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Not long after the Agency started this work, the European Commission (EC) asked EUR0C0NTR0L to examine the potential for a common standard above and below FL 285 (28,500ft). In fact, ac¬cording to Hendriks, EUR0C0NTR0L was
already doing more than this as they were looking at the potential for harmonisation above and below FL 195 (19,500ft).
This work took many years, but after extensive consultation, EUR0C0NTR0L and the European states agreed on a solution whereby all areas above FL 195 would be operated as Class-C airspace and some special rules would be applied for en¬abling VFR traffic. The original deadline for implementing the new common standard
was 27 November 2003, but as some states required more time, the new regulation was not formally adopted by all European Civil Aviation Conference States until 1 July 2007.
BEL0W FL 195
The effort to simplify airspace structures in Europe has now turned to the sectors below FL 195. Last year, the EC's Industry Consultation Board reinforced the need for a cross-border process to regulate this lower airspace, but conceded that the solution should be both proportion¬ate and deliver real benefit. However, whereas once there was a move to reduce the number of classifications from seven down to two by 2015, the emphasis has changed.
Hendriks explains: ''The drive to reduce the classifications has been put on hold. "The drive to
reduce the
classifications has
been put on hold"
Balancing the needs of airspace users >>
"This has allowed us to start designing airspace
in response to operational requirements"
All we want now, for the lower airspace, is to keep employing the seven clas¬sifications but to introduce a common interpretation for them." This means that countries would no longer be able to tack on special rules for these categories in their airspace. To help with this, the EC asked EUR0C0NTR0L to produce a
toolbox for the states to use, to help them select the classifications for their airspace with the proviso that all states apply each classification exactly as intended by ICA0. In short, local rules will not play a part in
the new system. As Hendriks affirms: "This is crucial. Pilots need transparency."
The timeframe for achieving this standard interpretation is uncertain, but, as with the common Class-C standard in the upper airspace, it will undoubtedly take years. Some states, such as the UK, will require extensive consultation with their aviation stakeholders while others will be able to implement the scheme more quickly. "Moreover," Hendriks points out, "as was the case with Class-C, it will also require a lot of regulatory work at the national level." That said, some states are already using EUR0C0NTR0L's toolbox to help them achieve the standardisation.
0nce in place, the standardised categories below FL 195, together with the already implemented common Class-C above that level, will make things much easier for everybody: ATM, airlines, General Aviation (GA) and the Business Aviation community.
A pilot, for example, will only need to look at a map of his intended route and if it says Class-D, then he will know exactly what that means. He will no longer have to dig deeper into separate national doc¬uments to uncover any special peculiari¬ties. This will result in a safer environment for everybody in the air. ATM will also be able to design the airspace more easily, which will lead to a certain, but as of yet, unquantif iable increase in capacity.
Hendriks points out that the work to standardise the ICA0 classifications was carried out alongside other work on the networks, including ensuring adequate radar and communications coverage, standardising safe separation criteria and co-ordination procedures, along with a standard implementation of navigation equipment infrastructure. This effort forms a fundamental enabler for the Single European Sky Functional Airspace Block concept. In Hendriks' words: "This has allowed us to start designing airspace in response to operational requirements."
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EUROCONTROL EBAA IAOPA Yearbook 2009: The Business of Flying(17)
