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pillars. The safety regulation unit will be
integrated within the SES pillar, where
it will be well-positioned to support the
European Aviation Safety Agency set up
by the EC.
EUROCONTROL’s real strength lies in its
network operations, and the Agency is
reshaping itself to expand this role in the
future. It is uniquely positioned to provide
network management services such as traffi
c fl ow management, coordination of slots,
data collection and performance review. It
is also in the process of moving the network
operations plan – a portal that displays air
traffi c demand and capacity plans – from
a static document to a dynamic database
to support day-to-day fl ow management.
“One of the core roles in the Single European
Sky will be that of network management,”
says Redeborn. “This includes
airspace planning, management of scarce
resources, all the way to fl ow management
operations and better coordination.
The only way of achieving this is through
network operations like the CFMU.”
EUROCONTROL has come a long way in
the last two years. It has taken on a more
strategic role that draws on its technical
expertise and involves stakeholders in the
process. Under McMillan’s leadership the
Agency is gaining a better sense of what
its priorities are, and aligning these more
closely with all its stakeholders. But, as
Redeborn concedes, “The question we
need to work through over the course of
the next year or two is how we get the new
structures at the right size, doing the right
work, funded in a way that is appropriate
to that work.”
THE ADOPTION OF the Single European
Sky second package (SES II) in 2009 began a
process of change in which EUROCONTROL,
along with several other institutions, has
had to reassess the way it supports Europe’s
aviation industry. EUROCONTROL already
began the process a year earlier, when it
reorganised its internal divisions to refl ect
a more centralised structure across Europe.
But more change is underway in 2010, as
the Agency responsible for the safety of air
navigation in Europe adjusts to a new order.
The European Commission (EC) launched
the Single European Sky (SES) programme
in the 1990s in order to establish a single air
traffi c management (ATM) process in Europe
that would improve the capacity, safety and
effi ciency of the airspace. At the behest of
the EC, Member States took up new roles
as regulators, and encouraged service
provision to be spun off as an independent
activity, designed to provide more eff ective
airspace management. EUROCONTROL, too,
had to reassess its role, as serving both the
regulators and service providers left it with a
confusing set of responsibilities.
The Agency responded with a new structure
that brought together many activities
in a central directorate. The Cooperative
Network Directorate has cut down on programme
duplication and identifi ed cost savings.
It has also brought reporting lines back
to the centre of the organisation. The most
signifi cant change was the creation of the
Air Navigation Services Board that involves
navigation service providers in the Agency’s
decision-making process.
“We need a single approach across the
whole continent,” says EUROCONTROL director
general David McMillan. “Aircraft don’t
stop fl ying at national boundaries.” EUROCONTROL’s
38 Member States cover a bigger
geographical area than the EU’s 27, an
important factor for harmonised standards
and procedures. “EUROCONTROL is a civilmilitary
organisation – a second key element
in establishing a common ATM system.”
McMillan is implementing three key elements
to support the EC SES programme.
The fi rst pillar provides the technical
expertise and competence to devise and
consult on rules, and to engage technical
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Reaching for the Single European Sky(128)
