2.2 AIR TRAFFIC SERVICES REQUIREMENTS
2.2.1 Requirements for Civil ATS Provision
2.2.1.1 To cope with the continuing increase in IFR traffic, ECAC States have progressively reduced the use of non-radar procedures by the introduction of appropriate radar and communications systems with a sufficient level of automation so as to improve ATC capacity and efficiency whilst at the same time enhancing safety.
2.2.1.2 Functional compatibility of the data exchanged between the airborne and the ground elements is essential to ensure the efficiency of the overall ATM system. An air traffic control unit should, therefore, be provided with information on the intended movement of the aircraft, or variations therefrom, and with current information on actual progress of the aircraft, so as to determine from the information received, the relative position of known aircraft to each other.
2.2.1.3 In order to meet the aspirations of the users of the airspace in the context of enhancing the flexibility of operations, whilst maintaining a safe and orderly flow of air traffic, the organisation of the airspace will need to evolve to an airspace structure based on the knowledge of traffic. The level of control will then be determined by the complexity of the traffic situation rather than on the current system of airspace classifications.
2.2.2 Requirements for Military ATS Provision
2.2.2.1 Military flying operations constitute a significant and important proportion of total airspace use. Therefore, the military authorities of some ECAC States have established their own "Operational Air Traffic" (OAT) Services in parallel with the "General Air Traffic" (GAT) Services in order to provide for their specialised operations such as air combat training, low-level missions, in-flight refuelling and high-energy flying activities which are incompatible with the normal application of the ICAO Rules of the air and air traffic services procedures.
2.2.2.2 As the co-existence of civil and military ATS systems has, in many cases, resulted in competition and an inefficient use of airspace, some States have decided to create an integrated ATS system to provide for both the civil and military needs. Experience gained by these States indicates that this solution offers promising results regarding the equitable and efficient sharing of airspace.
Page 2-2 Released Issue Edition: 2.0
2.3 COMMERCIAL AIR TRANSPORT REQUIREMENTS
2.3.1 General Requirements
2.3.1.1 In respect of airspace organisation, the airline community seeks:
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Seamless services within airspace considered as a continuum;
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Simple and unambiguous rules, easy to implement and to follow;
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Freedom of movement to follow preferred and flexible flight profiles with minimum constraints;
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Pan-European harmonisation of airspace structure and legislation;
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Upper/Lower Airspace classification should be harmonised as soon as possible in order to enable the traffic to be operated within the airspace of a European network.
2.3.2 Requirement for a Clear Notification of Separation Responsibility
2.3.2.1 One of the critical issues identified with the lack of a harmonised application of ICAO ATS Airspace Classes is the limited awareness of aircrews regarding airspace classification. This results in confusion about the services offered and a lack of knowledge of the responsibility for separation, particularly at the lower levels, where the airspace classification is most varied throughout ECAC airspace.
2.3.2.2 For example, with radar services provided for the greater part of a flight throughout Europe, the flight crews operating on an IFR flight plan tend to assume that separation from all other traffic is always provided by ATC regardless of the class of airspace in which they are operating.
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