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

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

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

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

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

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

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

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

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

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

11 Through the FUA Collaborative Decision Making Process How to satisfy all the stakeholders’ requirements ? AIRSPACE & ROUTE AVAILABILITY ASM Airspace management CDM ATS Air Traffic Services Provision ATFCM Air Traffic Flow & Capacity Management STATES AIRPORTS MILITARY OPERATORS CFMU CIVIL OPERATORS AIRSPACE MANAGEMENT CELLS MILITARY ATS AIR TRAFFIC DEMAND AIR TRAFFIC CONTROL CAPACITY CIVIL ATS

12 How to satisfy all the stakeholders’ requirements ? AIRSPACE & ROUTE AVAILABILITY ASM Airspace management CDM ATS Air Traffic Services Provision ATFCM Air Traffic Flow & Capacity Management STATES AIRPORTS MILITARY OPERATORS CFMU CIVIL OPERATORS AIRSPACE MANAGEMENT CELLS MILITARY ATS AIR TRAFFIC DEMAND AIR TRAFFIC CONTROL CAPACITY CIVIL ATS

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

14 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.

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

Click to edit Master title style 16 How is FUA applied in practice? Through dynamic Airspace Management (ASM)

Click to edit Master title style 17 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 Within three ASM levels…

18 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

Click to edit Master title style 19 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 CDR Basic ATS route Using flexible Airspace Structures… TSA CBA Temporary Reserved/Segregated Area (TRA/TSA) Airspace temporary reserved or segregated Cross-Border Area (CBA) TRAs or TSAs established over international boundaries

Click to edit Master title style 20 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

Click to edit Master title style 21 Joint Civil / Military Body AMC 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)

Click to edit Master title style 22 Part of the CFMU in Brussels CADF 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)

Click to edit Master title style 23 FUA Concept How does it work in practice?

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

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

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

27 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…

Click to edit Master title style 28 > 1 Year> 1 Week > 1 Day > 1 Hour OPERATION ASM Level 1 Airspace structure design & “Modus Operandi” of its use Define Network Ops Plan Pre-Tactical ATFCM Optimised Capacity Management Flight Plan Data Repository Airspace Data Repository Sectors Routes Areas AIP - NOP Decision FLIGHT DATA & AIRSPACE DATA PERMANENTLY AVAILABLE TO ALL ~ RPL Strategic ATFCM Strategic Flow & Capacity Planning FPL X Days before Operation CDM Pre-Tactical CDM CPL Decision UUP Ad hoc Tactical ATFCM Tactical Flow & Capacity Management X Hours before EOBT or Operation CDM Tactical CDM CDM Strategic CDM X Months before Operation Actual Status Mil. ATSUs ACCs CPL AUP - CRAM Decision ASM Level 2 Airspace allocation Allocate NOP scenarios ASM Level 3 Airspace re-allocation/ad hoc delineation Re-consider CDR/RCA scenarios FPL re-processed AOs FPL AOs ~RPL IFPS FPL PLANNING ANTICIPATING REACTI NG EXECUTING ATC Update Current Flight Plan Airspace activation/de-activation Implement CDR/RCA scenarios Concept of Operations for

Click to edit Master title style 29 FUA Concept Benefits?

Click to edit Master title style 30 By filled FPLs on Available CDRs 1755 Flights During 5 week days between 11/09/07 and 15/09/07 ECONOMY REALISED Assessment of FUA Operations Fuel : 172 T €~ CO 2 Emissions : 540 T

Click to edit Master title style 31 By not planning on available CDRs 5150 Flights During 5 week days between 11/09/07 and 15/09/07 Assessment of FUA Operations Fuel : +291 T € CO 2 Emissions : +917 T POTENTIAL ECONOMY NOT REALISED

Click to edit Master title style 32 During 5 week days between 11/09/07 and 15/09/07 TOTAL ECONOMY AVAILABLE Assessment of FUA Operations Fuel : 463 T € CO 2 Emissions : 1457 T An average during T € T

Click to edit Master title style 33 FUA Concept Thank you for attention!