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Ensuring a 'Flexible Use of Airspace'….Ensuring a 'Flexible Use of Airspace'….

ICAO FUA Workshop – Republic of MoldovaChisinau, 4 – 6 Aug 2009

Presented by EUROCONTROLAnders Hallgren (CND/ND/OI/PR)

Manager ASM and ATM Procedures

The Concept ofThe Concept ofFlexible Use of Airspace (FUA)Flexible Use of Airspace (FUA)

Гарантия «гибкого использования ВП»Концепция гибкого использования ВП

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Ensuring a 'Flexible Use of Airspace'….Ensuring a 'Flexible Use of Airspace'….

Presentation structure:FUA, the history, European experiences

Rationale How FUA is applied

Benefits Challenges

Структура презентации-FUA, историческая справка, Европейский опыт-логическое обоснование-Как применяется FUA -Выгоды-Трудности

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Why we need flexibility in the European airspace ?

Why we need flexibility in the European airspace ?

53ICAO EUR

States

SLIDE ILLUSTRATES COMPLEXITY OF EUROPEAN ENVIRONMENT-Not easy to achieve any harmonisation because of different national interests-These are the States where the FUA Concept could potentially be applied (apart from those that already do apply it)

-Зачем нам гибкость в использовании ВП?-53 ГОСУДАРСТВ ИКАО - ЕВРОПА

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Why we need flexibility in the European airspace ?

Why we need flexibility in the European airspace ?

38EUROCONTROL

States

SLIDE ILLUSTRATES COMPLEXITY OF EUROPEAN ENVIRONMENT-Not easy to achieve any harmonisation because of different national interests-These are the States which agreed on the application of FUA Concept

-Зачем нам гибкость в использовании ВП?-38 ГОСУДАРСТВ Евроконтроля

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Why we need flexibility in the European airspace ?

Why we need flexibility in the European airspace ?

27EUROPEAN

UNION

States

SLIDE ILLUSTRATES COMPLEXITY OF EUROPEAN ENVIRONMENT-Not easy to achieve any harmonisation because of different national interests-These are the States where the FUA Concept has already been regulated (EC FUA Regulation, 2150/2005)

-Зачем нам гибкость в использовании ВП?-27 ГОСУДАРСТВ – члены Евросоюза

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European ATM System

69 Air Traffic Control Centres in 38 countriessub-national, national and multi-national systems;

Wide range of ATM/CNS Service Providers• Governmental Administrations, Corporatised

Organisations, Private companies, International Organisations

• Funding of ATM Service• through route charges based on 100% cost recovery

Европейская система УВД-69 центров УВД в 38 государствах

-Региональные, национальные и многонациональные системы-Широкий спектр провайдеров услуг ATM/CNS -Правительственные ведомства, корпоративные организации, приватизированные/частные компании, международныеорганизации-Финансирование обслуживания воздушного движения – изаэронавигационных сборов, со 100% возвратом затрат

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Overview of Europe’s Traffic

Military requirementsDense Route Network 1000 airports 30000 aircraft per day1000 control sectors80% of traffic is European internal50% of traffic flies less than 600kmTraffic bottlenecks, today 12 major

(account for 80% of en-route delay)

Обзор Европейского воздушного движения-Требования ВВС-Плотная сеть трасс-1000 аэропортов-30,000 ВС в день-1000 секторов диспетчерского контроля-80% объема – внутриевропейские перевозки-50% объема- протяженность трасс менее 600 км-Нехватка пропускной способности , на сегодня 12 крупных «заторов»(причина 80 % задержек на маршруте)

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Один день в Европе

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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 ?

Why we need flexibility in the European airspace ?

37% of European airspace is somehow segregated… more than 9.000.000 flights a year!38 ECTL States

SLIDE (COMPLETELY ANIMATED) ILLUSTRATES EUROPEAN NETWORK COMPLEXITY THROUGH CIVIL vs. MILITARY DEMAND•No clicks – everything is animated – just read headlines•Animation ends with: “How to reconcile 37% and 9.000.000?”•Click for next slide now

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Airspace Improvements Strategy

1. Strategic Planning ofAirspace

Route network DevelopmentNational Re-Sectorisation

2. Controller WorkloadATC proceduresSystem Support

3. Better Use and Managementof Airspace

RVSMArea NavigationFlexible Use of Airspace

Increased CapacityReduced DelaysImproved Flight Profiles

Стратегии улучшения ситуации в ВП1. Стратегическое планирование ВПРазвитие сети трасс, передел национальных секторов2. Загрузка диспетчераПроцедуры УВДСистемная поддержка3. Улучшенное использованеи и управление ВПСокращенные минимумы вертикального эшелонировнаия ( RVSM) Зональная навигацияГибкое использование ВП

В результате- Сокращение задержекУлучшенные профили полета

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Since 1996 through …Since 1996 through …

FLEXIBLE USE OF

AIRSPACE

How to satisfy all the stakeholders’requirements ?

How to satisfy all the stakeholders’requirements ?

CONCEPTCONCEPT

WITH OBJECTIVE OF SATISFYING BOTH CIVIL AND MILITARY REQUIREMENTS…•FUA Concept was launched in 1996•Today applied in majority of ECAC States (33 out of 42)

Как удовлетворить требования всех сторон?с 1996 года – концепция гибкого использования ВП

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Flexible Use of Airspace (FUA): the origins

• In 1990 ECAC adopts En-Route Strategy and the European Air Traffic Control Harmonisation and Integration Program (EATCHIP) aims to complete the harmonisation of the European ATC system between 1995 and 1998 and integrate them by early years of 21st Century;

• Implementation of FUA is the major ASM objective of En-route Strategy and EATCHIP;

• The FUA concept developed by civil and military representatives of ECAC States together with representatives of Aircraft Operators set of principles for Level 1, 2 and 3 1992 ;

• FUA Concept published in May 1994 and adopted by:

• the NATO Committee for European Airspace coordination (CEAC) in May 1994;• the 4th Meeting of the ECAC Ministers of Transport (MATSE/4);

• 05 February 1996: First edition of the Guidance Document for the implementation of the FUA Concept.

FUA – у истоков- В 1990 ЕКГА принимает En-Route Strategy and the European Air Traffic Control Harmonisation and Integration Program (EATCHIP) –направлена на завершение гармонизации Европейской системы УВД (1995-1998) и ее интеграцию кначалу 21 века-Внедрение FUA – значимая задача для УВДв рамках EATCHIP -Концепция FUA совместно разработана экспертами ГА и ВВС государств членов ЕКГА, а такжепредставителями от авиаперевозчиков- комлекс основных принципов для Уровня 1,2 и 3 к 1992-Концепция FUA опубликована в мае 1994 и принята

-Комиссией НАТО по координации вопросов использования ВП (CEAC) в мае 1994 года-Участниками 4го совещания Министров Транспорта государст-членов ЕКГА (MATSE/4)

-5 февраля 1996 года: первое издание Руководства по внедрению концепции гибкогоиспользования ВП

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Fundamental principle of FUA:Fundamental principle of FUA: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.

► Slide 11…... Such as first ..____________________________________________________________►… Military Aviation …which seeks freedom to operate at any time in all ECAC airspace, but also a special handling for priority flights or for time-critical missions, as well as temporary airspace reservations (TSAs) situated as close as practicable to the appropriate airfield. …now as regard to ►… Airlines, they mainly require an ATM system able to handle, safely and cost-effectively the large amount of existing traffic, while providing continuous gate-to-gate service to commercial flights with the ability to operate on time and with great flight efficiency… as far as …►… General Aviation, Aerial Work Operations and Sporting / Recreational Flying are concerned, they ..►… Airports ..►… Air Navigation Service Providers (ANSPs) .. …►… Air Traffic Flow & Capacity Management (ATFCM) …____________________________________________________________►… all of their specific requirements having an impact on the European Airspace Network which needs to be properly addressed through a Collaborative Decision Making (CDM) process….

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The basis of the FUA concept

• Airspace no longer designated as civil or military airspace: continuum & airspace used flexibly on a day to day basis Necessary airspace segregation only of temporary nature;

• Ensure more efficient sharing of ECAC airspace through joint civil/military strategic planning and pre-tactical airspace allocation: Airspace Management Cells (AMCs)

• Increase flexibility of airspace use and provide ATM with potential to increase capacity of the air traffic system;

• Allow maximum joint use of the airspace by appropriate civil/military coordination to achieve OAT/GAT separation;

• Ensure that any necessary segregation of airspace is based on real usage within a specific time period daily allocation of flexible airspace structures;

Основа концепции FUA-ВП более не делится на ВП гражданского и военного пользования: континуум, а также ВП, гибко используемое ежедневно- необходимая сегрегация ВП –только временного характера-Гурунтия более эффективного совместного использования ВП государствЕКГА путем совместного стратергического планирования гражданскими/ВВС ипредварительного тактического присвоения ВП: ячейки управления ВП (АМС)-Повышение гибкости использования ВП и предоставление УВД потенциалаповышения пропускной способности системы воздушного движения-Максимально общее использвание ВП путем соответствующей координациимежду гражданскими и ВВС для достижения разделения между гражданским ивоенным потоками (OAT/GAT-Military air traffic/General air traffic)-Гарантия того, что любое необходимое разделение ВП основано натребованиях реального использованияи органичено определенным периодомвремени- ежедневное распределение гибких структур ВП

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Non-FUA vs. FUANonNon--FUA vs. FUAFUA 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

SLIDE ILLUSTRATES ICAO vs. FUA AIRSPACE RESTRICTIONS AND RESERVATIONS…•1st click: P, D and R are normally published as occupied H24•2nd click: P remains P•3rd click: D equals TRA•4th click: TRA turns green – tactical crossing possible even when active (upon ATS coordination) -released as soon as activity stops•5th click: R equals TSA •6th click: Allocated for exclusive use – no crossing – released as soon as activity stops

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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

FUA applied within three ASM levelsFUA applied within three ASM levels……

EXPLAINS THREE ASM LEVELS

Уровень 1 – Устанавливает предопределенную структуру ВП-Стратегический уровеньУровень 2- Каждодневное равпределение ВП, согласно требованийпользователей- Пред-тактический уровеньУровень 3- в реальном времени, использование ВП, у четомбезопасного разделения ГА и ВВС- Тактический уровень

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Through Civil / Military Coordination …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

EXPLAINS THREE ASM LEVELS IN MORE DETAIL

Уровень 1- Стратегический- определение и пересмотр национальной политикии организации использования ВП- Комиссия высокого уровня по разработкеполитики использования ВП ГА/ВВСУровень 2- Пред-тактический- Каждодневное равпределение ВП, согласнотребований пользователей- совместная ячейка ГА/ВВС (АМС)Уровень 3- Тактический уровень- в реальном времени, использование ВП, учетом безопасного разделения ГА и ВВС- соответствующие подразделенияУВД ГА/ВВС

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CDR 1

CDR 2

CDR 3 Not PlannableNot Plannable

Permanently plannable during the times published in AIPPermanently plannable during the times published in AIP

Expected to be available most of the timePlannable same way as permanent ATS routes

Non-permanently plannableNon-permanently plannableDaily allocated as negotiatedPlannable only in accordance with daily AUP/CRAMPart of pre-defined routing scenario

CDR Categorisation

Usable upon ATC instructions only as short notice routing

DESCRIBES Conditional Route (CDR) CONCEPT

Категории CDR условных трассCDR1-Возможно планированиеCDR2CDR3

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

Crossing 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

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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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?

INTRODUCES NEXT SET OF SLIDES THAT ARE GOING TO GIVE PRACTICAL (ANIMATED) EXAMPLES

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Before FUA implementation …ATS

Route

ATS

Route

ATS

Route

D 10TRA 10

FUA Concept in practice…FUA Concept in practice…

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

ASMStrategicLevel 1

ILLUSTRATES AIRSPACE RESERVATION BEFORE AND AFTER FUA APPLICATION (next three slides are actually one…)1st click: AUTOMATIC2nd click: After FUA application D changes into TRA and becomes green – such TRA is planned and published at ASM Level 13rd click: TRA is allocated at ASM Level 2 on D-1 by AMC4th click: CDR 2 becomes available for flight planning5th click: In FUA – as soon as mil activity stops…6th click: A CDR3 may be used at ASM Level 3 – following a proper civ/mil ATS coordination

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

FUA Concept in practice…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…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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Guidance Document Implementation of FUA Concept

Eurocontrol Handbook Airspace Management in FUA Concept

http://www.eurocontrol.int/eatmp/fua/index.html

Eurocontrol Manual Airspace Planning in FUA Concept

Documentation developed:

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Click to edit Master title styleFUA Concept

Thank you for attention!