of the, military air traffic management board, which is, subcommittee. To Eurocontrol, and gives direct advice to the Director General of Eurocontrol, and works in a number of other. Okay, here am. I would like to focus on the civil military air traffic management and the air space management coordination. Which is basically key to the single European sky. And to the cooperation that we have in the air. I would like to focus on three areas which is the civil military coordination and the flexible use of airspace, the single European sky and the associated. ATM research, and US UAS integration into non-segregated airspace. To set the scene I would like to introduce you to some perceptions of airspace dimension. You see the northern american continent. And one of the major training and exercise areas that we all share. Money of the Air Force is [INAUDIBLE] world share, in the United States [INAUDIBLE] test range that we have the flag exercises. In yellow you'll see Alaska and some of the recyclability air spaces they have up there, and in red. Yes it turns our great in fact you'll see superimposed the size of the Federal Republic of Germany. Well the need for civil military air based coordination and traffic management coordination is really evident when you see the 1997 forecast. Of air traffic increase over central Europe, and that is only the over flying traffic. On the top left hand, you see the centers London, Paris, Amsterdam, Frankfort, and [UNKNOWN]. And on the right, you see the 2020 expectation. This is basically the outset where the need was determined to develop a single European sky. The traffic forecast, in 2005, when the single European sky, when the Cesar was put on, on, on the rail, was the way looking back into the 1960s and the traffic growth. With an expected traffic growth in those days, as [INAUDIBLE] in 2005, of an average of about five percent. This has, of course, as we all know, not materialized, we see the 2001 nine eleven decline, and we see the 2006, 2005, 2006 decline. which is the volcanic ashes. We see that at the later stages again. Never the less, and not taken into consideration with the European sky, top headline goals and this is our research is a demographic development that we will all face. Which is a major concern to the military forces. And the operator adjustments which have al, already been made. The airlines fly bigger aircraft. They fly less, but more occupied aircraft. Nevertheless, air traffic management has become increasingly important to organize and the efficient use of airspace. For the operational needs of commercial air transport for military and general refuge. This perception with the forecast which led to a requirement of tripling the capacity was corrected in in 2011 and took into the into consideration the declines it already mentioned. the, the current requirement is to call for doubling the capacity by 8, 20, 30. The capacity over the two reference year, 2005. And the expected annual per growth, was with use to 2.9 percent. Which will again not materialize for the year 2011. Let me remind me, let me remind you that the military are still the biggest airline in the world. we, operate some 150 military airfields, 3,300 comity aircraft, 1,100 transport type aircraft. 7,300 helicopter and light aircraft. This is all for, for the central European region. We, contacted 2% of the general air traffic flights and a number of 2.8 million operational air traffic flights, both IFR and BFR. With reference years 2007. Let me show you looking at the German airspace, the military share of the total air traffic, which totals to about 3.5%, as you see on these flights here. Nevertheless we still occupy a lot of air space Which as led to kind of an actually route structure. Here you can see the German route structure and the restricted military area. During the Cold War, we had to manage some two thousand three hundred combat air craft safely next to all the civil air traffic. The training air space was almost the same as it is today. Already in the early 1980s, Euro control started to create best practices. For managing airspace, which led to the Flexible Use of Airspace concept. The FUA concept brought together civil and military partners to determine the prac- the practice of dividing, to terminate the practice of dividing airspace into civil and military. Instead airspace was considered a single entity that is allocated to the different users when needed. Today this practice is well
of the [UNKNOWN] has provided sufficient legal powers to reduce this fragmentation and better accommodate the major traffic flows. In a number of European sub areas, functional [UNKNOWN] were created for this purpose. But we are still far from having a pan-European solution. The challenges are manyfold. Of course, there's an impact on the sovereignty of states, on social aspects, on economic interests, and on finances. Remember, one of the goals was to cut the cost of air traffic service units into half. European solutions are not necessarily in line with national interests, with union interest, and its private investor interest. The ATM world and its leading organization [UNKNOWN] have taken new account of the potential available for safety and efficiency offered by constructive civil and military corporation. The European Union and the European Commission are in line with this effort which is reflected in the military involvement in all civil fora. My previous speaker already highlighted the requirements for the so I will just summarize them. Got to cut the ATM services in half. And remember, the ATM unit costs are the baseline for the end of negotiation service providers to finance their entire business. The capacity should be tripled, and it was corrected to doubled, which has already been reached with a faulty, forty projectory. Increase of, in safety by a factor of ten, how to achieve. And reduce the environmental inter, impact by 10%. Those were the, the civil Ceaser headline goals. The desired end state for the military partners is to maintain operational flexibility. And the availability of appropriately sized air space to train as we fight at at least the same quality level as today. Under the assumption that the desired military and state has been accepted by the relevant civil partners, the European military [UNKNOWN] community is determined to fully support [UNKNOWN]. And to adapt civil military ADM coordination arrangements for better network performance. Supported and facilitated by Europe control, the European military ADM commune fee is already reached important milestones. Through its improved civil military coordination arrangements and strategic and technical. The Military Air-Traffic Management Board established military to military coordination arrangements, which will deliver the maximum to the maximum extent possible. Single plan European military positions for civil military ATM coordination instead of multiple national views. To a chieftess, military requirements need to be duly regarded and integrated into the ongoing research and development activities. We're controlling close coordination with military traffic management reports developed for it's military and civil stakeholders. An airspace management support system, the so-called LARA and this is a very valuable tool for further enhancing the capacity aspect of [UNKNOWN]. Through the integration of the MILO, which is the military liaison officer function. That has, it has already been established in the metric management operations room. With that civil military, collaborative real-time decision making can be initiated to improve network performance by using the enhanced ASM opportunities provided by this lotto system. Prismill is currently the only operational system in Europe that is capable to measure ASM performance and the appropriate, the appropriate key performance indicators. The military European ATM community has fully engaged in the [UNKNOWN]. Since the definition phase and is convinced that [UNKNOWN] has the potential to develop systems and tools that will enable both civil and military to reach their desire and state in the traffic management system. I'll skip over this slide and I will proceed to this one. Problem areas which need to be solved. Civil military airspace management works we have conducted last December basically revealed that we are on a good track to make a [UNKNOWN] some fit for the future. Three major problem areas remain to be solved for both civil and military aviation. It's time, flexibility, and the necessary support systems. Time must be sufficient to be able to use provided airspace opportunities. Flexibility must save cost, provide [UNKNOWN] in the flight plan process, and support an extensive application of modularity. Of air space reservations. And support systems must provide the capacit, the capability to automatically translate real-time air space information into actions. Therefore, time, flexibility and support systems are the key for the successful ASM and exactly this. Is intended to be developed and implemented in the frame work of Caesar. Let me briefly highlight or illustrate the dilemma that we are in. Unfortunately the airlines flexibility and general, stops about a day in advance of the actual flight taking place. On the other side of what I call the
fly more than 24 hours. Complexity of environment, peak workloads, situational [UNKNOWN] and fatigue require sustainable qualifications. These qualification need to be routinely renewed and licensed. Both in general flying terms, as well as in tactical capabilities. Full qualifications of the, in these areas have to be assured in addition to the UAV qualification and license. [SOUND] State authorities will have to set the new regulatory requirements. And I have worked in this arena for more than five years. The scenario as depicted in this slide seems simple to be regulated. It may look easy to accommodate sufficient flight levels for airlines and other controlled flights between flight level 200 and flight level 400. If you establish procedures. How to get them to these levels and back down, it does work in the military well most of the time with a single planning process and a single point of control and the defined piece of airspace, we have the experience but if i take you back to the reality. Of today's density of airspace and fragmented structure, we are convinced that a joint civil approach, to develop required new regulations would be very suited, suitable to allow the future insertion. A few US into non-segregated air space Until that is accomplished, however, civil and military US will continue to require segregated air space and other special, or other special arrangements for their aerial operations. Let me. Ask you a concluding question and show you a sequence of flights. Would you like to sit in this airliner shown on the very top of the slide?