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the controllers work interactively on the Wacom displays, thus controlling
and coordinating fl ights, is phenomenal,” resumes Frank Brenner.
Dominique Corazolla, Business Development Manager for Wacom
Europe, affi rms: “The analogue fl ight strip handling is a complicated
time-consuming procedure.
If you manage to integrate that into a digital workfl ow you save a lot of
time. The main advantage of using a Cintiq 21UX in this environment is
to replicate the traditional way of working digitally without compromising
safety. It integrates different functional units into one system, thus
allowing the controller to fully concentrate on the traffi c situation.”
The accuracy of the pen, the speed of capturing the movement and
the ergonomic details and design are outstanding features of the Cintiq
21UX that were key to the successful implementation of the displays at
DFS. Bernd Scheeganß, Head of Product management ATS Main Components:
“Wacom is very reliable and pragmatic when we need the support.
The DFS, a partner with extensive technological profi ciency always
could and can contribute a lot of know-how; this is the reason for the
prolifi c and synergetic cooperation we enjoy. Together, we were able to
develop and implement a future-proof and important system in the context
of the project ‘Paperless Strip System’. We are striving to continue
this cooperation with particular focus on the changes in the way fl ights
in Europe will be managed in the next few years, because we think that
there are simply no better interactive pen displays on the market.”
Secure and effective Electronic
Air Traffi c Management at
DFS thanks to Wacom
Interactive Pen Displays
www.wacom.eu
Giles Ebbutt talks
to EUROCONTROL’s
executive advisor to the
director, Directorate
Civil-Military ATM
Coordination, John Byrom,
to fi nd out how military
airspace is being opened
up to civil aviation
AIR TRAFFIC IN Europe is increasing and is
set to continue to do so. This means that a
growing number of both civil and military
aircraft need to be accommodated in the
same amount of space. Civil and military
fl ights have diff erent operational needs and
use very diff erent aircraft to achieve them.
In general, civil air movement is predictable
and repetitive. Civil airlines need to be
able to run an achievable timetable with
minimum disruption, using specifi ed routes
to achieve the most economic transits
from origin to destination. Any disruption
to this is likely to cause an increase in cost
and a decrease in passenger satisfaction,
with a consequent impact on the bottom
line. Equally, civil airports run best with a
predictable timetable and a calculated fl ow
of passengers.
On the other hand, military requirements
are very diff erent and span a spectrum
of fl exibility. At one end of the scale the
operational requirement for national
The civil-military
performance partnership
Photo: Eurofi ghter Typhoon
that all need to share airspace, which is a
fi nite resource. Making the best use of this
for all requires eff ective civil-military coordination
and cooperation at both national
and international levels.” To achieve this,
the Flexible Use of Airspace concept was
introduced several years ago. This aims
to move from the permanent reservation
of airspace for diff erent civil/military
functions to a much more dynamic and
responsive system. It has already been
implemented with varying degrees of success
in most European states.
The military and the Single European Sky
The European Union’s Single European Sky
(SES) legislation has introduced a range
of regulations spanning service provision,
inter-operability, airspace organisation and
airspace management with the aim of providing
a seamless European airspace without
defence may demand absolute fl exibility
and freedom of movement, with military
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Reaching for the Single European Sky(107)
