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WHAT NEXT?
There will always be disagreements between ATC and the GA community. GA pilots will want as much uncon¬trolled airspace as possible and to be able to fly higher and higher. As traffic levels continue to grow, ATC will want to press for the expansion of controlled airspace, particularly around airports. But according to George Ranga, Se
nior Adviser to EUR0C0NTR0L's CND Deputy Director for Network Develop¬ment: "I think it is a balance because in the previous situation leisure had no access to Class-A, but now that
we have a common Class-C above FL 195, VFR traffic will gain access under certain rules. They may be constrained in other areas, though."
This is a constantly moving situation and one which EUR0C0NTR0L is always monitoring. "If a new generation of
GA aircraft enters the market in large quantities that require more uncontrolled airspace, then we will sit with the Air Navigation Service Providers and see if
it can be done," says Hendriks. "After all, EUR0C0NTR0L's key role is not to look for ways to prohibit airspace access but to look for ways to facilitate it."
However, Hendriks is keen to make sure that the decisions to bring in the new standards above and below FL 195 are correct, before moving on to the next big idea.
 

 
The Business
Aviation view
Ian Goold takes a look at Business Aviation concerns about access to airspace
 
0verseen by EUR0C0N¬TR0L and national Air Navigation Services Provid¬ers, Europe's controlled airspace accommodates not only com¬mercial airliners, but also private aircraft operators who provide air-taxi services for individuals or transport for business executives. In general, corporate-aircraft operators have "fairly acceptable" ac¬cess to the region's skies, according to European Business Aviation Association (EBAA) 0perations and Infrastructure Director, Pedro Vicente Azua.
Not everything in the sky is lovely, however. EBAA's main concern is not so much entering and transiting European airspace, but gaining access to the major international airports, serving principal destination cities. 0nce these airports become busy, and therefore subject to co-ordination of runway slots, priority is given to scheduled commercial carriers that often require more capacity than is available. Consequently, business aircraft have, in very many cases, moved to sec¬ondary airports, although access still may be restricted and inhibit operators who have invested in such alternative facilities, says EBAA.
In common with regional airlines and non-scheduled carriers, business aircraft operators worry about parts of the Single European Sky second package (SES II), which aims to improve existing Air Traffic Management (ATM) in the region. Among other concerns, they fear a mistaken connection being made between ATM requirements — as indicated by flight plans — and provision of airport slots.
SINGLE EUR0PEAN SKY
A joint position paper on SES II developed by EBAA with the European Regions Airline Association (ERA) and the International Air Carrier Association (IACA) says: "Airspace
users cannot accept the linkage between air-traffic flow management and airport slots. [The latter term implies] a con¬nection with the European Commission (EC) slot-allocation regulation, [which
is] a strategic planning tool not an ATM operational tool."
EBAA is in full support ATM improve¬ments that have introduced new tech¬nological standards, because business aircraft very often need access to sec¬ondary, or non-hub, airports. Azua says: "We are pushing for an airspace model with more capacity at regional airports, including, for example, Terminal Manoeu¬vring Area procedures and Automatic Dependent Surveillance-Broadcast cover in place of radar."
New European aircraft-equipment regulations hold few fears. Since many business aircraft are comparatively young, they very often come fitted with modern
　
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