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cells with civil-military staff s look at
the demands for airspace from both sides
the day before and then decide who should
have what. Their decisions go to the controllers,
who can fi ne-tune at the tactical level by
direct controller-to-controller coordination.
FUA was introduced in two phases in 1996-
98. However, initially the European states
varied widely in how they applied it within
their national airspace – and only now are
they moving towards full harmonisation. And
that is just as well, because over the next decade
or two, Europe’s air traffi c management
(ATM) infrastructure will be transformed
by the Single European Sky ATM Research
(SESAR) programme, which will call for a fresh
accommodation between civil and military.
Eric Billard of EUROCONTROL’s Directorate
of Civil-Military ATM Coordination is
responsible for coordinating the military
input into SESAR. “Today it’s not possible to
fl y across Europe under military Operational
Air Traffi c (OAT) rules because they diff er so
much from one country to another,” he says.
“So in a fi rst step, we have been working for
some time to harmonise OAT for the existing
infrastructure.”
Pan-European harmonisation of the OAT
rules is on course for completion during
2010, while the systems on the ground are
due to be ready by 2012. “The OAT fl ight
plans will have to be computed to a common
standard and then transmitted to all
the air traffi c control centres involved,” Billard
explains. “That part of the work has not been
done yet, and the timetable calls for it to be
completed in the next three years.”
Accommodating SESAR
While the harmonised OAT programme
(EUROAT) is fi rmly rooted in today’s ATM
infrastructure, it also has implications for
SESAR. “We have a roadmap for the communications,
navigation and surveillance (CNS)
resources needed for EUROAT,” says Billard.
“Fortunately, many of the system changes
required by EUROAT are also completely
relevant to SESAR.”
SESAR, with its 4D trajectories designed
to allow aircraft operators to fl y paths that
much more exactly meet their operational
and commercial needs, will require a whole
new level of civil-military integration. “Just as
the civil operators will have their ‘business
trajectories’, so the military will have their
‘mission trajectories’, planned in advance
and then monitored by controllers on the
continental airspace,” comments Billard. “We
need to make the two interoperable.”
There is already signifi cant common
ground. The basic datalink technology for
SESAR is Mode-S Extended Squitter, which
the military will have in the shape of the encrypted
Mode-5. “The aim is to have a common
Mode-S capability to begin with,” says
Billard. “We are also exploring the possibility
of reusing the military’s L-band Link 16 – that
may prove to be the only way to achieve the
high capacity that will be needed.”
Every new airliner and military aircraft is
fi tted with a fl ight management system –
the avionics unit that holds the fl ight plan
and allows it to be modifi ed in the air. “The
“The challenge is to
see how well SESAR
will be able to
accommodate the
military’s fl ights
and give them the
level of fl exibility
they need”
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problem is that the specifications for today’s
civil and military FMS are different,” says Billard.
“So, we have to be sure that it’s safe to
use the FMS on a Rafale or a Typhoon combat
aircraft to exchange information with
civil systems on the ground when generating
4D trajectories.”
The interoperability of the two communities’
datalinks and FMS is due to be put
to the test under a number of SESAR work
　
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