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Evolving
the network
Pat Malone explains how
EUROCONTROL is preparing for
skies full of very light jets and
unmanned aircraft systems
JUST 10 YEARS ago, the idea of European
skies being fi lled with small personal jets and
remotely piloted aircraft may have seemed
fanciful, but today they are very much a
reality and EUROCONTROL is working to
develop the fl exibility to integrate them into
the air traffi c management (ATM) system.
The economic recession has taken some
of the urgency out of planning for the
accommodation of very light jets (VLJs)
in European airspace. Some manufacturers
have gone out of business and others
have drastically scaled back production.
But companies such as Cessna, Diamond,
Embraer and Honda are still in the market
Photo: Cessna Aircraft Company
A more critical concern is the training of the
pilots who will fly these VLJs. The pilot may
be an owner who flies himself on business
and is stepping up from a piston-engined
aircraft, which he has been flying relatively
slowly in the lower flight levels. Hendriks, who
flies passenger jets regularly to give himself a
comprehensive understanding of the system,
explains: “Recently I was flying a Boeing 737
into Luton Airport with a VLJ behind me, and
the pilot said to the controller, ‘Be advised
I will be flying at 95 knots’. The controller
replied, ‘Be advised that if you can’t keep up
160 knots we will have to take you out of the
sequence and reposition you‘.
“And this is a problem. The type-rating
course must give pilots all the skills they
need, but the companies that are ensuring
the type-rating instruction say there is
not enough money to train for high-speed
approaches. The large corporate users are
not a problem; they have very good training,
but I’m worried about the private ownerpilot
who may have less experience than a
professional pilot, and is flying single-pilot.
Most VLJs carry the Garmin 1000 EFIS, which
is a very powerful piece of kit, but you need
to be proficient in its use, even in a two-crew
scenario. A single-pilot must be even more
capable, because if he gets a late change of
runway or similar unexpected instruction he
has to be able to cope with it on his own, at
perhaps four miles a minute in the Terminal
Manoeuvring Area. So the least professional
are required to be the most proficient.”
In contrast to the VLJ market, the situation
with unmanned aircraft systems (UAS) has
been given new impetus by the recession, as
it promises significant cost savings to a wide
range of industries from security to cargo
delivery. While it is determined that Europe
should be in the forefront of UAS development
and implementation, EUROCONTROL
must ensure that UAS are integrated into the
ATM system without additional risk to other
airspace users.
Holger Matthiesen, EUROCONTROL’s focal
point on UAS – the old term ‘unmanned
aerial vehicle’ or ‘UAV’ has been superseded
because regulation must encompass the
entire system, including ground links and
human operators – says: “EUROCONTROL is
in the business of making airspace available
to any user, but they must demonstrate that
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Reaching for the Single European Sky(88)
