The situation before the FUA

Transcription

1 DIRECTORATE CIVIL-MILITARY ATM COORDINATION FLEXIBLE USE of AIRSPACE in EUROPE «The military perspective» Olivier Mrowicki CHISINAU 4th August The situation before the FUA AIRPORT 1 AREA 4 AREA 3 AREA 1 AIRPORT 3 AREA 2 AIRPORT 2 2

2 The traffic growth at the origin of FUA EUROCONTROL DIVISION DED DATE:04/11/ FORECAST Mean IFR Flights per day in 6 by 10 rectangles Flights 150 OR MORE Flights 100 TO 150 Flights 50 TO 100 EUROCONTROL DIVISION DED DATE:04/11/ FORECAST Mean IFR Flights per day in 6 by 10 rectangles Flights 150 OR MORE Flights 100 TO 150 Flights 50 TO 100 TRAFFIC DISTRIBUTION FORECAST ASSUMING FLIGHTS ON DIRECT ROUTES flights estimated Based on STATFOR 97 EUROCONTROL DIVISION DED DATE:04/11/ FORECAST Mean IFR Flights per day in 6 by 10 rectangles Flights 150 OR MORE Flights 100 TO 150 Flights 50 TO 100 CHART: DY_97_00 CHART: DY_97_97 TRAFFIC DISTRIBUTION FORECAST ASSUMING FLIGHTS ON DIRECT ROUTES flights estimated - Based on STATFOR EUROCONTROL DIVISION DED DATE:04/11/ FORECAST Mean IFR Flights per day in 6 by 10 rectangles Flights 150 OR MORE Flights 100 TO 150 Flights 50 TO 100 TRAFFIC DISTRIBUTION FORECAST ASSUMING FLIGHTS ON DIRECT ROUTES flights estimated - Based on STATFOR 97 CHART: DY_97_10 TRAFFIC DISTRIBUTION FORECAST ASSUMING FLIGHTS ON DIRECT ROUTES flights estimated - Based on STATFOR 97 3 CHART: DY_97_20 The situation before the FUA AIRPORT 1 AREA 4 AREA 3 AREA 1 AIRPORT 3 AREA 2 AIRPORT 2 4

3 The complexity of European Airspace Military Aircraft are stationed in Europe!! 5 FUA Concept Statement Fundamental principle of the FUA 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. Any necessary airspace segregation should be temporary, based on real-time usage within a specific time period. 6

4 Military Requirements for the Flexible Use of Airspace IDEALLY 50,000 ft 100 NM 100 NM VOLUME PROXIMITY PROXIMITY KC-135 DACT F-16/F-15 CSAR A-10/ F-16 Air Land/ Air Drop C-130 KC-135 BFM F-15 A/D MC-130 ACT F-16 SE F-16 BFM A-10 TIME QUALITY 7 Implementing the FUA Political decision made to implement FUA Changes in the institutional bodies and the working methods to introduce formal cooperation and flexibility Acceptation of the principle in the mentalities Setting the structures Level 1 HLPG Level 2 AMC Level 3 Tactical coordination Concrete examples of implementation Using new tools 8

5 Implementing the FUA Level 1 To establish the appropriate civil-military body Military participation requires coordination at MoD level to cover all potential actors Raises the question of the MoD ATM regulator The military representation must have the appropriate delegation from the ministerial level to discharge its responsibilities and to make proper decisions The right level is «technico-political» and must be balanced with the civil representation in the group 9 Implementing the FUA Level 2 To establish the appropriate civil-military procedures Necessary coordination at MoD level to cover all potential airspace users requests, defence cell (Air Force Army Navy others ) Requires creating the national Airspace Management Cell (AMC) and providing the necessary human resources and support structures Requires tight coordination with Air Operation Command Center/Military Air Traffic Control Implementation of the procedures decided at level 1 to play the pre-tactical phase 10

6 The situation before the FUA D areas permanently active or activity published by NOTAM ATS Route ATS Route D 10 ATS Route 11 FUA Concept in practice A Conditional Route (CDR 2) may be available for flight planning or a TRA can be allocated the day before operation ATS Route ASM Pre-tactical Level 2 ATS Route Conditional Route (CDR 2) TRA 10 ATS Route 12

7 Envisaging the FUA Preparation of the training Low level visual flights v/s High level training in protected areas Tactical changes, COMAOs Complex missions involving several squadrons Air to air refuelling Dual vision pilot/controller IT IS IMPOSSIBLE!!! 13 Implementing the FUA Level 3 To establish the appropriate civil-military procedures Requires a defence and then a national decision on how to implement unit to unit direct communication at tactical level Requires the availablity of appropriate experts with appropriate training Bears also a wider dimension regarding how en-route Operational Air Traffic is conducted Implementation of the procedures decided at level 1 to play the tactical phase Requires tools and procedures for efficient data storage and performance evaluation 14

8 Military Variable Profile Areas (MVPA) FL280 FL100 FL190 FL100 FL280 FL100 FL280 FL100 FL280 FL100 FL280 FL Flexible Use of Airspace Airspace Design / Airspace Management Danish TRAs Danish TSAs 16

9 Civil-Military Models of Co-operation operation Coordination & Management of Airspace Separate ANSP organisations (side-by-side) Partial Integration of ATM services (jointly) Total Integration of ATM services (single unified ANSP) Governmental ANSP organisations Corporatized ANSP organisations Privatized ANSP organisations Civil ATCOs and Military ATCOs Civil ATCOs and Military Air Defence Civil / Military ATCOs will be further developed in item 4 17 ASM / DMEAN Programme Support Local And Regional ASM Tool Towards combination and integration of ASM/ATFCM Airspace planning ASM level 2 Airspace status ASM level 3 Performance measurement PAC* Automation support of the collaborative decision-making process in ASM Assess and review ASM process *PAC - PRISMIL Automated Data Acquisition and Collection 18

10 ASM / DMEAN Programme Support Local And Regional ASM Tool Modularity Interoperability Real-time Functionalities Availability Prototype Adaptability Operational will be further developed in item 5 19 Performance Framework: Civil-Military KPIs package Military KPIs Leading KPIs Performance Drivers Optimization of processes Performance outcomes Lagging KPIs Process effectiveness Civil-Military KPIs 20

11 PRISMIL: The core functions of the BPM system Extract Transfer & Load Measurement Aggregation Performance Monitoring Analyses & Management will be further developed in item 5 21 Flexible Military Airspace Structures within the Network - Sub Sub-Projects (SP) SP 1 SP 2 SP 3 SP 4 SP 5 SP 6 Procedures for submission of national military airspace design requirements Incorporate military requirement into the overall airspace design process Improve military airspace structures through modular design Improve military demand data with impact on route network Facilitate cross-border military operations through collaborative airspace planning Harmonise OAT Transit Procedures across Europe (OATTS) 22

12 Current Cross-Border / FIR Boundary Operations FIR CBA 23 CBO Operations - Usual ATS Route FIR CBA 24

13 CBO Operations - Recommended FIR Design it larger, but MODULAR CBA (1) (2) 25 CBO Operations - Recommended FIR CBA (1) (2) 26

14 CBO Operations - Recommended FIR CBA (1) (2) 27 CBO Operations - Recommended (2) FIR (1) Design it larger, but FL500 FL400 VERTICALLY MODULAR CBA FL300 FL200 FL100 28

15 Benefits of the FUA Creates the context for cooperation and mutual benefits Better understanding between civil and military aviations Significant safety improvement Of course, more efficiency And last but not least, «Geographical survival» 29 DCMAC For any additional information: 30