1. Traffic Management and FUA integration
Asia and Pacific Regional Sub-Office
2014
BEIJING, CHINA; 30 JUN-11 JUL 2014

2. Interoperation of
ASM/ATFM/ATS

3. Interoperation of ASM/ATFM/ATS
Provide Separation and Manage
the Workload
ASM
Provide Capacity
ATFM
Balance the Capacity and Demond
Consistency between ASM, air traffic flow management (ATFM) and ATS should be established and maintained at the three levels of ASM. Compatibility between ATC, ASM,ATFM procedures and timetables.
ASM : Provide existing airspace and route structures a sufficient level of availability to address the various traffic demand
ATFM : Ensure an optimum flow of traffic during times when demand exceeds the available capacity of the ATC system
ATS :Organize the sectorisation in accordance with available airspace and route structures.

4. COLLABORATION DECISION MAKING (CDM)
This philosophy of collaboration promises to become the standard in aviation
In current era
Aircrafts are more capable of accurate navigation than in the past
ATC system is more capable of accurate and fast surveillance, direct and stable communication, automatic system and ATFM tools
However
Lack of civil/military coordination of airspace management has resulted in inefficient airspace use and limited use of aircraft capabilities and ATC capabilities
Aircrafts are more capable of accurate navigation than in the past, Aircraft Using global navigation satellite systems (GNSS) and Performance-based navigation (PBN),aircraft
can fly between terminals and en-route phases of flight with negligible deviations.
ATC system is more capable of CNS/ATM, the advanced automatic system, the application of ADS-B and other technologies to improve the capability of ATC system.
We designed and implement the new routes, reduced the vertical and horizontal separations , upgrade the CNS/ATM system, apply the new technology, and the limited use of aircraft capabilities and ATC capabilities are still there, and the lack of Civil/Military coordination of airspace management become one of the most important elements which has resulted in inefficient airspace use.
How to improve it? We need CDM philosophy.

5. COLLABORATION DECISION MAKING (CDM)
CDM is essential for all the phases of ASM/ATFM
Brings together airlines, civil and military aviation authorities，airports
Improve ATM through Information exchange, data sharing and improved automated decision support tools.
Accurate and Integrated Information and fully understanding make the right decision happen.

6. COLLABORATION DECISION MAKING (CDM)
This philosophy of collaboration promises to become the standard in aviation. CDM enables information sharing and facilitates decision making processes by ensuring that stakeholders are provided with timely and accurate information, essential for the planning of their operations be it civil or be it military.
For example, accurate estimates of arrival and departure times improve aircraft handling, apron services, stand and gate management, ATC and ATFM. Involvement of military airspace users and military airspace planners in national or regional airspace planning ensures adequate planning both in time and dimension which serves military aviation but also de-conflicts with civil traffic flows to the maximum extent possible.
By enabling decision making based on accurate shared information, CDM increases predictability in case of unforeseen events or disruption. Properly carried out CDM also leads to optimum airspace utilization with benefits to all participants in the system.

7. Benefit of integration

8. FUA Contribution to ATFM
Provide More Capacity and Flexibility
Direct Route-Operational savings for flights due to reduced flight time, distance flown and fuel consumption
Conditional Route-Route network optimization for the provision of ATS and the associated sectoring, which enable ATC capacity increases and reduced delays
Flexible Management and Choice -More efficient air traffic flow separation procedure
The processes related to flexible use of airspace involve optimum sharing of airspace under the appropriate civil/military coordination in order to achieve the proper separation between civil and military flights , thus reducing the need for permanent airspace segregation

9. FUA Contribution to ATFM
Bypass route-balance and reduced ATC worked through a reduction of airspace congestion and the number of choke points
Tactical Coordination-real-time provision of capacity in line with Airspace Users operational requirements
Dynamic management-definition and use of temporary airspace reservations designed to bring an optimal response to military operational requirements
The processes related to flexible use of airspace involve optimum sharing of airspace under the appropriate civil/military coordination in order to achieve the proper separation between civil and military flights , thus reducing the need for permanent airspace segregation

10. Civil/Military Coordination
Build Trust -Minimize the Operation Constrains
Release In time -Maximize the Airspace Utilization
Give the priority -Provide extra capacity in case of bad weather

11. Three levels of FUA/ATFM

12. THREE LEVELS OF FUA
FUA Concept has been developed at the three Levels of Airspace Management that correspond to Civil/Military co-ordination tasks. Each Airspace Management (ASM) level has an impact on the others

13. ATS Units and Controlling Military Units
THREE LEVELS OF FUA
Strategic Level 1 – Establishment of pre-determined airspace structures; CMAC and ASM procedures; Cross-border coordination and Separation Standards
Pre-tactical Level 2 – Day-to-day allocation of airspace according to the conditions and procedures agreed upon at level 1
Tactical Level 3 — Real-time use of airspace
National CMAC Body
（Committee ）
ASM Entity
（Joint Cell）
National CMAC Body：This body is tasked with the re-assessment of national airspace, the progressive establishment of new flexible airspace structures and the introduction of procedures for the allocation of these airspace structures on a day-by-day basis.
ASM Entity：The ASM entity should take the form of a joint civil-military cell, if both civil and military authorities are responsible for airspace management in a given State. It can also be a joint cell of two or more States. States should provide to the ASM entities adequate supporting systems to ensure a timely and efficient ASM process. State should provide adequate supporting systems to ensure a timely and efficient ASM process.
The practical application of the FUA Concept relies on national Airspace Management Cells (AMCs) for the daily allocation and promulgation of flexible airspace structures in the Airspace Use Plan (AUP) and Updated Use Plan (UUP), and on the Centralised Airspace Data Function (CADF) for the dissemination of information to aircraft operators
ATS Units and Controlling Military Units: Consist of the activation, de-activation or real-time reallocation of the airspace allocated at level2. In this level, 1.Dedicated coordination procedures and communication facilities are needed to ensure the mutual provision of airspace data in a timely manner. 2.Common situation awareness is important to service provider and airspace user, and everybody involved should be notified. 3.Direct communication between civil and military ATS units should be available with a high degree of reliability, exchange of flight data, including the position and flight intention of the aircraft, should be available between civil/military.
ATS Units and Controlling Military Units

14. Strategic level
integration

15. TSA/TRA/CBA Availability
FUA Principle, Policy, Rule
FUA Airspace Structure
(CDR/TSA/TRA/CBA)
Civil/Military Coordination Procedure
CDR1/ATS Route
CDR2 Availability
TSA/TRA/CBA Availability
CDR3 Availability
TSA/TRA/CBA Status

16. Pre-tactical level
integration

17. TSA/TRA/CBA Availability
FUA Principle, Policy, Rule
FUA Airspace Structure
(CDR/TSA/TRA/CBA)
Civil/Military Coordination Procedure
CDR1/ATS Route
CDR2 Availability
TSA/TRA/CBA Availability
In pre-tactical phase, ASM need to check the available airspace(capacity) next day, firstly the permanent : ATS route and CDR1 which will not be closed the next day; secondly the available for next day: that is the CDR2, it is a additional part of for the route network and the systerm capacity and will be together with the ATS route/CDR1 as the base of the possible routing scenario; thirdly the alternative : TSA/TRA/CBA availability, it is a little bit duplicate with the second one , that means it can either be a part of the available capacity or the alternative for the optimized routing .
As the one of the most important inputs to ATFM Daily Plan, it’s very important to determine the available route network next day, that means all plannable routes ( permanent routes/CDR1/CDR2) should be determined and delivered to airlines in time through a closed coordination process between civil and military. After that , there usually will be a CDM process among airlines/ATC/airports, to recommend , make choice and make decision at pre-tactical level to form the ATFM Daily Plan.
Collaborative Trajectory Options is the common ATFM measure in pre-tactical level and be involved in ATFM Daily Plan, which is composed of a set of collaboratively developed, published, pre-defined routes. The set of options is an assistance tool that allows efficient route coordination to be held during periods of system constraint
CDR3 Availability
TSA/TRA/CBA Status

18. tactical level
integration

19. TSA/TRA/CBA Availability
FUA Principle, Policy, Rule
FUA Airspace Structure
(CDR/TSA/TRA/CBA)
Civil/Military Coordination Procedure
CDR1/ATS Route
CDR2 Availability
TSA/TRA/CBA Availability
In tactical phase, ASM need to management the capacity in real time, for the SUA, ASM need to find out the available CDR3 as well as TSA/TRA/CBA status.
In this phase, FUA is related to some of the ATFM measures: Rerouting( need to coordinate and check the availability of CDR) ,Fix Balancing( need to coordinate and check the CDR and available airspace in TMA) etc. Dynamically manage and release airspace to provide more capacity and reduce constrains exist in the whole process of tactical ATFM .It’s one piece of the whole pictures.
In tactical phase, the teleconference is the popular CDM platform, and outcomes from the teleconference will be the ATFM Operation Plan which includes the route constrains , airspace(airport) capacities and associated ATFM measures. ATC will provide the sector capacity number based on the available airspace and the weather condition.
CDR3 Availability
TSA/TRA/CBA Status

20. This diagram shows the timetable of ATS/ASM/ATFM in pre-tactical phase
This diagram shows the timetable of ATS/ASM/ATFM in pre-tactical phase. It’s a example from Europe.

21. Civil/Military Agreement Related to FUA
The horizontal and vertical limits of the airspace concerned
The classification of any airspace made available for civil air traffic
Units or authorities responsible for the airspace
Conditions for transfer of the airspace to/from the ATS units concerned
Periods of availability of the airspace
Any limitations on the use of the airspace concerned
The means and timing of an airspace activation warning if not permanently active
Any other relevant procedures or information
It is recommended that States and/or service providers develop and document a collaborative process with users of restricted airspace volumes. This should increase efficiency by enabling the use of these airspace volumes by civilian traffic whenever they are not used by the primary airspace user.