Ensuring a 'Flexible Use of Airspace'….
description
Transcript of Ensuring a 'Flexible Use of Airspace'….
1
Ensuring a 'Flexible Use of Airspace'….
ICAO EANPG FUA Task Force
Paris, 20-22 May 2008
EUROCONTROLAirspace, 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
EUROPEANUNION
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: 53ICAO EUR
States
8
More than 33.000 flights a day…How to reconcile 37% and 9.000.000?
Why we need flexibility in the European airspace ?
37% of European airspace is somehow segregated… more than 9.000.000 flights a year!42 ECAC States
9
Why we need a flexible and more dynamic approach to airspace use in Europe ?
20002000
20202020
Up to 50.000 flights a day… in 2020
10
Who are the stakeholders in the European Airspace Network ?
MILITARY
AIRNAVIGATION
SERVICES PROVIDERS
AIRLINES
AIR TRAFFIC FLOW
& CAPACITY
MANAGEMENT
AIRPORTS
GENERALAVIATION
AERIAL WORK
AVIATION
SPORT AVIATION
AIRSPACE
11
Through the FUA Collaborative Decision Making Process
How to satisfy all the stakeholders’ requirements ?
AIRSPACE & ROUTE
AVAILABILITY
ASMAirspace
management
CDMCDM
ATSAir Traffic Services Provision
ATFCMAir Traffic
Flow & Capacity
Management
STATES
AIRPORTS
MILITARY OPERATORS
CFMU
CIVIL OPERATORS
AIRSPACE MANAGEMENT
CELLS
MILITARYATS
AIR TRAFFIC DEMAND
AIR TRAFFIC CONTROL CAPACITY
CIVILATS
12
How to satisfy all the stakeholders’ requirements ?
AIRSPACE & ROUTE
AVAILABILITY
ASMAirspace
management
CDMCDM
ATSAir Traffic Services Provision
ATFCMAir Traffic
Flow & Capacity
Management
STATES
AIRPORTS
MILITARY OPERATORS
CFMU
CIVIL OPERATORS
AIRSPACE MANAGEMENT
CELLS
MILITARYATS
AIR TRAFFIC DEMAND
AIR TRAFFIC CONTROL CAPACITY
CIVILATS
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=
=
=
TRATEMPORARY RESERVED
AREA
TSATEMPORARY
SEGREGATED AREA
TRACROSSING POSSIBLE
WHEN ACTIVE / RELEASED AS SOON AS ACTIVITY STOPS
TSA RELEASED AS SOON AS ACTIVITY STOPS
Normally published as
occupied H24
16
Click to edit Master title styleHow is FUA applied in practice?
Through dynamic
Airspace Management (ASM)
17
Click to edit Master title style
Establishment
of pre-determined
airspace structures
ASM Level 1ASM Level 1 Strategic Level
Day-today allocation of airspace according to users’
requirements
ASM Level 2ASM Level 2 Pre-tactical Level
Real-time use of airspace allowing
a safe OAT/GAT separation
ASM Level 3ASM Level 3 Tactical Level
Within three ASM levels…
18
Through Civil / Military Coordination …
Strategic LevelASM Level 1
Definition and review of national airspace policy and organisation
High-Level Civil / Military
Airspace Policy Body
Pre-tactical LevelASM Level 2
Day-to day airspace allocation according to user requirements
Joint Civil / Military
Cell (AMC)
ASM Level 3 Tactical LevelReal-time use of airspace allowing a safe separation between civil and military aircraft
AppropriateCivil / Military
ATS Units
19
Click to edit Master title style
Reduced Coordination Airspace (RCA)Specified portion of airspace within which GAT is permitted “off-route” without requiring prior co ordination.
RCACrossing subject to prior co-ordination
Conditional Route (CDR)Non-permanent ATS route or portion thereof which can be planned and used under specified conditions
CDRBasic ATS route
Using flexible Airspace Structures…
TSACBA
Temporary Reserved/Segregated Area (TRA/TSA)
Airspace temporary reserved or segregatedCross-Border Area (CBA)TRAs or TSAs established over international boundaries
20
Click to edit Master title style
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
21
Click to edit Master title style
Joint Civil / Military Body
AMCAMC
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)
22
Click to edit Master title style
Part of the CFMU in Brussels
CADFCADF
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)
23
Click to edit Master title styleFUA Concept
How does it work in practice?
24
Before FUA implementation …ATS
Route
ATS
Route
ATS
Route
D 10TRA 10
FUA Concept in practice…
After FUA implementation a D area may be published as a TRA …
ASMStrategicLevel 1
25
With FUA application a TRA can be allocated… the day before operation
FUA Concept in practice…
ATS Route
ATS
Route
ATS
Route
TRA 10
Conditional Route (CDR 2)
… or a Conditional Route (CDR 2) made available … for flight planning
ASMPre-tactical
Level 2
26
With FUA application as soon as a TRA is not active …
FUA Concept in practice…
ATS Route
ATS
Route
ATS
Route
TRA 10
… a Conditional Route (CDR 3) can be opened … for direct routing
ASMTacticalLevel 3
Conditional R
oute
(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…
28
Click to edit Master title style> 1 Year > 1 Week > 1 Day > 1 Hour OPERATION
ASM Level 1
Airspace structure design & “Modus Operandi” of its useDefine Network Ops Plan
Pre-Tactical ATFCM
Optimised Capacity Management
Flight Plan Data Repository
Airspace Data Repository
Sectors
Routes
Areas
AIP - NOPDecision
FLIGHT DATA & AIRSPACE DATA PERMANENTLY AVAILABLE TO ALL~ RPL
Strategic ATFCM
Strategic Flow & Capacity Planning
FPL
X Days before Operation
Pre-Tactical CDMCDM
CPL
Decision UUPAd hoc
Tactical ATFCM
Tactical Flow & Capacity Management
X Hours before EOBT or Operation
Tactical CDMCDM
Strategic CDMCDM
X Months before Operation
Actual Status
Mil. ATSUsACCsCPL
AUP - CRAMDecision
ASM Level 2
Airspace allocationAllocate NOP scenarios
ASM Level 3
Airspace re-allocation/ad hoc delineationRe-consider CDR/RCA scenarios
FPLre-processed
AOsFPL
AOs~RPL
IFPSFPL
PLANNING ANTICIPATING REACTING EXECUTING
ATC
Update Current Flight PlanAirspace activation/de-activation Implement CDR/RCA scenarios
Concept of Operations for 2008-2011
29
Click to edit Master title styleFUA Concept
Benefits?
30
Click to edit Master title style
By filled FPLs on Available CDRs
17551755 Flights Flights
During 5 week days between 11/09/07 and 15/09/07
ECONOMY REALISEDECONOMY REALISED
Assessment of FUA Operations
Fuel :
172 T172 T € €~200.000~200.000
CO2 Emissions :
540 T540 T
31
Click to edit Master title style
By not planning on available CDRs
51505150 Flights Flights
During 5 week days between 11/09/07 and 15/09/07
Assessment of FUA Operations
Fuel :
+291 T+291 T +340.000€ +340.000€
CO2 Emissions :
+917 T+917 T
POTENTIAL ECONOMY NOT REALISEDPOTENTIAL ECONOMY NOT REALISED
32
Click to edit Master title style
During 5 week days between 11/09/07 and 15/09/07
TOTAL ECONOMY AVAILABLETOTAL ECONOMY AVAILABLE
Assessment of FUA Operations
Fuel :
463 T463 T €€540.000540.000
CO2 Emissions :
1457 T1457 T
An average during 2007
14.350 T14.350 T €€11.000.00011.000.000 45.000 T45.000 T
33
Click to edit Master title styleFUA Concept
Thank you for attention!