enav.it Madrid, March 7th 2017

Transcription

1 enav.it

2 Airspace Reorganization Italian Airspace reorganization took place on 2014 through three following steps to review the existing airspace structure taking into account the key Performance Areas, with a flight efficiency oriented solution preparatory for Free Route. Network optimization ACCs Line of responsibility Optimization Review of ACC Vertical limits Division Flight Level (DFL) standardization Flexible configuration Reduction of planning constraints Reduce of Level Capping Reduce of RAD and Flight Profile Restriction (RAD Appendix 6) 2

3 ACC s Reorganization PreviousAirspace Organization CurrentAirspace Organization

4 Free Route from reg. 716/2014 Reg. EU 716/2014 estabilishes PCP (pilot common project) where a first set of programs ready to be implemented, in line with SESAR ATM Master Plan, are grouped in 6 ATM Functionality AF # 3: Flexible Airspace Management and Free Route Flexible Airspace Management and Free Route shall be provided and operated in the airspace for which the Member States are responsible at and above flight level 310 in the ICAO EUR region. DCT as from 1 st January 2018 FRA as from 1 st January 2022 According to PCP and DP 2016 recommendations ENAV has adopted early implementation of Free Route on 8 th December 2016 above FL335 4

5 Free Route in Italy On December , Italy has implemented Free Route in line with the regulation. Implementation for the moment has a floor limitation to FL 335; Implementation has been developed in three steps: Step 1: Above FL 370 during nightshift and week ends Step 2: Above FL 315 during nightshift and week ends Step 3: situation we do operate nowadays Next step to be fully compliant with AF3 directions down to FL 305 by end 18/ early 19: still well in advance with respect to the regulation timeline and including BlueMed FAB airspace. 5

6 ATS Routes REMOVED FL 335+ FRA IT AIRAC H24 / FL335 + ü Airspace Users may plan a direct route between entry and exit points taking into account the availability of restricted areas and the preferred route. ü Available also for arrival and/or departing flights to/from defined points, above FL335, after/before which the flights will use standard ATS route network.

7 ü AUs may plan a route between Entry Point (E) and Exit Point (X) or via Intermediate Points (I) 5LNC AIP - ENR 4.4 or R/A AIP ENR ü Segments between significant points shall be defined in flight plan using the acronym DCT ü There are no restrictions on the maximum DCT distance that can be flight planned between points in FRAIT ü Use of LAT/LONG shall be avoided

8 ü DCT segments shall be entirely within the limits of the FRAIT airspace ü Planning of DCT trajectories partially outside the lateral limits of FRAIT is not allowed (multiple re-entry segments) ü DCT segment is not allowed at a distance of 0,5NM or less from the boundary between two neighbouring ANSP (AUA). ENAV supported FABEC request to increase this distance to 2,5NM.

9 ü In case of portion/s of Airspace not available (AMC manageble areas, R, D, P) flight plan shall include intermediate waypoint/s to circumnavigate the area/s.

10 ü Compulsory intermediate points have been introduced following specific requests from Karlsruhe and Marseilles ACC to cope with their FDPs operations. üthese points shall be planned before/after COPs related to these ACCs

11 Compulsory points DSNA Marseilles ü A single Compulsory Intermediate point have been identified for each COP between Rome/Milan ACC and Marseilles ACC ü CPRY Intermediate point is intended to be planned before the FRA IT Exit point or after the FRA IT Entry point ü ü Specific RAD restrictions issued in coordination with DSNA France Position of each point have been studied in order to avoid additional flight distance. Distance between COP and new point is generally 5NM This is a temporary solution until the upgrade ofmarseilles FDP

12 Compulsory points DFS Karlsruhe ü ü ü ü A list of existingintermediate points have been identified as Compulsory for COPs between Padua ACC and Karlsrue ACC CPRY Intermediate point is intended to be planned before the FRA IT Exit point or after the FRA IT Entry point Specific RAD restrictions issued in coordination withdfs Points are included in the green area

13 ü Two small areas (approx 10NM x 5NM) have been identified within which is not allowed to plan FR trajectories, in order to avoid short crossings of multiple national ACCs ü To avoid these areas AUs will use intermediate points as published in AIP Italy (ENR /4.4.) ü Flight plans trajectories that infringe these areas will be rejected by IFPS ü Areas will be described in the RAD section of NOP

14 Flights shall plan the access or the exit to/from FRAIT via appropriate intermediate points according to their optimal flight profile. ü Departing traffic from Italian airports, or airports close to the boundary, shall plan ATS routes until the point where the flight intend to cross FL335 to enter into FRAIT. ü Traffic inbound to Italian airports, or airports close to the boundary, shall plan according to FRAIT until the point where the flight intend to cross FL335 to join the ATS Network.

15 DCT is accepted if the flight path cross the point to join / leave FRAIT at a level included in a defined layer. FRA IT DCT FRA IT DCT FL335 FL335 ATS Network ATS Network FL265 FL265 ATS Network ATS Network GIANO ABESI Traffic entering in FRA shall file "... AWY GIANO DCT ABESI DCT..." LAT TEA TIGRA Traffic leaving FRA shall file "... DCT TIGRA DCT TEA AWY LAT..."

16 «Arrival segments» have been defined (as RAD restrictions) for traffic to the following airports: ü Milano Linate LIML ü Milano Malpensa LIMC ü Bergamo LIME ü Roma Ciampino LIRA ü Roma Fiumicino LIRF ü Venezia LIPZ LIML LIMC LIME LIRF LIRA LIPZ LORLO - ATPED RENTA - ATPED VIC - ADOSA FRZ - RUXOL EMBOS - GIPIX* IRBAK - KALMO* BETEN - SPEZI VABMO - RUXOL GIKEB ATPED *Only for dep LIRF dest LIML LORLO - ATPED RENTA - ATPED VIC - ADOSA FRZ - BEROK BETEN - SPEZI GIKEB - ATPED RENTA - ATPED LORLO - ATPED VIC - ADOSA BOA - BETMU FRZ IPLUB BETEN - SPEZI GIKEB - ATPED BAKRO - ELB TINKU - XIBIL GAVRA - RITEB MOMOD - NIKMA EVNEK - ETPOK GOTMO - KATAR ESODU - ORVID TEA - SIPRO BEROL - PNZ GIANO - PNZ ROXAN - ESINO TINTO - VALMA TURMO - ESINO BAKRO - ELB KUGIX - AMTEL GAVRA - OKBIS MOMOD - NIKMA EVNEK - IPGOR GOTMO - KATAR ESODU - ORVID TEA - ALAXI BEROL - PNZ TURMO - ESINO ROXAN - ESINO TINTO - VALMA OSKOR - ELTAR LURUT - BOA ANC - LANLI FRZ - TIPNI NUKNI BIKTU NORKI LIKNO

17 TINKU FRAIT Flight Level XIBIL FL335- Current flight planning N0450F350 EKPAL UQ705 XIBIL FRAIT flight planning N0450F350 EKPAL DCT TINKU DCT XIBIL Delta NM = 0 NM

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19 Enhanced FDP functions calculates automatically the intersection between the trajectory and the InterACC LoR ü No needs to identify a set of COPs betweenitalian ACC

20 OLDI messages among Italian ACCs will be sent on the exact point where the flight paths cross the InterACC LoR FLIGHT1 350 LICJ 468

21 InterACC LoR divided in 10 NM SEGMENTs. COPs are in the middle of any segment. ACC2 ACC1

22 TACTICAL TAATOTACTACTICAL TOOLTICAL ü It provides information regarding separation infringment between two radar label on the basis of defined Look Ahead, Planar Distance e Vertical Layer parameters; 22

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24 Trajectory Extrapolation DPT ü display the trajectory of a selected flight with the indication of each expected way point. ü dinamically updated. 24

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26 FREE_ROUTE benefits vs NTW TIME per AC (mins) 1.12 NM per AC (NM) 9.46 FUEL per AC (kg) 52 CO2 per AC (kg) 164 Total Traffic sample for FTS Planning in FRA 3.776=65% Improved by FRA 2.555=70% 26

27 Free Route overall benefits Savings on the Route Length Average for City Pairs, where the minimum planned routing post-implementation FRAIT is shorter than the minimum planned routing pre-implementation FRAIT City Pair Average NM Saving ALL -18 Overflights -20 International flights -17 Domestic flights

28 Current implementation of FR in Italy - Examples Ex.1: overflight from Munich to Palma de Mallorca City-Pair AC Type RFL TOTAL Route Dist. (NM) TOTAL Flight Time (hh:mm) Dist (NM) Time (hh:mm) Fuel (Kg) CO2 (Kg) EDDM-LEPA A320 PRE FRAIT ,9 01:49 FRAIT ,5 01:45-21,4-00:

29 Current implementation of FR in Italy - Examples Ex.2: domestic flight from Catania to Milano Linate City-Pair AC Type RFL TOTAL Route Dist. (NM) TOTAL Flight Time (hh:mm) Dist (NM) Time (hh:mm) Fuel (Kg) CO2 (Kg) LICC_LIML B738 PRE FRAIT ,30 01:30 FRAIT ,10 01: :02-76 kg kg 29

30 Current implementation of FR in Italy - Examples Ex.3: outbound flight from Rome to Cairo City-Pair LIRF_HECA AC Type B738 RFL TOTAL Route Dist. (NM) TOTAL Flight Time (hh:mm) PRE FRAIT :40 FRAIT :38 Dist (NM) Time (hh:mm) Fuel -73 Kg CO2-230 Kg 30

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32 Italy and Malta FRA FL335+ STEP 1 ( ): ODINA Free Route is applied in two different airspace: ü FRA Italy ü FRA Malta TISAL BONAR

33 Italy and Malta FRA FL335+ STEP 2 (by the end of 2018): ODINA ü Unique Free Route Area ü Entry or Exit point in Italian airspace available for plannig to exit or from entry point in Malta airspace. ü No needs to identify a set of COPs between Italian and Malta ACCs BONAR

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