air traffic management
DESCRIPTION
Air Traffic Management. FRENCH FUA The principles of the flexible use of airspace. Outlines. Military and civil air traffic compatibility. FUA purpose FUA : 3 co-ordination levels (strategic, pre-tactical, tactical) Main flexible airspace structures : CDR and TSA Airspace Management Cell - PowerPoint PPT PresentationTRANSCRIPT
September 2008 Page 1– Air Traffic Management
Air Traffic Management
FRENCH FUA
The principles of the flexible use of airspace
September 2008 Page 2– Air Traffic Management
Outlines
Military and civil air traffic compatibility. FUA purpose FUA : 3 co-ordination levels (strategic, pre-tactical, tactical) Main flexible airspace structures : CDR and TSA Airspace Management Cell Level 2 coordination methods and tools
September 2008 Page 3– Air Traffic Management
Approval perspective
September 2008 Page 4– Air Traffic Management
ZADACC CRG
3 ASM levels
Civilian/DefenceCo-ordinationsLevel 2 Level 3
Level 1
Airspace Directory
DAST DIRCAMRegulators/legislators
Pre-tactical management
ACC/FMP CDPGE
Real-time management
CDC
DCC
ACC
FUA : 3 CO-ORDINATION LEVELS
AMC FRANCE
CIVILIAN DEFENCE
September 2008 Page 5– Air Traffic Management
National Instance : the Directoire (DEA), co-directed by the civilian Regulation Director (DAST) and operational air trafic director (DIRCAM) is the permanent high level strategic policy body in charge of :
Re-assessment of current State airspace and route structures Planning of temporary airspace structures (TSAs, CBAs, CDRs) Establishment of negotiation procedures and priority rules in AMC Establishment of periodical review mechanism Evaluation of national Airspace Requirements
National permanent groups, co-directed by DSNA and DIRCAM reporting to DEA GPCSC : Permanent group for control systems coordination GPCA : Permanent group for ATM coordination
Regional Instances : CRG : « Comité Régional de Gestion » 4 Regional Committees (permanent structure) Prepare projects for validation by DEA Preparation of special events
STRATEGIC LEVEL ASM FUA LEVEL 1
September 2008 Page 6– Air Traffic Management
Cellule Nationale de Gestion de l’Espace Aérien (CNGE), joint Civil /Military body located inside DSNA/DO and created in 1996
CDPGE: Defense booking and planning management cell
This “Airpace Management Cell”(AMC) : Collects and analyses all Airspace and Routes Requests which may require
temporary airspace segregation Allocates, after internal negociation, the airspaces identified as TSA, CBA and
CDR with a daily notification through the Airspace Use Plan (AUP); Analyses afterwards about the Use of Airspace
All the procedures are included in the level 2 protocol.
PRE-TACTICAL LEVEL - ASM FUA LEVEL 2
Athis-MonsAthis-MonsCNGE
CNGE
FMP(s)FMP(s)
CDPGECDPGE
September 2008 Page 7– Air Traffic Management
LEVEL 2 PROTOCOL
The protocol is composed of two parts
• general body revised every 3 years• annexes revised every year
Validated in DEA Common instructions with fixed priorities Constraint sharing if needed Event forecast
For an optimal use of AirspaceFor an optimal use of Airspaceand a permanent dialogueand a permanent dialogue
September 2008 Page 8– Air Traffic Management
Optimization of the airspace use
Priorities to the General Air Traffic :• To improve Air Traffic Flow ;• To adapt capacity to demand ;• Taking into account « Black slots » when very heavy traffic.Taking into account « Black slots » when very heavy traffic.
Rescue clauses :• To limit the restrictions to OAT :
o limitation of the number of black slot to the most penalizing ;o Lateral and vertical partitioning of the areas;o limitation of simultaneously partitioning.
September 2008 Page 9– Air Traffic Management
Example of lateral and vertical partioning
UE
UF245
TL
TSA 20A
UY340
XR300
UR265
TM
20B
In red : East restriction
In green : West restriction
September 2008 Page 10– Air Traffic Management
TACTICAL LEVEL - ASM FUA LEVEL 3
Civil-Military coordination via DCCs (civilian coordination unit in each military ATC center)
real-time knowledge and representation on radar display of an area activity (activation and
de-activation at RDPS level)
real-time coordination in favor of each GAT and OAT (exchange of flight data from CAUTRA
to STRIDA in real time)
Direct link between controllers with identification of the caller (currently applied for
specific cases, IRSP, SDA). Global implementation subject to technical tool availability.
(gate-way between the two VCS systems ARTEMIS (civil) MTBA (mil)
Agreed Road Map between FAF and DSNA for the coimplantation of Military Control and
Coordination Centers (CMCC) in french ACCs, in line with FAB EC « pragmatic model »
Brest ACC: CMCC operational
Bordeaux ACC: CMCC operational in 2009
Aix-Marseilles ACC: CMCC operational between 2010-2012
Reims ACC: optimum model for CMCC under study for implementation in line with FAB EC Enhanced
ATFCM/ASM (level 2and 3) concept of operation (2013-2015).
September 2008 Page 11– Air Traffic Management
ACC/FMPs
DIRCAM /SDP:
Organization : AMC (CNGE).
DSNA/DO
CELLULE NATIONALE DE GESTION DE L’ESPACE
AMC FRANCE
CIVILIAN COMPONENT
DEFENCE COMPONENT
CDPGE
September 2008 Page 12– Air Traffic Management
CDPGE Defence
Booking & Planning Cell
ACC/FMPs
AMC FRANCE
AIPNOTAM
AIC
BELGIUM SWITZERLAND
LONDONAMC
AMC : Airspace Data feeding
Civilian DATA
AIS DATA
CBA DATA
Defence DATA
September 2008 Page 16– Air Traffic Management
Manageable Areas : TSA, D & R zones
R123
R122
CBA1A
CBA1B
CBA1C
TSA6TSA8B
TSA9A/BTSA10A
TSA10B
TSA10C123
D12N
D14 D15B
CBA16B
TRA SUD
TSA20A
TSA20B
TSA22A
TSA22BTSA24A
TSA24B
TSA32
TSA34
TSA35
TSA40N
TSA40S TSA41
TSA42N
TSA42S
TSA43ATSA43B
TSA44
TSA44ETSA46N
TSA46S
D12G
TSA8A
D12S
CBA25A/B
D32
D33
B
A
C D
E
R68R68
TSA9B
TSA9A
September 2008 Page 17– Air Traffic Management
Civilian constraints = D-7 traffic demand / AMC capacity (AMC capacity = ATC capacity with interfering military activity).
Green slotstraffic demand =< 90% of AMC capacity ;
No CIV constraint, defence demands allocated without restrictionsYellow slots90% < traffic demand =< 110% of AMC capacity
Negotiation procedures are applied prior airspace allocationRed slots 110% < traffic demand =< 130% of AMC capacity
Negotiation procedures are applied prior airspace allocation
Black slotstraffic demand > 130% of AMC capacity and > 100% of maximum capacity (maximum capacity = capacity without military activity)
CIV has priority
Constraints : Civilian constraints
September 2008 Page 18– Air Traffic Management
Constraints : Defence Constraints
Each defence demand with “index 1” has priority during the so-called “Normal defence time”, except during black slots
Normal defence time (except for busy days)
Winter time (utc) Summer time (utc)
Monday 08h00 to 22h00 Monday 07h00 to 23h00
Tuesday to Thursday 07h00 to 22h00 Tuesday to Thursday 06h00 to 23h00
Friday 07h00 to 16h00 Friday 06h00 to 15h00
September 2008 Page 19– Air Traffic Management
At D-6, at the latest D-5 :
Black slots working-out
At D-2 :
Opening scheme with green, yellow & red slots
At D-1 12h00 LT:
Negotiation working paper = CIV + DEF requirements gathering
To permit comparison of both requirements
Neighbouring AMC + other ASM manager requests
Preparation for negotiation
September 2008 Page 20– Air Traffic Management
At D-6, at the latest D-5 :
Black slots working-out
At D-2 :
Opening scheme with green, yellow & red slots
At D-1 12h00 LT:
Negotiation working paper = CIV + DEF requirements gathering
To permit comparison of both requirements
Neighbouring AMC + other ASM manager requests
Preparation for negotiation
September 2008 Page 21– Air Traffic Management
black slots working-out
CDPGEDefence
Booking & Planning Cell
Black slots to be taken into account in initial defence planning
AMC
At D-6 (D-5 at the latest ) before day of ops
September 2008 Page 22– Air Traffic Management
At D-6, at the latest D-5 :
Black slots working-out
At D-2 :
Opening scheme with green, yellow & red slots
At D-1 12h00 LT:
Negotiation working paper = CIV + DEF requirements gathering
To permit comparison of both requirements
Neighbouring AMC + other ASM manager requests
Preparation for negotiation
September 2008 Page 23– Air Traffic Management
ACC/FMPs
Opening schemes
At D-2 before day of ops
Green, yellow & red slots working-out
CDPGEDefence
Booking & Planning Cell
AMC
Opening schemes Green, yellow & red slots
September 2008 Page 24– Air Traffic Management
At D-6, at the latest D-5 :
Black slots working-out
At D-2 :
Opening scheme with green, yellow & red slots
At D-1 12h00 LT:
Negotiation working paper = CIV + DEF requirements gathering
To permit comparison of both requirements
Neighbouring AMC + other ASM manager requests
Preparation for negotiation
September 2008 Page 25– Air Traffic Management
ACC/FMPsInitial French Defence planningincluding Switzerland (CBA25s) &
Belgium (CBA1s) requests
AMC
At D-1 12h00 LT
If necessary AMC requestsACC/FMPs expertise
CDPGE
Belgium AMC
CBA1C, CBA16B & interfering CDRs planning
Other airspace managers
Various planning interfering with manageable CDRs
Switzerland AMCCBA25s planning
LONDON AMCPlymouth areas
September 2008 Page 26– Air Traffic Management
Preparation for negotiation : working paper
Defence planning = Defence ConstraintsA = index 1
Red slot
Black slot
Supplementary GAT priority
Yellow slot
Green slots
September 2008 Page 27– Air Traffic Management
To satisfy CIV & DEF requirements in sharing constraints (Level 2 Protocol body)
General negotiation principles
Civilian requirements for defence activity adjustments
Dialog between both components
Collective research for solutions
Priority principles
GAT has priority for black slots
Defence has priority during the so-called “normal defence time”, except for black slots.
Negotiation process
September 2008 Page 28– Air Traffic Management
To apply priority principles and Defence safety clause (level 2 protocol annex 2 rules)
Management rules
Supplementary “GAT priority”
during some specific periods
Defence safety clauses
Area reduction : lateral or vertical restrictions of area
To limit the number of black slots
To limit the simultaneity of restrictions
Negotiation process
September 2008 Page 29– Air Traffic Management
Answers to Civil requirements if positive answer : defence activity alteration
Civil requirements after comparison
Defence squadrons
Negotiation process
CDPGEDefence
Booking & planning Cell
1
3
2
AMCCIVILIAN DEFENCE
Military negotiation 4
Confrontation
5 AUP issue
At D-1 after 12h00 LT :
September 2008 Page 30– Air Traffic Management
Area management : adjustment of mil. activity
Defence activity Alterations
after military agreement
September 2008 Page 31– Air Traffic Management
CDR management : CDR2 opening
CDR2 opening before & after mil. activity
September 2008 Page 32– Air Traffic Management
If no agreement between both components ARBITRATION
Exceptional procedure ( less than once a year)
At department head level (DIRCAM & DSNA/DO)
Procedure must be completed before 16h00 LT .
Negotiation process failure = Arbitration
September 2008 Page 33– Air Traffic Management
Negotiation process result : French AUP
September 2008 Page 34– Air Traffic Management
ACC/FMPs
AMC
CESNAC
Neighbouring AMC/ACC
CFMUCADF
AUP(ACA, FAX, or
e-mail)
French AUP : At D-1 before 16h00 LT
AUP Promulgation : to allocate airspace flexible structures Validity period (D 06h00 to D+1 06h00 UTC)
CDPGEDefence
Booking & planning Cell
September 2008 Page 35– Air Traffic Management
For Defence part:
Lateral or vertical restriction of zone (size reduction)
Military activity time shifting
Zone change
No military activity
Negotiation processing consequences
For civilian part :
lower capacity implementation
Regulation measure implementation
September 2008 Page 36– Air Traffic Management
Alterations can be : Cancellation or cut of mil. activity Supplementary allocation of mil. activity
Green slot : OKYellow slot : NegotiationBlack or red slot : NO
no reconsideration of CDR2 opening
AMC
Update of AUP : UUPs
Defence inputs at 10h00 and before 14h00 LT (if case of need)
CDPGEDefence
Booking & planning Cell
Defence inputs
ACC/FMPs
ACC/FMPs expertise
September 2008 Page 37– Air Traffic Management
ACC/FMPs CESNAC
CFMUCADF
Main UUP (ACA, FAX, or
e-mail)
UUP : at D before 11h00 LT
Sending of main UUP Validity period : from D 14h00 LT to D+1 06h00 UTC
AMC
Neighbouring AMC/ACC
CDPGEDefence
Booking & planning Cell
September 2008 Page 38– Air Traffic Management
CESNAC
CFMUCADF
At D before 15h00 LT
Sending of supplementary UUP if case of need Validity period : from D 18h00 LT to D+1 06h00 UTC
ACC/FMPs
AMC
Neighbouring AMC/ACC
CDPGEDefence
Booking & planning Cell
Sup. UUP (ACA, FAX, or
e-mail)
September 2008 Page 39– Air Traffic Management
French UUPs
September 2008 Page 40– Air Traffic Management
After event analysis
On request
Monthly
Yearly
Topics Effective airspace use
Negotiation results
Impacts on airspace traffic flows
After event analysis
September 2008 Page 41– Air Traffic Management
69.13%
66.67%
30.85%
53.17%
17.73%
20.00%
0.00%
0.00%
50.00%
48.98%
58.62%
73.87%
65.04%
75.00%
46.78%
75.00%
0.00%
80.51%
42.35%
67.83%
37.08%
79.84%
53.85%
67.62%
54.43%
91.47%
28.13%
20.85%66.67%
85.71%
59.43%
59.43%
59.15%
0.00 20.00 40.00 60.00 80.00 100.00 120.00 140.00 160.00 180.00 200.00
R123
R122
R68D
R68
R21
D15
D14
D12S
D12N
D12G
TSA46S
TSA46N
TSA44E
TSA44
TSA43B
TSA43A
TSA42S
TSA42N
TSA41
TSA40S
TSA40N
TSA35
TSA34
TSA32
TSA24B
TSA24A
TSA22B
TSA22A
TSA20B
TSA20A
TSA10B2/B3
TSA10A/B1
TSA9A/B
TSA8B
TSA8A
TSA6
CBA25B
CBA25A
CBA1C
CBA1B
CBA1A
ZONES GEREES DANS LE CADRE DU CONCEPT FUA (TSA - CBA - R - D)
Planification réalisée Planification non réalisée Annulations UUP
Heures
Effective use of Manageable Areas
September 2008 Page 42– Air Traffic Management
ADDITIONAL PRACTICES
Supplementary GAT priorities
September 2008 Page 43– Air Traffic Management
RN
RE
RW
BARCELONA HUB TIME
September 2008 Page 44– Air Traffic Management
On a trial , every working day from 11h30 to 13h30 LT, in case of any defence requirements: TSA 41RE + 41RN, 46NRE & 46SRE (restricted areas) are allocated for defence slots
BARCELONA HUB TIME
September 2008 Page 45– Air Traffic Management
Westbound tracks agreement
Regarding weather conditions on north Atlantic ocean, a level 2 protocol priority is given to GAT in TSA8 (11h00 to 14h00), in TSA6 (11h30 to 14h30),& in D12N/S/G (12h00 to 15h00) for westbound tracks.
The purpose of such a measure is to adapt airspace/capacity availability to the demand (especially NAT westbound tracks).
The southern the tracks are, the most penalising is the military activity for the users.
Several scenarios (named by French FIR exit point prior entering SHANWICK ocean FIR) have been created describing repercussions on military activity.
September 2008 Page 46– Air Traffic Management
Westbound tracks agreement
September 2008 Page 48– Air Traffic Management
Westbound tracks agreement
Procedure
o 5 days forecast by mail
o 2 days forecast by telephone
Brest ACC/ FMP French AMC at 12h00 LT
September 2008 Page 49– Air Traffic Management
Scenarios : LIMRI MALOT DOGAL KORIB MASIT NIBOG MIMKU GOMUP ERAKA BALIX ATSIX RATSU
o No civil requirements
Scenario : DINIMo TSA8B capped at FL275.o AWACS activity o No civil requirements for TSA6 & D12.
Scenario : SOMAXo TSA8B capped at FL275.o NO AWACS in TSA8.o Use of north restriction of TSA6o No D12N above FL275.
Scenario : BEDRAo TSA8B capped at FL275.o NO AWACS in TSA8.o Use of north restriction of TSA6.o No D12G above FL275.
Westbound tracks agreement
September 2008 Page 50– Air Traffic Management
Westbound tracks agreement
Scenarios : ETIKI – SEPAL – SIVIRo TSA8B capped at FL275..o NO AWACS in TSA8.o TSA6 capped at FL275.o D12G capped at FL275.
September 2008 Page 51– Air Traffic Management
FRENCH FUA
End of Presentation