Ensuring a 'Flexible Use of Airspace'…. ICAO EANPG FUA Task Force Paris, 20-22 May 2008 EUROCONTROL Airspace, Network Planning & Navigation Division

Ensuring a 'Flexible Use of Airspace'…. Presentation structure: FUA Background & History Rationale Basics Practical examples Benefits

Why we need flexibility in the European airspace ? 38 EUROCONTROL States

Why we need flexibility in the European airspace ? 42 ECAC States

Why we need flexibility in the European airspace ? 27 EUROPEAN UNION States

Why we need flexibility in the European airspace ? 26 NATO States

Why we need flexibility in the European airspace ? Last but not least: 53 ICAO EUR States

Why we need flexibility in the European airspace ? More than 33.000 flights a day… 37% of European airspace is somehow segregated How to reconcile 37% and 9.000.000? … more than 9.000.000 flights a year! 42 ECAC States

Why we need a flexible and more dynamic approach to airspace use in Europe ? Up to 50.000 flights a day… in 2020 2000  2020

Who are the stakeholders in the European Airspace Network ? AIRLINES GENERAL AVIATION AERIAL WORK SPORT AVIATION AIR NAVIGATION SERVICES PROVIDERS AIR TRAFFIC FLOW & CAPACITY MANAGEMENT AIRSPACE 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…. AIRPORTS MILITARY

Through the FUA Collaborative Decision Making Process How to satisfy all the stakeholders’ requirements ? AIRSPACE & ROUTE AVAILABILITY STATES ASM Airspace management ATS Air Traffic Services Provision MILITARY OPERATORS CIVIL OPERATORS Slide 12 ….... Established at the three ASM Levels between States and involving to some extent Military and Civil operations, airports, civil and military ATS units, airspace management cells and the CFMU …. ___________________________________________________________ …to accommodate to the maximum possible extent "Airspace & Route Availability" with "Air Traffic Demand" and the "Air Traffic Control Capacity". … In a summary, in this CDM context, one can say that the main purpose of the three main ATM components is : …for Airspace Management (ASM) to provide from existing airspace and route structures a sufficient level of availability to address the various Traffic Demand, whereas …for Air Traffic Flow & Capacity Management (ATFCM) to ensure an optimum flow of traffic during times when demand exceeds the available Capacity of the ATC system and finally …for Air Traffic Services (ATS) to organise the sectorisation in accordance with available airspace and route structures. … …. Through the FUA Collaborative Decision Making Process CDM CIVIL ATS AIRPORTS AIRSPACE MANAGEMENT CELLS MILITARY ATS CFMU AIR TRAFFIC DEMAND AIR TRAFFIC CONTROL CAPACITY ATFCM Air Traffic Flow & Capacity Management

How to satisfy all the stakeholders’ requirements ? AIRSPACE & ROUTE AVAILABILITY STATES ASM Airspace management ATS Air Traffic Services Provision MILITARY OPERATORS CIVIL OPERATORS Slide 12 ….... Established at the three ASM Levels between States and involving to some extent Military and Civil operations, airports, civil and military ATS units, airspace management cells and the CFMU …. ___________________________________________________________ …to accommodate to the maximum possible extent "Airspace & Route Availability" with "Air Traffic Demand" and the "Air Traffic Control Capacity". … In a summary, in this CDM context, one can say that the main purpose of the three main ATM components is : …for Airspace Management (ASM) to provide from existing airspace and route structures a sufficient level of availability to address the various Traffic Demand, whereas …for Air Traffic Flow & Capacity Management (ATFCM) to ensure an optimum flow of traffic during times when demand exceeds the available Capacity of the ATC system and finally …for Air Traffic Services (ATS) to organise the sectorisation in accordance with available airspace and route structures. … …. CDM CIVIL ATS AIRPORTS AIRSPACE MANAGEMENT CELLS MILITARY ATS CFMU AIR TRAFFIC DEMAND AIR TRAFFIC CONTROL CAPACITY ATFCM Air Traffic Flow & Capacity Management

FLEXIBLE USE OF AIRSPACE How to satisfy all the stakeholders’ requirements ? Since 1996 through … FLEXIBLE USE OF AIRSPACE 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…. Applied in majority of ECAC States

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….

Normally published as occupied H24 Non-FUA vs. FUA P PROHIBITED P PROHIBITED = Normally published as occupied H24 D DANGER TRA CROSSING POSSIBLE WHEN ACTIVE / RELEASED AS SOON AS ACTIVITY STOPS TRA TEMPORARY RESERVED AREA = 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…. R RESTRICTED TSA TEMPORARY SEGREGATED AREA TSA RELEASED AS SOON AS ACTIVITY STOPS =

How is FUA applied in practice? Through dynamic Airspace Management (ASM)

Within three ASM levels… Establishment of pre-determined airspace structures ASM Level 1 Strategic Level Day-today allocation of airspace according to users’ requirements ASM Level 2 Pre-tactical Level Real-time use of airspace allowing a safe OAT/GAT separation ASM Level 3 Tactical Level

Through Civil / Military Coordination … Strategic Level ASM Level 1 Definition and review of national airspace policy and organisation High-Level Civil / Military Airspace Policy Body Pre-tactical Level ASM Level 2 Day-to day airspace allocation according to user requirements Joint Civil / Military Cell (AMC) ASM Level 3 Tactical Level Real-time use of airspace allowing a safe separation between civil and military aircraft Appropriate Civil / Military ATS Units

Using flexible Airspace Structures… Conditional Route (CDR) Non-permanent ATS route or portion thereof which can be planned and used under specified conditions CDR Basic ATS route TSA CBA Temporary Reserved/Segregated Area (TRA/TSA) Airspace temporary reserved or segregated Cross-Border Area (CBA) TRAs or TSAs established over international boundaries 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

CDR Categorisation CDR 1 CDR 2 CDR 3 Expected to be available most of the time Plannable same way as permanent ATS routes CDR 1 CDR 2 CDR 3 Permanently plannable during the times published in AIP Daily allocated as negotiated Plannable only in accordance with daily AUP/CRAM Part of pre-defined routing scenario Non-permanently plannable Usable upon ATC instructions only as short notice routing Not Plannable

Airspace Management Cell (AMC) Joint Civil / Military Body Established by National Authority AMC Allocates airspace identified as TRA, TSA, CBA or CDR Allocation decision notified by Airspace Use Plan (AUP)

Centralised Airspace Data Function (CADF) Part of the CFMU in Brussels Combines National AUPs into the Conditional Route Availability Message (CRAM) CADF CRAM contains list of available CDRs throughout all ECAC Region

How does it work in practice? FUA Concept How does it work in practice?

FUA Concept in practice… After FUA implementation a D area may be published as a TRA … ASM Strategic Level 1 Before FUA implementation … ATS Route ATS Route TRA 10 D 10

FUA Concept in practice… With FUA application a TRA can be allocated… the day before operation … or a Conditional Route (CDR 2) made available … for flight planning ASM Pre-tactical Level 2 ATS Route ATS Route Conditional Route (CDR 2) TRA 10

FUA Concept in practice… … a Conditional Route (CDR 3) can be opened … for direct routing ASM Tactical Level 3 With FUA application as soon as a TRA is not active … ATS Route ATS Route Conditional Route (CDR 3) TRA 10

FUA in European Network… TSAs released, 4 CDRs activated… 884 aircraft affected in a day Network effect: 10 States! Traffic is flying through… TSAs are active…

Concept of Operations for 2008-2011 > 1 Year > 1 Week > 1 Day > 1 Hour OPERATION X Months before Operation X Days before Operation X Hours before EOBT or Operation ASM Level 1 Airspace structure design & “Modus Operandi” of its use Define Network Ops Plan Strategic ATFCM Strategic Flow & Capacity Planning Pre-Tactical ATFCM Optimised Capacity Management ASM Level 2 Airspace allocation Allocate NOP scenarios Tactical ATFCM Tactical Flow & Capacity Management ASM Level 3 Airspace re-allocation/ad hoc delineation Re-consider CDR/RCA scenarios ATC Update Current Flight Plan Airspace activation/de-activation Implement CDR/RCA scenarios PLANNING ANTICIPATING REACTING EXECUTING Tactical CDM Actual Status Mil. ATSUs ACCs Pre-Tactical CDM CPL Flight Plan Data Repository Airspace Data Repository Sectors Routes Areas IFPS FPL CPL Strategic CDM AOs FPL re-processed FPL Decision UUP Ad hoc AUP - CRAM Decision AOs ~RPL FPL AIP - NOP Decision ~ RPL FLIGHT DATA & AIRSPACE DATA PERMANENTLY AVAILABLE TO ALL

FUA Concept Benefits?

Assessment of FUA Operations ECONOMY REALISED During 5 week days between 11/09/07 and 15/09/07 By filled FPLs on Available CDRs 1755 Flights Slide 15 ..... And more specifically the benefits gained in terms of Flight Economy, .. … It is to be noted that during the 5 week days of the assessment between the 17th and 21st January 2005... ..... 971 aircraft took advantage of the flexibility offered by the Pre-Tactical ASM operations, in actually refilling their flight plans on available CDRs 2 _______________________________________________________ thus making a gain of 236T of fuel and saving around one hundred and eighty thousands of euros, while reducing the level of carbon emissions by 741 T ... In addition, .......... _______________________________________________________________ - 15 - Fuel : 172 T € ~200.000 CO2 Emissions : 540 T

Assessment of FUA Operations POTENTIAL ECONOMY NOT REALISED During 5 week days between 11/09/07 and 15/09/07 By not planning on available CDRs 5150 Flights Slide 16 ..... As a result of Tactical Operations …during the same 5 week days... ..... 500 more aircraft were rerouted in flight on the available CDRs _______________________________________________________ thus making an additional gain of 40T of fuel and saving around thirty-one thousands of euros, while reducing the level of carbon emissions 120 T more. ... _______________________________________________________________ - 16 - Fuel : +291 T +340.000€ CO2 Emissions : +917 T

Assessment of FUA Operations TOTAL ECONOMY AVAILABLE Fuel : CO2 Emissions : During 5 week days between 11/09/07 and 15/09/07 463 T 1457 T Slide 17 .... If now we try to extrapolate from one week to one year ... ____________________________________ We could say that Pre-tactical and Tactical ASM operations for all the year 2004, make an overall gain of 14.350T of fuel and saving around eleven million euros, while reducing the level of carbon emissions by 45.000 T!!! … _____________________________________ Slide 18 The methods and ways to address limited applications of FUA processes by the States, the service providers and/or the airspace users have been incorporated in a broader perspective of … .. enhancing ASM with more dynamic management and collaboration between Neighbouring States… in the framework of ATM Strategies for 2015+ … to cope with the airspace management challenge for the next 10 years … - 17 - € 540.000 An average during 2007 14.350 T 45.000 T 11.000.000 €

Thank you for attention! FUA Concept Thank you for attention!