1. RAD evolutions workshop 2018
Matthias Loehr Operations & Route Planning
12 DEC 2018

2. Content Route and Flight Planning (Intra European)
Issues with RAD - Vertical Restrictions versus FPL item Dependent Applicability - Restrictions in FRA stretching over a long distance - Connection FRA/non-FRA
RAD a means to improve delay KPI?
| RAD evolutions workshop 2018

3. Route and Flight Planning (Intra European)
For all city pairs fixed Company Routes and Fully Optimised Routes
Flight Planning is done fully automated without human interaction - Some 12 hours prior STD comparison between all avbl. routings (fixed and optimised) - System automatically selects cheapest route and files FPL with ATC - After filing no system initiated CHG of lateral trajectory (only vertical due to updated ZFM)
We are aiming to bring route selection including optimisation closer to STD to benefit from updated upper winds and airspace availability, i.e. rolling UUP.
| RAD evolutions workshop 2018

4. Issues with RAD - Vertical Restrictions versus FPL item 15
RAD restriction requires to be at or below stipulated FL at specific location
ICAO states that in item 15 a speed/level group shall be inserted where the level change will be started
-> not an issue for restrictions preventing a further climb
-> significant problem for restrictions requiring a descent
| RAD evolutions workshop 2018

5. Issues with RAD - Vertical Restrictions versus FPL item 15
Fictitious RAD restriction: MASEK not avbl. Arr EDDV above FL285
CFS calculates FL280 ovhd MASEK with corresponding ToD before MASEK
Item 15 shows “… UN851 MASEK/N0430F280 UN851…” -> FPL rejected by IFPS
Restriction has to be extended in CFS to one or more waypoints prior MASEK via “trial and error” as IFPS calculates different profile than CFS
In FRA this could mean significant negative fuel efficiency (long distance or lateral deviation)
NM to consider handling such restrictions in the same manner as closed CDRs
| RAD evolutions workshop 2018

6. Issues with RAD - Dependent Applicability
LS2595: LSAGUAC not avbl. Arr LSZH except via a. KINNI UZ67 [LAMUR] when UZ67 is avbl. at all levels (LS TRA xxx) b. KINNI UN871 KORED when UZ67 is not avbl. at all levels (LS TRA xxx)
Translated: UN871 KINNI-KORED not avbl. Arr LSZH if CDR1 UZ67 is not closed (LS TRA xxx active)
Restriction controls the availability of UN871 KINNI-KORED but it is not attached to this object
To enable proper automised flight planning we had to find a workaround
| RAD evolutions workshop 2018

7. Issues with RAD - Dependent Applicability
Workaround:
Create Company Restricted Area only affecting UN871
Activate CRA when UZ67 is open acc. AUP
Deactivate CRA when UZ67 is not open acc. AUP
-> Daily human workload
-> Only done once on the evening before
-> Still some REJ due to UUP
| RAD evolutions workshop 2018

8. Issues with RAD - Restrictions in FRA stretching over a long distance
LJLO1021: LJLACTA Not available for traffic
1. via (pt:UTEKA, ANASA) to/from pt:ERKIR
except-via (pt:BEDOX, VANAX, MAGAM, GORPA, PODET) […]
Great circle Distance UTEKA-ERKIR 487 NM
LJLA CTA is part of a large Cross-Border FRA (LD, LJ, LO, LQ and LY)
Boundary point LD/LJ normally not required in SECSI FRA
| RAD evolutions workshop 2018

9. Issues with RAD - Restrictions in FRA stretching over a long distance
| RAD evolutions workshop 2018

10. Issues with RAD - Connection FRA/Non-FRA
MOBDO DCT SOTOV min FL305 (FRAIT)
After SOTOV max FL305 due ED3758
-> how to descend below FL305 prior SOTOV?
Workaround:
Lowered min FL MOBDO-SOTOV to FL265
Company Restriction on MOBDO-SOTOV “not avbl. below FL305 if not Arr LSZH”
Company Restriction on MOBDO-SOTOV “not avbl. above FL305 if Arr LSZH”
| RAD evolutions workshop 2018

11. RAD a means to improve delay KPI?
Traffic growth higher than capacity increase in at least some parts of Europe
ANSPs struggle to meet their delay KPI and might be subject to penalties
This might attract ANSPs to protect their own airspace leaving the delay with their neighbours
There appears to be an increasing number of RAD restrictions “to force onto shortest route”
AOs struggle to find opportunities to circumnavigate regulated sectors, i.e. forced into already heavily regulated sectors
Questions:
Is it still appropriate that the RAD is under sole control of the individual states?
Should it be the AO’s responsibility to find a routing adequately efficient in or around congested airspace in terms of fuel, time and delay?
Would a Network Approach be required to distribute traffic for best overall demand/capacity balance?
| RAD evolutions workshop 2018