgate military views on ATM matters.
They give their advice on strategies and
visions, performance targets and operational
and technical requirements, as well as discussing
pan-European programmes, providing
assistance to programmes that support
civil-military cooperation and take measures
to facilitate cooperation in ATM between the
armed forces of Member States.
In addition, there is the Civil-Military
Interface Standing Committee, made up of
two high-level civil and military offi cials per
Member State, together with representatives
from the European Community and NATO.
Their job is to ensure that the requirements
of civil and military ATM and Communications,
Navigation & Surveillance (CNS) matters
are balanced and that due regard is paid
to national security and defence interests.
The Military Harmonisation Group reports
to the MAB. It is made up of military experts
from Member States whose job is to defi ne,
develop and promote harmonised European
military positions on ATM/CNS matters.
Their tasks include defi ning the harmonised
requirements for a European ATM system,
which would enable the military to maintain
their operational needs.
First and foremost among these is the
necessity for military pilots to train and

SES that addresses areas such as dropping
bombs, air-refuelling, fl ying in formation,
dropping paratroopers and so on, as these
activities generally do not exist in civilian
fl ight. “Military air traffi c follows 99 per cent
of the agreed rules of the air – the GAT rules
– but we must take account of the remaining
1 per cent,” says Steinfurth.
Another area to improve is the interoperability
of civil-military and military-military
ATM systems. Currently, the systems are
fragmented. A look at the list of complex
acronyms for civilian ATM systems will show
that they all diff er from the equally complex
list of acronyms for the military systems. The
idea is to work towards reducing exemptions
that would lead to interoperable systems
and then through technology convergence
to integrated systems.
In early 2010, EUROCONTROL will publish
the fi nal document on specifi cations for
harmonised rules for operational air traffi c.
It is surprisingly short, once one excludes
the introduction and the various annexes it
is only nine pages long, but, nevertheless,
“the full range of operational and training
mission requirements, as well as aircraft
capabilities can be exploited and expected
levels of readiness and profi ciency can be
achieved,” it says.
1. General Air Traffi c means all movements of civil aircraft,
as well as all movements of State aircraft (including military,
customs and police aircraft) when these movements are
carried out in conformity with the procedures of the International
Civil Aviation Organization.
maintain their capacity and skills for combat,
but this type of fl ying is not covered by General
Air Traffi c (GAT)1 rules. Neither is in-fl ight
refueling or formation fl ying, for example.
“The areas for enhancing civil-military cooperation
lie in the Flexible Use of Airspace
(FUA), the interoperability of the systems
　
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