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:
ICAO EUR
States

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

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

10. 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

11. 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

12. 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

13. 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

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.
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….

15. 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 =

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

17. 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

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

19. 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

20. 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

21. 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)

22. 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

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

24. 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

25. 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

26. 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

27. 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…

28. 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

29. FUA Concept
Benefits?

30. 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
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 € ~
CO2 Emissions :
540 T

31. 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...
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 €
CO2 Emissions :
+917 T

32. 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 T of fuel and saving around eleven million euros, while reducing the level of carbon emissions by 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 …
to cope with the airspace management challenge for the next 10 years …
- 17 - €
An average during 2007 T T €

33. Thank you for attention!
FUA Concept
Thank you for attention!