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Ensuring a 'Flexible Use of Airspace'….

ICAO EANPG FUA Task Force

Paris, 20-22 May 2008

EUROCONTROLAirspace, Network Planning & Navigation Division

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Ensuring a 'Flexible Use of Airspace'….

Presentation structure:

FUA Background & History Rationale

Basics Practical examples

Benefits

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Why we need flexibility in the European airspace ?

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EUROCONTROL States

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Why we need flexibility in the European airspace ?

42

ECAC States

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Why we need flexibility in the European airspace ?

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EUROPEANUNION

States

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Why we need flexibility in the European airspace ?

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NATO States

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Why we need flexibility in the European airspace ?

Last but not least: 53ICAO EUR

States

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More than 33.000 flights a day…How to reconcile 37% and 9.000.000?

Why we need flexibility in the European airspace ?

37% of European airspace is somehow segregated… more than 9.000.000 flights a year!42 ECAC States

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Why we need a flexible and more dynamic approach to airspace use in Europe ?

20002000

20202020

Up to 50.000 flights a day… in 2020

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Who are the stakeholders in the European Airspace Network ?

MILITARY

AIRNAVIGATION

SERVICES PROVIDERS

AIRLINES

AIR TRAFFIC FLOW

& CAPACITY

MANAGEMENT

AIRPORTS

GENERALAVIATION

AERIAL WORK

AVIATION

SPORT AVIATION

AIRSPACE

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Through the FUA Collaborative Decision Making Process

How to satisfy all the stakeholders’ requirements ?

AIRSPACE & ROUTE

AVAILABILITY

ASMAirspace

management

CDMCDM

ATSAir Traffic Services Provision

ATFCMAir Traffic

Flow & Capacity

Management

STATES

AIRPORTS

MILITARY OPERATORS

CFMU

CIVIL OPERATORS

AIRSPACE MANAGEMENT

CELLS

MILITARYATS

AIR TRAFFIC DEMAND

AIR TRAFFIC CONTROL CAPACITY

CIVILATS

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How to satisfy all the stakeholders’ requirements ?

AIRSPACE & ROUTE

AVAILABILITY

ASMAirspace

management

CDMCDM

ATSAir Traffic Services Provision

ATFCMAir Traffic

Flow & Capacity

Management

STATES

AIRPORTS

MILITARY OPERATORS

CFMU

CIVIL OPERATORS

AIRSPACE MANAGEMENT

CELLS

MILITARYATS

AIR TRAFFIC DEMAND

AIR TRAFFIC CONTROL CAPACITY

CIVILATS

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Since 1996 through …

FLEXIBLE USE OF

AIRSPACE

How to satisfy all the stakeholders’ requirements ?

Applied in majority of ECAC States

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Fundamental principle of FUA:

The airspace should not be designated as either pure civil or military airspace, but rather be

considered as a continuum in which all user requirements have to be

accommodated to the extent possible.

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Non-FUA vs. FUA

P PROHIBITED

D DANGER

R RESTRICTED

P PROHIBITED=

=

=

TRATEMPORARY RESERVED

AREA

TSATEMPORARY

SEGREGATED AREA

TRACROSSING POSSIBLE

WHEN ACTIVE / RELEASED AS SOON AS ACTIVITY STOPS

TSA RELEASED AS SOON AS ACTIVITY STOPS

Normally published as

occupied H24

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Click to edit Master title styleHow is FUA applied in practice?

Through dynamic

Airspace Management (ASM)

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Establishment

of pre-determined

airspace structures

ASM Level 1ASM Level 1 Strategic Level

Day-today allocation of airspace according to users’

requirements

ASM Level 2ASM Level 2 Pre-tactical Level

Real-time use of airspace allowing

a safe OAT/GAT separation

ASM Level 3ASM Level 3 Tactical Level

Within three ASM levels…

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Through Civil / Military Coordination …

Strategic LevelASM Level 1

Definition and review of national airspace policy and organisation

High-Level Civil / Military

Airspace Policy Body

Pre-tactical LevelASM Level 2

Day-to day airspace allocation according to user requirements

Joint Civil / Military

Cell (AMC)

ASM Level 3 Tactical LevelReal-time use of airspace allowing a safe separation between civil and military aircraft

AppropriateCivil / Military

ATS Units

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Reduced Coordination Airspace (RCA)Specified portion of airspace within which GAT is permitted “off-route” without requiring prior co ordination.

RCACrossing subject to prior co-ordination

Conditional Route (CDR)Non-permanent ATS route or portion thereof which can be planned and used under specified conditions

CDRBasic ATS route

Using flexible Airspace Structures…

TSACBA

Temporary Reserved/Segregated Area (TRA/TSA)

Airspace temporary reserved or segregatedCross-Border Area (CBA)TRAs or TSAs established over international boundaries

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CDR 1

CDR 2

CDR 3 Not Plannable

Permanently plannable during the times published in AIP

Expected to be available most of the time

Plannable same way as permanent ATS routes

Non-permanently plannable

Daily allocated as negotiated Plannable only in accordance with

daily AUP/CRAM Part of pre-defined routing scenario

CDR Categorisation

Usable upon ATC instructions only as short notice routing

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Joint Civil / Military Body

AMCAMC

Airspace Management Cell (AMC)

Established by National Authority

Allocates airspace identified as TRA, TSA, CBA or CDR

Allocation decision notified by Airspace Use Plan (AUP)

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Part of the CFMU in Brussels

CADFCADF

Centralised Airspace Data Function (CADF)

CRAM contains list of available CDRs throughout all ECAC

Region

Combines National AUPs into the Conditional Route Availability Message (CRAM)

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Click to edit Master title styleFUA Concept

How does it work in practice?

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Before FUA implementation …ATS

Route

ATS

Route

ATS

Route

D 10TRA 10

FUA Concept in practice…

After FUA implementation a D area may be published as a TRA …

ASMStrategicLevel 1

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With FUA application a TRA can be allocated… the day before operation

FUA Concept in practice…

ATS Route

ATS

Route

ATS

Route

TRA 10

Conditional Route (CDR 2)

… or a Conditional Route (CDR 2) made available … for flight planning

ASMPre-tactical

Level 2

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With FUA application as soon as a TRA is not active …

FUA Concept in practice…

ATS Route

ATS

Route

ATS

Route

TRA 10

… a Conditional Route (CDR 3) can be opened … for direct routing

ASMTacticalLevel 3

Conditional R

oute

(CDR 3)

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TSAs released, 4 CDRs activated…Network effect: 10 States!884 aircraft affected in a day

FUA in European Network…

TSAs are active…Traffic is flying through…

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Click to edit Master title style> 1 Year > 1 Week > 1 Day > 1 Hour OPERATION

ASM Level 1

Airspace structure design & “Modus Operandi” of its useDefine Network Ops Plan

Pre-Tactical ATFCM

Optimised Capacity Management

Flight Plan Data Repository

Airspace Data Repository

Sectors

Routes

Areas

AIP - NOPDecision

FLIGHT DATA & AIRSPACE DATA PERMANENTLY AVAILABLE TO ALL~ RPL

Strategic ATFCM

Strategic Flow & Capacity Planning

FPL

X Days before Operation

Pre-Tactical CDMCDM

CPL

Decision UUPAd hoc

Tactical ATFCM

Tactical Flow & Capacity Management

X Hours before EOBT or Operation

Tactical CDMCDM

Strategic CDMCDM

X Months before Operation

Actual Status

Mil. ATSUsACCsCPL

AUP - CRAMDecision

ASM Level 2

Airspace allocationAllocate NOP scenarios

ASM Level 3

Airspace re-allocation/ad hoc delineationRe-consider CDR/RCA scenarios

FPLre-processed

AOsFPL

AOs~RPL

IFPSFPL

PLANNING ANTICIPATING REACTING EXECUTING

ATC

Update Current Flight PlanAirspace activation/de-activation Implement CDR/RCA scenarios

Concept of Operations for 2008-2011

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Click to edit Master title styleFUA Concept

Benefits?

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By filled FPLs on Available CDRs

17551755 Flights Flights

During 5 week days between 11/09/07 and 15/09/07

ECONOMY REALISEDECONOMY REALISED

Assessment of FUA Operations

Fuel :

172 T172 T € €~200.000~200.000

CO2 Emissions :

540 T540 T

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By not planning on available CDRs

51505150 Flights Flights

During 5 week days between 11/09/07 and 15/09/07

Assessment of FUA Operations

Fuel :

+291 T+291 T +340.000€ +340.000€

CO2 Emissions :

+917 T+917 T

POTENTIAL ECONOMY NOT REALISEDPOTENTIAL ECONOMY NOT REALISED

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During 5 week days between 11/09/07 and 15/09/07

TOTAL ECONOMY AVAILABLETOTAL ECONOMY AVAILABLE

Assessment of FUA Operations

Fuel :

463 T463 T €€540.000540.000

CO2 Emissions :

1457 T1457 T

An average during 2007

14.350 T14.350 T €€11.000.00011.000.000 45.000 T45.000 T

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Click to edit Master title styleFUA Concept

Thank you for attention!