EUROCONTROL HANDBOOK FOR AIRSPACE MANAGEMENT

Transcription

1 EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION EUROCONTROL EUROCONTROL HANDBOOK FOR AIRSPACE MANAGEMENT ASM.ET1.ST HBK Edition : 2.0 Edition Date : 22 October 03 Status : Released Issue Class : EATM EUROPEAN AIR TRAFFIC MANAGEMENT

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3 DOCUMENT CHARACTERISTICS TITLE EUROCONTROL Handbook for Airspace Management EATMP Infocentre Reference: Document Identifier Edition Number: 2.0 ASM.ET1.ST HBK Edition Date: Abstract The EUROCONTROL Handbook for Airspace Management specifies the general Airspace Management (ASM) functions and Air Traffic Management (ATM) procedures needed to apply and fully exploit the Concept of the Flexible Use of Airspace. Keywords Contact Person(s) Tel Unit Jean Paul LEMAIRE AFN BD STATUS, AUDIENCE AND ACCESSIBILITY Status Intended for Accessible via Working Draft General Public Intranet Draft EATM Stakeholders Extranet Proposed Issue Restricted Audience Internet ( Released Issue Printed & electronic copies of the document can be obtained from the EATM Infocentre (see page v) ELECTRONIC SOURCE Path: P:\AOM\Library\FUA HB\ASM HBK\Edition 2.0 Host System Software Size Windows_NT Microsoft Word 8.0b 1,95 Mb Edition 2.0 Released Issue Page iii

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7 DOCUMENT CHANGE RECORD The following table records the complete history of the successive editions of and amendments to the present document. EDITION. AMENDEMENT DATE REASON FOR CHANGE SECTIONS PAGES AFFECTED Edition /02/96 Released Issue (Agreed at ANT/8 on 23/01/96), followed by 12 Amendments with the last Amendment 12 (Agreed at ANT/28 on 29/05/02) All Edition 2.0 Released Issue (Agreed at ANT/32 on ) All Edition 2.0 Released Issue Page vii

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9 CHECKLIST Page Date Page Date Page Date i iii v vii ix x xi xii xiii xv xvi xvii xix xx xxi xxii xxiii xxiv xxv xxvi xxvii xxviii xxix xxx xxxi 4-6 xxxii 4-7 Bibliography List of Annexes Annex Annex Annex Annex Annex Annex Annex Annex Annex Edition 2.0 dated was agreed by the ANT/32 Meeting on. Edition 2.0 Released Issue Page ix

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11 FOREWORD The European Air Traffic Management (EATM) Programme is the successor to the European Air Traffic Control Harmonisation and Integration Programme (EATCHIP). This Second Edition of the EUROCONTROL Document ASM.ET1.ST HBK specifies the general Airspace Management (ASM) functions and Air Traffic Management (ATM) procedures needed to apply and fully exploit the EATCHIP Concept of the Flexible Use of Airspace (FUA) adopted in June 1994 (EUROCONTROL Document dated March 1994). The EUROCONTROL Handbook for Airspace Management must be regarded as a set of actions implemented by the ECAC States to be used in conjunction with the EUROCONTROL Manual for Airspace Planning to enable the harmonisation of flexible ASM throughout the ECAC area. It shall not be considered as the substitute for official national regulations in individual ECAC States nor for the ASM Part of the ICAO European Region Air Navigation Plan. The Handbook will be updated by the Airspace & Navigation Team (ANT). Airspace managers and users must submit proposed amendments to their representatives for consideration by the ANT. Edition 2.0 Released Issue Page xi

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13 TABLE OF CONTENTS Pages DOCUMENT APPROVAL DOCUMENT CHANGE RECORD CHECKLIST FOREWORD TABLE OF CONTENTS LIST OF ANNEXES ABBREVIATIONS EXPLANATION OF TERMS v vii ix xi xiii xvii xix xxiii 1. SECTION 1 - INTRODUCTION Introduction to the Handbook Purpose Status Relationship with the EUROCONTROL Manual for Airspace Planning Background ASM Objectives EATCHIP/EATM Introduction of the FUA Concept Structure of the Handbook SECTION 2 - THE CONCEPT OF THE FLEXIBLE USE OF AIRSPACE General Introduction Endorsement of the Concept The Basis of the FUA Concept Application of the FUA Concept The three ASM Levels Introduction ASM LEVEL 1 National and International Airspace Policy ASM LEVEL 2 Day to Day Allocation of Airspace ASM LEVEL 3 Real-Time Use of Airspace Flexible Airspace Structures and Procedures General Conditional Routes Temporary Airspace Allocation Process Cross-Border Areas Reduced/Prior Co-ordination Airspace Procedures Application of the FUA Concept to Existing Airspace Structures ATS Routes Airspace Restrictions D, R, P Areas Controlled Airspace ASM in the Lower Airspace 2-8 Edition 2.0 Released Issue Page xiii

14 2.5 Transition to the FUA Concept ATS/ASM/ATFM Relationship General ASM/ATFM Relationship at Strategic Level Level ASM/ATFM Relationship at Pre-Tactical Level Level ASM/ATFM Relationship at Tactical Level Level SECTION 3 - AIRSPACE MANAGEMENT FUNCTIONS AT LEVEL General National Collaborative Airspace Planing Strategic Objectives Responsibilities Principles Collaborative Working Organisation Common Airspace Policy Formulation and Review Process Common Airspace Change Process Dynamic Airspace Management International Collaborative Airspace Planing General ASM over the High Seas Collaborative Airspace Planning Process with Neighbouring States Collaborative European Airspace Planning Process Establishment of Priority Rules and Negotiation Process at Level 1 for 3-20 the Pre-Tactical Allocation of Airspace at Level The CDR Concept and the TAA Process Establishment at Level 1 of Priority Rules and Negotiation Process 1 for 3-20 the Pre-Tactical Allocation of Airspace by AMC 4. SECTION 4 - AIRSPACE MANAGEMENT FUNCTIONS AT LEVEL General TSA/TRA Requests - Approved Agencies (AAs) CDR Requests - Approved Agencies (ACCs/FMPs) Restricted/Danger Areas - Notification of Reduced Activity Airspace Management Cells (AMCs) - Airspace Allocation General Responsibilities Lead AMC Concept Extended Holidays Period International Functions Centralised Airspace Data Function (CADF) Aircraft Operators (AOs) CFMU Environment Data Base Integrated Initial Flight Plan Processing System (IFPS) Aircraft Operator What-if Re-Route (AOWIR) Function ASM Level 2 Timetable Up to 48 Hours In Advance The Day before Operations The Day of Operations 4-16 Page xiv Released Issue Edition 2.0

15 4.9 Use of Temporary Operational AMC/CADF Procedures FUA Temporary Instruction (FTI) Implementation Rules Subsequent Treatment Fields of Application ASM over the High Seas General Activation of Danger Areas over the High Seas Activation of CDRs over the High Seas Alternative Method to Improve the Mechanism for the international Co-ordination AMC Related Tasks SECTION 5 - AIRSPACE MANAGEMENT FUNCTIONS AT LEVEL General Modes of Real-Time Civil/military Co-ordination Co-ordination Procedures for ATS Routes and Airspace Crossing Co-ordination Procedures for Controlled Airspace or ATS Routes Crossings by OAT Co-ordination Procedures for Airspace Crossings or Off-Route Flying by GAT System Support Functions General Airspace Use Data Function Basic Flight Plan Information Identification Function Current Flight Plan Information Function Separate Function Silent Co-ordination Function Airspace Crossing Function Airspace Crossing Intention Notification Function Airspace Crossing Dialogue Function Common or Shared Use of Airspace Common Use of Airspace Shared Use of Airspace Additional ASM Procedures within the Lower Airspace General Lower Controlled Airspace Lower Uncontrolled Airspace Promulgation and Notification SECTION 6 - PUBLICATION OF ASM INFORMATION AIP/Notam for Level 1 Decision Specific ASM Messages for Level 2 Decision Airspace Use Plan (AUP) Updated Airspace Use Plan (UUP) Conditional Route Availability Message (CRAM) Publication Issues on Early Access to Weekend/Conditional Routes AIPs Publication of Weekend/Conditional Routes Common AIP Supplement Publication NOTAM Publication AUPs/CRAM Publication Up to Date Information on Current Use of Airspace at Level Edition 2.0 Released Issue Page xv

16 7. SECTION 7 FUA INDICATORS General Introduction FUA Indicators Definitions Acronyms FUA Use Rates (FUR) Rate of CDR Availability (RoCA) Rate of Aircraft Interested (RAI) Rate of Actual Use of CDR (RAU) Time Window Availability (TWAI) Flight Economy Indicator (FEI) General Potential Flight Economy (PFE) Total Potential Flight Economy (TPFE) Flight Economy Realised (FER) Flight Economy Lost (FEL) Flight Economy Offered (FEO) Actual Flight Economy (AFE) 7-11 BIBLIOGRAPHY LIST OF ANNEXES Page xvi Released Issue Edition 2.0

17 LIST OF ANNEXES Annex 1 : General Overview and Process of the FUA Concept Handbook Cross-Reference Table Annex 2 : Annex 3 : Annex 4 : Annex 5 : Annex 6 : Annex 7 : Annex 8 : Annex 9 : ATS Route Network Planning and Development Process Common ATS/ASM/ATFM Timetable Airspace Charter. Description of the AUP Message Description of the UUP Message Description of the CRAM Message Illustrative examples of Weekend Routes publications Draft AMC Co-ordination Letter of Agreement Edition 2.0 Released Issue Page xvii

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19 ABBREVIATIONS Abbreviations for which an explanation is given in the Handbook are marked with one asterisk *. AA Approved Agency * ACA AUP/UUP Composition Application (software) ACC Area Control Centre* ACP Airspace Crossing Acceptance Message ADT Approved Departure Time AFTN Aeronautical Fixed Telecommunications Network AIP Aeronautical Information Publication* AIS Aeronautical Information Service* AMC Airspace Management Cell* AME ATM Message Exchange ANM ATFM Notification Message* ANT EATM Airspace & Navigation Team AO Aircraft Operator* AOWIR Aircraft Operator What-if Re-routing (CFMU Function) ARO ATS Reporting Office* ARN ATS Route Network ASM Airspace Management* ASMSG Airspace Management Sub Group (Sub Group of ANT) ATC Air Traffic Control* ATFM Air Traffic Flow Management* ATM Air Traffic Management (ATS+ASM+ATFM)* ATS Air Traffic Services* ATSU Air Traffic Services Unit* ATZ Aerodrome Traffic Zone AUP Airspace Use Plan* AW Arial Work AWY Airway* BFD CADF CAR CAS CASA CBA CDN CDR CEAC CFD CFL CFMU CIDIN CIMILSYSCO CPL CRAM CTA CTR Basic Flight Data Message ECAC Centralised Airspace Data Function* Changed Airspace Restriction Controlled Airspace CFMU Computer Assisted Slot Allocation Cross-Border Area* Airspace Crossing Co-ordination Message Conditional Route* NATO Committee for European Airspace Co-ordination Change to Flight Data Message Cleared Flight Level* EUROCONTROL Central Flow Management Unit* Common ICAO Data Interchange Network Civil-Military System Supported Co-ordination Current Flight Plan* Conditional Route Availability Message* Control Area* Control Zone* Edition 2.0 Released Issue Page xix

20 D DAM DES DOC EANPG EATCHIP EATM ECAC EUR ANP FDOD FIR FLO FLOE FLOW FLS FMD FMP FMS FMU FPL FPPS FTI FUA GAT HX IATA IACA IAOPA ICAO IFATCA IFPS IFR LoA MOD MOT NATO NOTAM OAT OLDI P Danger Area Dynamic Airspace Management De-Suspension Message Document ICAO European Air Navigation Planning Group European Air Traffic Control Harmonisation and Integration Programme European Air Traffic Management European Civil Aviation Conference ICAO European Air Navigation Plan Flight Data Operations Division* Flight Information Region* Informal ATS/ATFM Co-ordination Meeting Informal ATS/ATFM Co-ordination Meeting - Europe East Informal ATS/ATFM Co-ordination Meeting - Europe West Flight Suspension Message Flow Management Division* (CFMU) Flow Management Position* Flight Management System Flow Management Unit Filed Flight Plan* Flight Plan Processing System FUA Temporary Instruction* Flexible Use of Airspace* General Air Traffic* No specific working hours International Air Transport Association International Air Carriers Association International Council of Aircraft Owner and Pilot Associations International Civil Aviation Organisation International Federation of Air Traffic Controllers Associations Integrated Initial Flight Plan Processing System* Instrument Flight Rules Letter of Agreement Ministry of Defence Ministry of Transport North Atlantic Treaty Organisation Notice to Airmen* Operational Air Traffic* On-Line Data Interchange Prohibited Area Page xx Released Issue Edition 2.0

21 PCA R RAD RCA RDPS RJC RNAV RNDSG RRN SAM SAR SID SITA SLC SRM SSR STAR TAA TACT TMA TRA TSA Prior Co-ordination Airspace* Restricted Area Route Availability Document* Reduced Co-ordination Airspace* Radar Data Processing System Airspace Crossing Reject Message Area Navigation* Route Network Development Sub Group Rerouteing Notification Message Slot Allocation Message Search and Rescue Standard Instrument Departure Route* Société Internationale de Télécommunications Aéronautiques Slot Cancellation Message Slot Revision Message Secondary Surveillance Radar Standard Arrival Route* Temporary Airspace Allocation Process* CFMU Tactical System Terminal Control Area* Temporary Reserved Airspace* Temporary Segregated Area* UAC UIR UTC UUP VFR VMC WGS XAP XCM XIN XRQ Upper Area Control Centre Upper Flight Information Region Co-ordinated Universal Time Updated Airspace Use Plan Visual Flight Rules Visual Meteorological Conditions World Geodetic Survey Airspace Crossing Counter-Proposal Message Airspace Crossing Cancellation Message Airspace Crossing Intention Notification Message Airspace Crossing Request Message Edition 2.0 Released Issue Page xxi

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23 EXPLANATION OF TERMS The terms used in the EUROCONTROL Handbook for Airspace Management have the following meanings. The ICAO definitions are identified with an (I) at the end of the text. Some terms have an explanatory note in italics. A Active Mode of Real-Time Civil/Military Co-ordination is the communication mode in real-time between civil and military units which results from an action by the controller(s). It encompasses both "Verbal" co-ordination by speech only, and "Silent" co-ordination, the communication process by manual input only. See paragraph 5.2. Ad-hoc Structures refer to airspace structures, whether routes or areas, required to meet operational needs at shorter notice than Level 1 process. The establishment of such ad-hoc structure at Level 2 or Level 3 should follow the general design and safety management criteria. Aerial Work is an aircraft operation in which an aircraft is used for specialised services such as agriculture, construction, photography, surveying, observation and patrol, search and rescue, aerial advertisement, etc. (I) Aeronautical Information Publication (AIP) is a publication issued by or with the authority of a State containing aeronautical information of a lasting character essential to air navigation. (I) Aeronautical Information Service (AIS) A service established within the defined area of coverage responsible for the provision of aeronautical information/data necessary for the safety, regularity and efficiency of air navigation.. Such information includes the availability of air navigation facilities and services and the procedures associated with them, and must be provided to flight operations personnel and services responsible for flight information service. Aircraft Operating Agencies (AOs) are the person, organisation or enterprise engaged in, or offering to engage in, an aircraft operation. (I) In the context of the FUA Concept, "AOs" encompass all aircraft operations other than aerial work operations, that is to say commercial air transport operations and general aviation operations. Airspace Management (ASM) is a planning function with the primary objective of maximising the utilisation of available airspace by dynamic time-sharing and, at times, the segregation of airspace among various categories of users based on short-term needs. In future systems, airspace management will also have a strategic function associated with infrastructure planning. (I) In the context of the FUA Concept, airspace management is a generic term covering any management activity at the three Strategic, Pre-tactical and Tactical Levels, provided for the purpose of achieving the most efficient use of airspace based on actual needs and, where possible, avoiding permanent airspace segregation. Edition 2.0 Released Issue Page xxiii

24 Airspace Management Cell (AMC) is a joint civil/military cell responsible for the day-to-day management and temporary allocation of national or sub-regional airspace under the jurisdiction of one or more ECAC state(s). Airspace Reservation is a defined volume of airspace normally under the jurisdiction of one aviation authority and temporarily reserved, by common agreement, for exclusive use by another aviation authority. (I) In the context of the FUA Concept, airspace reservation include Temporary Reserved Area (TRA) and Temporary Segregated Area (TSA). Airspace Structures are specific portions of airspace designed to accommodate the safe operation of aircraft. In the context of the FUA Concept, "Airspace Structures" include Controlled Airspace, ATS Route, ATC Sectors, Danger Area (D), Restricted Area (R), Prohibited Area (P), Temporary Segregated Area (TSA), Temporary Reserved Area (TRA), Cross-Border Area (CBA),... Airspace Use Plan (AUP) is an ASM message of NOTAM status notifying the daily decision of an Airspace Management Cell on the temporary allocation of the airspace within its jurisdiction for a specific time period, by means of a standard message format. Air Traffic encompasses all aircraft in flight or operating on the manoeuvring area of an aerodrome. (I) Air Traffic Control Clearance is an authorisation for an aircraft to proceed under conditions specified by an Air Traffic Control unit. (I) For convenience, the term Air Traffic Control Clearance is frequently abbreviated to ATC Clearance or Clearance when used in appropriate contexts. The abbreviated term Clearance may be prefixed by the words taxi, take-off, departure, en-route, approach or landing to indicate the particular portion of flight to which the Air Traffic Control Clearance relates. (I) Air Traffic Control Service (ATC) is a service provided for the purpose of: a) preventing collisions: 1) between aircraft, and 2) on the manoeuvring area between aircraft and obstructions, and b) expediting and maintaining an orderly flow of air traffic. (I) Air Traffic Flow Management (ATFM) is a service established with the objective of contributing to a safe, orderly and expeditious flow of air traffic by ensuring that ATC capacity is utilised to the maximum extent possible, and that the traffic volume is compatible with the capacities declared by the appropriate ATS authority. (I) Air Traffic Flow Management Notification Message (ANM) is the official medium for the notification of ATFM measures. It is produced by the CFMU the day before the day of operation to provide a summary of planned ATFM measures and to promulgate any specific instructions or communications requirements associated with those measures. Page xxiv Released Issue Edition 2.0

25 Air Traffic Management (ATM) is the aggregation of the airborne functions and ground-based functions (air traffic services, airspace management and air traffic flow management) required to ensure the safe and efficient movement of aircraft during all phases of operations. (I) The general objective of ATM is to enable aircraft operators to meet their planned departure and arrival times and to adhere to their preferred flight profiles with the minimum constraints, without compromising agreed levels of safety. Air Traffic Services (ATS) is a generic term meaning variously, Flight Information Service (FIS), Alerting Service, Air Traffic Advisory Service, Air Traffic Control (ATC) Service (Area Control Service, Approach Control Service or Aerodrome Control Service). (I) Air Traffic Services Unit (ATSU) is a generic term meaning variously, air traffic control unit, flight information centre or air traffic services reporting office. (I) Airway (AWY) is a control area or portion thereof established in the form of a corridor. (I) AMC-Manageable Area is an area subject to management and allocation by an AMC at Level 2. Under the TAA Process, these manageable areas are either formal structures entitled TSAs or TRAs or R and D Areas that are manageable at Level 2 in the same way as TSA/TRAs. Approved Agencies (AAs) are units, which are authorised by a State to deal with an Airspace Management Cell for airspace allocation and utilisation matters. Area Control Centre (ACC) is a unit established to provide air traffic control service to controlled flights in control areas under its jurisdiction. (I) Area Navigation (RNAV) is a method of navigation which permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these. (I) ATC Clearance (see Air Traffic Control Clearance) ATC Co-ordination is the process of communication between ATC units, or controllers within such units, of the necessary flight plan data, radar data and control information with a view to reaching an agreed course of action as the controlled flight(s) progress(es). ATC Instructions are directives issued by air traffic control for the purpose of requiring a pilot to take a specific action. (I) ATC Unit is a generic term meaning variously, area control centre (ACC), approach control office or aerodrome control tower. (I) ATS Airspace (Class A to G) are airspaces of defined dimensions, alphabetically designated, within which specific types of flights may operate and for which air traffic services and rules of operation are specified. (I) ATS airspaces are classified as Class A to G (I). Edition 2.0 Released Issue Page xxv

26 ATS Environment Data Base is a specific part of the CFMU Data Base containing all environment data concerning airspace organisation and structure, ACC operational organisation and ATC capacities. The ATS Environment Data Base is used by the CFMU systems for the calculation of flight profiles taking account of all the airspace constraints. ATS Reporting Office (ARO) is a unit established for the purpose of receiving reports concerning air traffic services and flight plans submitted before departure. (I) ATS Route is a specified part of the airspace structure designed for channelling the flow of traffic as necessary for the provision of air traffic services. (I) In the context of the FUA Concept, the term "ATS route" is used to mean variously Upper Air Route, Airway, Advisory Route, Standard Instrument Departure or Standard Arrival Route, RNAV Route, Permanent Route and Conditional Route. C Central Flow Management Unit (CFMU) is an EUROCONTROL Directorate established in accordance with the ICAO Centralised ATFM Organisation to provide the ATFM Service, on behalf of the participant States, in a specified part of the EUR Region. The CFMU comprises the Flow Management Division (FMD) and the Flight Data Operations Division with the Integrated Initial Flight Plan Processing System (IFPS). For ASM purposes, the CFMU is also entrusted with the Centralised Airspace Data Function (CADF). Centralised Airspace Data Function (CADF) is an ASM function entrusted to the CFMU by the ECAC States for extracting Conditional Route (CDR) information contained in the various national AUPs. The CADF compiles it into a single coherent list, the Conditional Route Availability Message (CRAM). Changed Airspace Restriction (CAR) concerns any Danger or Restricted Area not suitable for Pre- Tactical management, but for which changed use, either in time or size, could be notified to AMC the day before activity for publication in the List "DELTA" of AUP/UUP. Civil/Military Co-ordination is the communication between civil and military elements (human and/or technical) necessary to ensure safe, efficient and harmonious use of the airspace. See paragraph 5.2. Clearance (see Air Traffic Control Clearance) (I) Cleared Flight Level (CFL) is the flight level at or to which an aircraft is authorised to proceed under conditions specified by an ATC unit. Conditional Route (CDR) is an ATS route or a portion thereof which can be planned and used under certain specified conditions. CDRs can be divided into different categories according to their foreseen availability, flightplanning possibilities and the expected level of activity of the possible associated TSAs/TRAs. A CDR can be established in one or more of the three following categories: a) Category One - Permanently Plannable CDR, b) Category Two - Non-Permanently Plannable CDR, and c) Category Three - Not Plannable CDR. Page xxvi Released Issue Edition 2.0

27 Conditional Route Availability Message (CRAM) is a special consolidated ASM message issued daily by the CADF to promulgate in one message, on behalf of ECAC States, the AMC decisions on Conditional Routes (CDRs) availability notified by the AUPs for all the ECAC area. The CRAM is used by Aircraft Operators for flight planning purposes. Control Area (CTA) is a controlled airspace extending upwards from a specified limit above the earth. (I) Control Zone (CTR) is a controlled airspace extending upwards from the surface of the earth to a specified upper limit. (I) Controlled Airspace is an airspace of defined dimensions within which air traffic control services are provided to IFR flights and to VFR flights in accordance with the airspace classification. (I) Controlled Airspace is a generic term, which covers ATS airspace classes A, B, C, D & E. Controlled Airspace includes Control Area (CTA), Terminal Control Area (TMA), Airway (AWY) and Control Zone (CTR). (I) Controlled Flight is any flight, which is subject to an ATC clearance. (I) Controller s Intentions are updated flight data, which shall be exchanged, as laid down in LoAs, either simultaneously with or before, the corresponding ATC clearance is issued. Cross-Border Area (CBA) is a Temporary Segregated Area established over international boundaries for specific operational requirements. Current Flight Plan (CPL) is the flight plan, including changes, if any, brought about by subsequent clearances. (I) When the word message is used as a suffix to this term, it denotes the content and format of the current flight plan data sent from one unit to another. (I) D Danger Area (D) is an airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at specified times. (I) In the context of the FUA Concept, some Danger Areas subject to management and allocation at Level 2 are established at Level 1 as AMC-manageable areas and identified as such in AIP. F Filed Flight Plan (FPL) is the flight plan as filed with an ATS unit by the pilot or a designated representative, without any subsequent changes. (I) When the word message is used as a suffix to this term, it denotes the content and format of the filed flight plan data as transmitted. (I) Flexible Use of Airspace (FUA) Concept is based on the fundamental principle that airspace should not be designated as either pure civil or military airspace, but rather be considered as one continuum in which all user requirements have to be accommodated to the extent possible. Edition 2.0 Released Issue Page xxvii

28 Flight Data Operation Division (FDOD) is the CFMU unit responsible for the collection, updating, processing and dissemination of data on flight operations and on the air navigation infrastructure. This includes the running of, amongst other systems, the Integrated Initial Flight Plan Processing System (IFPS) and the ATS Environment Data Base. Flight Information Region (FIR) is an airspace of defined dimensions within which flight information service and alerting service are provided. (I) Flight Management System (FMS) is an integrated system, consisting of airborne sensor, receiver and computer with both navigation and aircraft performance data bases, which provides performance and RNAV guidance to a display and automatic flight control system. Flight Plan contains specified information provided to air traffic services units, relative to an intended flight or portion of a flight of an aircraft. (I) Flow Management Division (FMD) is the CFMU unit responsible for the planning, co-ordination and execution of the Strategic, Pre-Tactical and Tactical Air Traffic Flow Management. Flow Management Position (FMP) is a working position established within an ACC to ensure the necessary interface with the CEU on matters concerning the provision of the ATFM Service and the interface with national AMCs on matters concerning the ASM Service. FUA Temporary Instruction (FTI) is a temporary instruction published by the CFMU and agreed/applied by appropriate AMCs and the CFMU/CADF for all or for a part, of the FUA area. See Section 4 paragraph 4.9 G General Air Traffic (GAT) encompasses all flights conducted in accordance with the rules and procedures of ICAO and/or the national civil aviation regulations and legislation. GAT can include military flights for which ICAO rules and procedures satisfy entirely their operational requirements. General Aviation encompasses all civil aviation operations other than scheduled air services and nonscheduled air transport operations for remuneration or hire. (I) I Integrated Initial Flight Plan Processing System (IFPS) is the CFMU system in charge of receiving and processing the GAT IFR flight plan data and associated update messages for the area covered by the participating States. It subsequently distributes these messages in a format, which can be received and processed automatically by ATC Flight Plan Processing Systems (FPPS) and the CEU (West) without further intervention. The IFPS is installed in two geographical sites. K Known Traffic Environment (KTE) is the environment within which all traffic is known to ATS. Page xxviii Released Issue Edition 2.0

29 L Level 1 - Strategic ASM is the act of defining and reviewing, as required, the national airspace policy taking into account national and international airspace requirements. Level 2 - Pre-Tactical ASM is the act of conducting operational management within the framework of pre-determined existing ATM structure and procedures defined in Level 1 and of reaching specific agreement between civil and military authorities involved. Level 3 - Tactical ASM is the act, on the day of operation, of activating, de-activating or real-time reallocating of airspace allocated in Level 2 and of solving specific airspace problems and/or of individual OAT/GAT traffic situations in real-time between civil and military ATS units and/or controllers, as appropriate. This co-ordination can take place either in active or passive mode with or without action by the controller. M Manoeuvring Area is that part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons. (I) N Notice to Airmen (NOTAM) is a notice distributed by means of telecommunication containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations. (I) O Off-Route Traffic encompasses all GAT flying outside the published ATS Routes Network. On-Route Traffic encompasses all GAT flying along the published ATS Routes Network. Operational Air Traffic (OAT) encompasses all flights which do not comply with the provisions stated for GAT and for which rules and procedures have been specified by appropriate national authorities. OAT can include civil flights such as test-flights, which require some deviation from ICAO rules to satisfy their operational requirements. P Passive Mode of Real-Time Civil/Military Co-ordination is the system-supported communication mode of information in real-time between civil and military units without any action by the controller(s). See paragraph 5.2. Edition 2.0 Released Issue Page xxix

30 Permanent ATS Route is a permanently designated ATS route which is not subject to daily management at Level 2 by AMCs. See paragraph Pre-Tactical Civil/Military Co-ordination (see definition of Level 2 - Pre-Tactical ASM). See Section 4. Prior Co-ordination Airspace (PCA) is a portion of airspace of defined dimensions within which individual GAT is permitted to fly "off-route" only after prior co-ordination initiated by GAT controllers with OAT controllers. Prohibited Area (P) is an airspace of defined dimensions, above the land area or territorial waters of a State, within which the flight of aircraft is prohibited. (I) R Real-Time Civil/Military Co-ordination (see definition of Level 3 - Tactical ASM). See Section 5. Reduced Co-ordination Airspace (RCA) is a portion of airspace of defined dimensions within which GAT is permitted to fly "off-route" without requiring GAT controllers to initiate coordination with OAT controllers. Restricted Area (R) is an airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight of aircraft is restricted in accordance with specific conditions. (I) In the context of the FUA Concept, some Restricted Areas are subject to management and allocation at Level 2 are established at Level 1 as AMC-manageable areas and identified as such in AIP. Route Availability Document (RAD) is a strategically planned routing system for the CFMU area agreed at the annual ICAO Stratplan meeting. The RAD is designed as a part of the CFMU ATFM operation to make the most effective use of ATC capacity while allowing aircraft operators flight planning flexibility. The RAD enables ATC to maximise capacity by defining routings that provide an organised system of major traffic flows through congested areas and reduce the crossing of major flows at critical points S Silent Co-ordination (see definition of Active Mode of Real-Time Co-ordination) See paragraph 5.2. Standard Arrival Route (STAR) is a standard ATS route identified in an approach procedure by which aircraft should proceed from the en-route phase to an initial approach fix. Standard Instrument Departure Route (SID) is a standard ATS route identified in an instrument departure procedure by which aircraft should proceed from take-off phase to the en-route phase. Strategic Civil/Military Co-ordination (see definition of Level 1 - Strategic ASM). See Section 3. Page xxx Released Issue Edition 2.0

31 T Tactical Civil/Military Co-ordination (see definition of Level 3 - Tactical ASM). See Section 5. Temporary Airspace Allocation Process consists in the allocation process of an airspace of defined dimensions assigned for the temporary reservation (TRA/TSA) or restriction (D/R) and identified more generally as an "AMC-manageable" area. (See EUROCONTROL MANUAL FOR AIRSPACE PLANNING Vol.2 Section 3). Temporary Reserved Area (TRA) is a defined volume of airspace normally under the jurisdiction of one aviation authority and temporarily reserved, by common agreement, for the specific use by another aviation authority and through which other traffic may be allowed to transit, under ATC clearance. Temporary Segregated Area (TSA) is a defined volume of airspace normally under the jurisdiction of one aviation authority and temporarily segregated, by common agreement, for the exclusive use by another aviation authority and through which other traffic will not be allowed to transit. Note: In the context of the FUA Concept, all TRAs and TSAs are airspace reservations subject to management and allocation at Level 2. Pending results from consultation with ICAO on above definitions, the current TSA definition is maintained i.e. : Temporary Segregated Area (TSA) is an airspace of defined dimensions within which activities require the reservation of airspace for the exclusive use of specific users during a determined period of time. Terminal Airspace is a generic term encompassing Terminal Control Area (TMA), Control Area (CTA), Control Zone (CTR), Special Rules Zone (SRZ), Aerodrome Traffic Zone (ATZ), or any other nomenclature, such as Traffic Information Area (TIA) or Traffic Information Zone (TIZ) and Airspace Classification, used to describe the airspace around an airport. Terminal Control Area (TMA) is a control area normally established at the confluence of ATS routes in the vicinity of one or more major aerodromes. (I) U Unknown Traffic Environment (UTE) is the environment within which not all traffic is known to ATS. Updated Airspace Use Plan (UUP) is an ASM message of NOTAM status issued by an AMC on the day of operation to update AUP information. V Verbal Co-ordination (see definition of Active Mode of Real-Time Co-ordination) See paragraph 5.2. Edition 2.0 Released Issue Page xxxi

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33 SECTION 1 INTRODUCTION 1.1 INTRODUCTION TO THE HANDBOOK Purpose Status The purpose of the EUROCONTROL Handbook for Airspace Management is to provide, under a single cover, the general ASM functions and Air Traffic Management (ATM) related procedures that are required to apply and fully exploit the Flexible Use of Airspace (FUA) Concept in the European Civil Aviation Conference (ECAC) Member States. The EUROCONTROL Handbook for Airspace Management should be regarded as a set of actions intended as Recommended Practices to support the harmonisation of flexible ASM throughout the ECAC area. It should not be considered as the substitute for official national regulations in individual ECAC States nor for the ASM Part of the ICAO European Region Air Navigation Plan Relationship with the EUROCONTROL Manual for Airspace Planning The purpose of the EUROCONTROL Manual for Airspace Planning Volume 2 (EUROCONTROL Document ASM.ET1.ST EAPM October 2003) is to provide guidelines and criteria for an uniform airspace design and change process for ECAC States to be mirrored in their own national Airspace Guidance Material. The application of these guidelines will ensure harmonisation of airspace organisations between all ECAC States. The is intended to supplement the provisions specified in the EUROCONTROL MANUAL FOR AIRSPACE PLANNING and should therefore be used in conjunction with this document. 1.2 BACKGROUND ASM Objectives The objective of ASM is to achieve the most efficient use of the airspace based on actual needs and, where possible, to avoid permanent airspace segregation Inflexible airspace structures and airspace reservations have resulted in the inefficient use of airspace. The need for improved ASM in Europe was recognised in the late 1980s when the continuing growth of aircraft movements exceeded the capacity of the Air Traffic Services Systems causing serious delays EATCHIP/EATM In 1990, ECAC adopted an En-Route Strategy and the European Air Traffic Control Harmonisation and Integration Programme (EATCHIP) to achieve the objectives of this strategy. The aim of the En-Route Strategy was to complete the harmonisation of European Air Traffic Control systems between 1995 and 1998, and to then integrate them by the early years of the 21st century. Edition 2.0 Released Issue Page 1-1

34 In addition to the adaptation of the airspace structure to traffic flows and the implementation of area navigation, a major ASM objective of the ECAC Strategy and EATCHIP was the implementation of the FUA Concept. This Concept was developed by the civil and military representatives of the ECAC States together with representatives of Aircraft Operators (AOs) As successor to the EATCHIP, the European Air Traffic Management (EATM) Programme is now responsible for FUA matters Introduction of the FUA Concept The ECAC States representatives, and the European Organisation for the Safety of Air Navigation (EUROCONTROL), as the manager of EATM, developed, within the Airspace & Navigation Team (ANT), three documents to assist with the Implementation and the Application of the FUA Concept : a) The ANT Report on Organisational Structures and Procedures Required for the Application of the Concept of the Flexible Use of Airspace ; b) The Guidance Document for the Implementation of the FUA Concept which provide the necessary information to plan for the implementation of the Concept; c) The EUROCONTROL Handbook for Airspace Management which is designed to assist the application of the Concept in the ECAC States The ANT Report on the Organisational Structures and Procedures Required for the Application of the Concept of the Flexible Use of Airspace, [EUROCONTROL Doc ] published in March 1994, was adopted by the 4th Meeting of the ECAC Ministers of Transport (MATSE/4) on the 10th June The ANT Report made 18 specific recommendations which were developed and formed the basis of the Guidance Document for the Implementation of the Concept and the original Handbook for the Application of the Concept The Guidance Document for the Implementation of the FUA Concept was developed to assist States and users to implement the FUA Concept. The Guidance Document includes: the agreed Minimum Requirements for the Implementation of the FUA Concept, the List of Appropriate Actions for the Phased Introduction of the FUA Concept, the Guidelines for Possible System-Support Equipment, the Trial Periods and the Progress Reports to be provided by each State. The Second Edition of the Guidance Document for the Implementation of the FUA Concept was published on 18 August [EUROCONTROL Document ASM.ET1.ST GUI-02-00]. Page 1-2 Released Issue Edition 2.0

35 1.3 STRUCTURE OF THE HANDBOOK The Handbook consists of 8 sections preceded by the Record of Amendments, a Checklist, the Foreword, a Table of Contents, Abbreviations and an Explanation of Terms. Section 1 Section 2 Section 3 Section 4 Section 5 Section 6 Section 7 contains an Introduction and historical background. contains a brief overview of the FUA Concept, describes the flexible airspace structures and procedures, explains the relationship between the FUA Concept and existing Airspace Structures, and the relationship between the three components of the Air Traffic Management (ATM): Air Traffic Services (ATS), Airspace Management (ASM) and Air Traffic Flow Management (ATFM). explains in detail how the ASM Functions have to be applied at the Strategic ASM Level 1 to develop, approve and enforce common national policies through National and International Collaborative Airspace Planning taking into account neighbouring States and European requirements. explains in detail how the ASM Functions have to be applied at the Pre-Tactical ASM Level 2 to fully exploit the FUA Concept. explains in detail how the ASM Functions have to be applied at the Tactical ASM Level 3 to fully exploit the FUA Concept. summarises the various methods for the publication of ASM information in support of the FUA Concept at the three Levels. explains the methods used to evaluate the effectiveness of the current application FUA concept (FUA Indicators etc) A Bibliography of reference documents is also presented prior to the Annexes to provide more detailed information on the implementation of the FUA Concept. Annexes Edition 2.0 Released Issue Page 1-3

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37 SECTION 2 THE CONCEPT OF THE FLEXIBLE USE OF AIRSPACE 2.1 GENERAL INTRODUCTION Endorsement of the Concept In 1992 the EATCHIP Task Force on Airspace Structure and Management established a first set of principles for the proper functioning of each of the three ASM Levels - Level 1 - Strategic, Level 2 - Pre-Tactical and Level 3 - Tactical. These were endorsed by the EATCHIP Project Board in July [EUROCONTROL Doc ] The three ASM Levels of the FUA Concept were further developed by the ANT during 1993 and The Report on the Organisational Structures and Procedures Required for the Application of the Concept of the Flexible Use of Airspace was published in March It was subsequently supported by the EATCHIP Project Board in April 1994, by the NATO Committee for European Airspace Co-ordination (CEAC) in May 1994 and endorsed by the 4th Meeting of the European Ministers of Transport (MATSE/4) in June 1994 with two States still reserving their position. [EUROCONTROL Doc ] The successor to EATCHIP, the European Air Traffic Management (EATM) Programme, is now responsible for FUA matters The Basis of the FUA Concept The basis for the FUA Concept is that airspace should no longer be designated as either military or civil airspace but should be considered as one continuum and used flexibly on a day-to-day basis. Consequently, any necessary airspace segregation should be only of a temporary nature One of the major objectives of EATM is the more efficient use of airspace by civil and military users through the implementation of the FUA Concept. Airspace Management Cells (AMCs) will ensure that there is a more effective sharing of ECAC airspace through joint civil/military strategic planning and pre-tactical airspace allocation The FUA Concept has increased the flexibility of airspace use and has provided ATM with the potential to increase the capacity of the air traffic system. The FUA Concept allows the maximum joint use of airspace by appropriate civil/military co-ordination to achieve the required OAT/GAT separation. The application of the FUA Concept also ensures, through the daily allocation of flexible airspace structures, that any necessary segregation of airspace is based on real usage within a specific time period (See Figure 1). Edition 2.0 Released Issue Page 2-1

38 ASM ATC Civil/Military Co-ordination Capability Nature and extent of Civil & Military activities Y Adequate Co-ordination & Access to all necessary Flight/Radar Data? Potential hazard to participating and nonparticipating aircraft? Y N Need for Protection N Joint Use of Airspace Airspace temporarily segregated Figure 1 : Process to determine requirement for temporary segregation of airspace within the FUA Concept The application of the Concept leads to: a) an increase of flight economy offered through a reduction in distance, time and fuel; b) the establishment of enhanced Air Traffic Services (ATS) route network and associated sectorisation providing : - an increase in Air Traffic Control (ATC ) capacity; - a reduction in delays to General Air Traffic; c) more efficient ways to separate Operational and General Air Traffic; d) an enhanced real-time civil/military co-ordination; Page 2-2 Released Issue Edition 2.0

39 e) a reduction of ATC workload; f) a reduction in airspace segregation needs; g) the definition and use of Temporary Segregated Areas that are more closely in line with military operational requirements and more generally that better respond to specific military requirements in tactical phase Application of the FUA Concept Effective application of the FUA Concept requires the establishment in each of the ECAC States of a national high-level airspace policy body. This body is tasked with the reassessment 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. The States also require to establish adequate real-time civil/military coordination facilities and procedures so as to fully exploit the FUA Concept. The practical application of the FUA Concept relies on National Airspace Management Cells (AMCs) for the daily allocation and promulgation of flexible airspace structures, and on the Centralised Airspace Data Function (CADF) within the EUROCONTROL Central Flow Management Unit (CFMU) for the dissemination to aircraft operators of the daily availability of nonpermanent ATS routes Information on the implementation of the FUA Concept is contained in the Guidance Document for the Implementation of the FUA Concept [EUROCONTROL Document ASM.ET1.ST GUI-02-00]. 2.2 THE THREE ASM LEVELS Introduction The FUA Concept is based on three Levels of ASM which have been identified as: a) Strategic ASM - Level 1, b) Pre-Tactical ASM - Level 2, and c) Tactical ASM - Level The three ASM Levels correspond with civil/military ATM co-ordination tasks. Each Level is related directly to, and impacts on, the others. The following paragraphs describe the FUA Concept in operation at the three ASM Levels ASM LEVEL 1 National and International Airspace Policy Strategic ASM at Level 1 consists of a joint civil and military process within a high-level civil/military national body, which formulates the national ASM policy and carries out the necessary strategic planning work, taking into account national and international airspace users requirements In order to maintain a flexible airspace organisation, ECAC States assess and re-assess their national airspace and routes structures. At Level 1, the States determine the working structures for ASM Levels 2 and 3, and give them the agreed minimum authority to carry out their tasks. The States lay down the procedures to be followed at these tactical and pretactical levels and agree priority rules and negotiation procedures for airspace allocation at Level 2 and Level 3. Edition 2.0 Released Issue Page 2-3

40 To enable a continual improvement of the efficiency of airspace use, the States will conduct a periodic review of national airspace and route structures. This periodic review will include the detailed analysis of ASM planning and operations at Levels 1, 2 and ASM LEVEL 2 Day to Day allocation of airspace Pre-Tactical ASM at Level 2 consists of the day-to-day management and temporary allocation of airspace through national or sub-regional AMCs AMCs are joint civil/military ASM focal-points which have the authority to conduct operational ASM within the framework of the States airspace structures, priority rules and negotiation procedures as laid down by the national policy body. AMCs collect and analyse all airspace requests and decide the daily airspace allocation. AMCs promulgate the airspace allocation as an Airspace Use Plan (AUP) and amendments thereto through Updated Airspace Use Plans (UUPs) The ECAC Centralised Airspace Data Function (CADF) is established within the CFMU. The CADF collects availability information on non-permanent ATS Routes called Conditional Routes (CDR) from the various AUPs and compiles it into a consolidated list called the Conditional Route Availability Message (CRAM) and, when necessary, a CRAM Correction Message The CRAM and CRAM Correction Messages are used by Aircraft Operators (AOs) for flight planning purposes ASM LEVEL 3 Real-Time use of airspace Tactical ASM Level 3 consists of the real-time activation, deactivation or real-time reallocation of the airspace allocated at Level 2 and the resolution of specific airspace problems and/or traffic situations between civil and military ATS units and/or controllers, as appropriate Flexibility in the use of airspace is enhanced by real-time civil/military co-ordination capability. This flexibility depends on the potential offered by the joint use of airspace by civil and military traffic Real-time access to all necessary flight data, including controller s intentions, with or without system support, permits the optimised use of airspace and reduces the need to segregate airspace(see figure 1). 2.3 FLEXIBLE AIRSPACE STRUCTURES AND PROCEDURES General The FUA Concept uses airspace structures that are particularly suited for temporary allocation and/or utilisation. The different airspace structures such as Conditional Routes (CDRs), Temporary Reserved Areas (TRAs), Temporary Segregated areas (TSAs), or Cross- Border Areas (CBAs) and Prior Co-ordination Airspace (PCA) or Reduced Co-ordination Airspace (RCA) procedures used for flexible airspace management are detailed hereafter Planning considerations for the establishment of Conditional Routes (CDR Concept) and the Temporary Airspace Allocation (TAA Process) can be found in the Section 3 of the EUROCONTROL Manual for Airspace Planning Volume 2. Page 2-4 Released Issue Edition 2.0

41 2.3.2 Conditional Routes A Conditional Route (CDR) is a non-permanent ATS route or a portion thereof which can be planned and used only under certain specified conditions. CDRs permit the definition of more direct and alternative routes by complementing and linking to the existing ATS route network CDRs are non-permanent parts of the published ATS route network that can be established by Level 1 : - through areas of potential temporary reservation (e.g. TRA or TSA), with CDR opening/closure resulting from associated military activities, and/or - - to address specific ATC conditions (e.g. traffic restrictions or ATC sectorisation compatibility) with CDR opening/closure resulting from purely civil needs The properties of CDRs, including their categories, alignment and route designator, are published in national AIPs. The conditions of use of those CDRs allocated at Level 2, in terms of time and flight levels, are notified to the CADF in the daily national AUPs and promulgated by the CADF in the daily CRAM CDRs are divided into different categories according to their estimated availability and flight planning possibilities. A CDR can be established at Level 1 in one or more of the three following categories: CATEGORY ONE (CDR 1) - Permanently Plannable CDR during the times published in National Aeronautical Information Publications (AIPs) When a CDR is expected to be available for most of the time, it should be declared as permanently plannable for stated time periods and published as a CDR 1 in AIPs. CDRs 1 can either be established on a H 24 basis or for fixed time periods CDRs 1 form part of the strategic ATS route planning process and complement the permanent ATS route network. Consequently, CDRs 1 are expected to be available for the time period declared in the AIP. Any very rare closure of a CDR 1, which needs action to refile the flight plan, has therefore to be published with appropriate advance AIS notice CATEGORY TWO (CDR 2) - Non-Permanently Plannable CDR CDRs 2 form part of pre-defined routing scenarios depending on the allocation of associated AMC-manageable areas. Category Two CDRs will be established and utilised with the aim of maximising one or more of the following benefits: - Better Traffic Distribution, Increase in Overall ATC Capacity and Flight Economy CDRs 2 availability can be requested to adjust traffic flow, when a capacity shortfall has been identified and after consideration of relevant ACC factors has been made by the FMPs/ACCs concerned Flights on Category CDRs 2 may be flight planned only when the CDR is made available in the CRAM CATEGORY THREE (CDR 3) - Not Plannable CDR CDRs 3 are those CDRs that are expected to be available at short notice when the prenotified activity in the associated TSAs or TRAs, or R or D Areas has ceased. Flights will be planned on the basis of the utilisation of the permanent ATS route network around the areas. Edition 2.0 Released Issue Page 2-5

42 After co-ordination with the military unit(s) in charge of the associated TSA(s) or TRA(s), or R or D Area(s), the GAT controller may offer an aircraft a short-notice routing through the area using a pre-defined CDR CDRs 3 are published in AIPs as CDRs usable on ATC instructions only. CDRs 3, not being subject to allocation the day before by AMCs, do not form part of the AUP nor the CRAM Temporary Airspace Allocation (TAA) Process The Temporary Airspace Allocation (TAA) Process consists in the allocation process of an airspace of defined dimensions assigned for the temporary reservation (TRA/TSA) or restriction (D/R) and identified more generally as an "AMC-manageable" area (see EUROCONTROL MANUAL FOR AIRSPACE PLANNING Vol.2 Section 3, Chapter 3.9) Two different types of airspace reservation can be established taking into consideration the activity that would take place associated with the transit possibility : - Temporary Reserved Area (TRA) is a defined volume of airspace normally under the jurisdiction of one aviation authority and temporarily reserved, by common agreement, for the specific use by another aviation authority and through which other traffic may be allowed to transit, under ATC clearance; Note: - Temporary Segregated Area (TSA) is a defined volume of airspace normally under the jurisdiction of one aviation authority and temporarily segregated, by common agreement, for the exclusive use by another aviation authority and through which other traffic will not be allowed to transit. Pending results from consultation with ICAO on above definitions, the current TSA definition is maintained i.e. : Temporary Segregated Area (TSA) is an airspace of defined dimensions within which activities require the reservation of airspace for the exclusive use of specific users during a determined period of time The TAA Process give States considerable flexibility in the use of airspace. TSAs/TRAs are established at Level 1, allocated by AMCs at Level 2 in response to daily requests for specific periods, and activated at Level 3 for periods corresponding as closely as possible to the real-time civil or military airspace users requirement. In order to conduct several activities in the area, the TSA and TRA may be subdivided at Level 1 and published as such in AIP. Activation/de-activation process of the subdivided areas allows to accommodate the daily changes in traffic situations and airspace users requirements TSAs/TRAs are established in response to the need for civil, military, R&D, training, testflights or activities of a temporary nature which, due to the nature of their activities, need segregation to protect both them and non-participating traffic. TSAs/TRAs are established in accordance with national policy and allocated by AMCs for specific activities In addition, TSAs/TRAs, as AMC-manageable airspace structures, supplement, replace or modify, where possible, existing airspace structures such as Danger or Restricted Areas. However, in some situations, for example in airspace over the High Seas, or because of difficulty in the notification of airspace status to airspace users in some ATS classes of airspace, or because of national legal requirements, States may have a continuing requirement to retain Danger (D) and Restricted (R) Areas (see para 2.4.2). Page 2-6 Released Issue Edition 2.0

43 2.3.4 Cross-Border Areas A Cross-Border Area (CBA) is an airspace reservation (TSA or TRA) established for specific operational requirements over international boundaries. CBAs are established to allow military training and other operational flights on both sides of a border. CBAs, not being constrained by national boundaries, can be located so as to benefit both GAT and OAT operations. CBAs, combined with the potential use of CDRs through them, permit the improvement of the airspace structure in border areas and assist in the improvement of the ATS route network Political and military agreements between the States concerned are required prior to the establishment of CBAs. Formal agreements for the establishment and use of CBAs have to address issues of Sovereignty, Defence, Legality, Operations, the Environment and Search and Rescue Prior/Reduced Co-ordination Airspace Procedures A Prior Co-ordination Airspace (PCA) is a portion of airspace of defined dimensions within which individual GAT is permitted to fly "off-route" only after prior co-ordination initiated by GAT controllers with OAT controllers The PCA procedure, as another way of booking airspace, involves a given block of controlled airspace within which military activities can take place on an ad-hoc basis with individual GAT transit allowed under rules specified in LoAs between units concerned A Reduced Co-ordination Airspace (RCA) is a portion of airspace of defined dimensions within which GAT is permitted to fly "off-route" without requiring GAT controllers to initiate co-ordination with OAT controllers When OAT traffic is of low intensity, the need for civil/military co-ordination of off-route GAT unnecessarily increases controller workload. The RCA procedure is usually applied for a very large area such as the entire FIR/UIR, but also for critical ACC sectors which have different capacity figures according to the existence of military activity or not Before GAT is permitted off-route, the OAT controller who is responsible for the separation between OAT and GAT, must have ready access to all necessary flight and radar data, including controller s intentions, on all relevant GAT within his area of responsibility. 2.4 APPLICATION OF THE FUA CONCEPT TO EXISTING AIRSPACE STRUCTURES ATS Routes Under ICAO provisions, an ATS Route is a specified route designated for the routing of GAT and for the provision of air traffic services. The term "ATS route" is used in the Handbook to mean variously: Upper Air Route, Airway, Advisory Route, Standard Instrument Departure or Standard Arrival Route, RNAV Route or Conditional Route The term Permanent ATS Route" is used in this Handbook to designate all ATS Routes other than Conditional Routes (CDRs). A Permanent ATS Route is therefore a permanently designated route which is not subject to daily management at Level 2 by AMCs. Nevertheless, a Permanent ATS Route can be closed, but only under specific conditions specified at Level 1 and published by NOTAM, e.g. for large scale military exercises. Edition 2.0 Released Issue Page 2-7

44 2.4.2 Airspace Restrictions - D, R, P Areas Some aerial activities which pose a potential risk to other users may not be capable of being planned the day before operation. In these circumstances, States may retain or establish Danger (D), Restricted (R) and Prohibited (P) Areas for safety and notification reasons When an airspace restriction is manageable at Level 2, the FUA Concept recommends that where possible, D and R Areas are replaced or modified by TSAs or TRAs. Those States which have a continuing requirement to retain D and R Areas should, however, allocate and activate such areas in the same way as TSAs or TRAs. The AIP identifies as AMCmanageable areas those D and R areas managed and allocated at Level Any remaining D, R and P Areas that are not suitable for Level 2 management remain unaltered from traditional utilisation and are identified as such in the AIP Controlled Airspace Controlled airspace is established for the purpose of protecting aircraft flying in accordance with the Instrument Flight Rules (IFR) during the departure, en-route and arrival phases of flight by providing an Air Traffic Control Service to IFR flights and to VFR flights in accordance with the airspace classification When controlled airspace is established in the whole airspace as a control area, Categories One & Two CDRs and TSAs/TRAs are designated at Level 1 as pre-determined airspace structures to be allocated or de-activated at Level 2 by AMCs on a day-to-day basis and used at Level 3 under conditions known by both civil and military airspace users and control units involved ASM in the Lower Airspace It is recognised that a major difference between Upper and Lower Airspace, and therefore a potential difficulty, is that the Lower Airspace introduces the element of Uncontrolled Airspace and therefore an Unknown Traffic Environment (UTE). This is particularly the case where a portion of Controlled Airspace (CAS), ICAO classification A to E inclusive, borders a portion of Uncontrolled Airspace, classification F or G Under the ICAO Airspace Classification system the classification A precludes VFR; B, C and D require VFR traffic to obtain an ATC clearance, to operate in the airspace, and therefore these airspace classifications can be considered as a Known Traffic Environment (KTE). Classification E, although under the heading of Controlled Airspace, does not require VFR traffic to obtain an ATC clearance, or carry a radio, and therefore has to be considered as an Unknown Traffic Environment (UTE). In classification E, IFR flights receive an ATC service in respect to other IFR flights and in respect to VFR flights, traffic information, as far as practicable, is provided The implementation of FUA in the Lower Airspace requires to make a distinction between the FUA in a known traffic environment including the Terminal Areas (CTA,TMA, CTR, ATZ) and the FUA in an unknown traffic environment As with the Upper Airspace, the application of FUA in the Lower Controlled Airspace, is centred upon flexible airspace structures (see para 2.3) being made available to the various users according to the usual FUA procedures (see para 2.2). Page 2-8 Released Issue Edition 2.0

45 The main difficulty related to the application of FUA in the Lower Uncontrolled Airspace is the way of informing in real-time the users and/or the ATS Providers about the current airspace structure and associated status. In order to guarantee the safety and the access to the airspace information to the wider audience, the implementation of FUA in the unknown traffic environment has to be limited to airspace structures (see EUROCONTROL MANUAL FOR AIRSPACE PLANNING Volume 2 Section 3) compulsorily published in the AIP with pre-defined activation/de-activation time that shall be strictly respected. 2.5 TRANSITION TO THE FUA CONCEPT The State adopting the FUA Concept is committed to re-assess current national airspace and route structures with the aim of implementing a flexible airspace organisation In order to assist the States, the main actions required for the establishment of the FUA Concept have been summarised in the ECAC Guidance Document (ASM.ET1.ST GUI-01-00). This document provides also the cross-references between the required actions and the related ASM documents The resulting transition from its current airspace situation into the flexible airspace organisation under the FUA Concept can be summarised as follows: CURRENT SITUATION Basic ATS Routes FLEXIBLE ORGANISATION Permanent ATS Routes Temporary Routes, Week-end Routes, Complementary Routes, Selected Tracks, Link Routes, Off-load Routes, etc... CDR Category One, Two and/or Three. TRAs, MTAs, Type C Areas, etc... TSAs or TRAs and, where applicable, CBAs (TSA or TRA by its nature) R (TRA) or D (TRA) D or R to be manageable at Level 2 TSAs or TRAs, or, if not possible, D or R Areas manageable in the same way as TSAs, or TRAs. D or R not manageable at Level 2 D or R with possibility of reduced use known by the AMCs the day before operations Different blanket approval and/or prior coordination procedures for off-route GAT PCA/RCA Procedures Figure 2 : Transition to the FUA Concept Edition 2.0 Released Issue Page 2-9

46 2.6 ATS/ASM/ATFM RELATIONSHIP General As an integral part of Air Traffic Management (ATM), Airspace Management (ASM) should work in close co-operation with both Air Traffic Services (ATS) and Air Traffic Flow Management (ATFM) An airspace structure reorganised to increase the accessibility of more airspace is accepted as essential to increasing the capacity of the ATS system and reducing GAT delays. Therefore, ACC sector capacity figures will improve in response to the different route and airspace organisation resulting from the daily AMC allocation In order to achieve an improvement in airspace use, the link between ASM and ATFM is harmonised at all the three Levels including compatibility between ATS, ASM and ATFM procedures and timetables During an initial phase, all related pre-tactical ASM and ATFM activities, in particular the promulgation of AMCs deliverables (AUPs & UUPs) and CFMU deliverables (CRAM & ANM), will take place within a common agreed timetable as illustrated in Annex ASM/ATFM Relationship at Strategic Level - Level Both ASM and ATFM have a Strategic Planning Phase. In Level 1 ASM this consists of a periodical review of the use made of the airspace using traffic statistics and forecasts Level 1 ATFM identifies the choke points, sector capacity and demand imbalances which should be examined in parallel with the ASM Level 1 review. This national periodical review process involving both airspace & route planners, ACCs/FMPs and AMC should keep pace with the development of improved navigation capabilities, advanced ATC techniques and changes in user requirements [see para i), j) & k)] The planning and establishment of Permanent ATS Routes and CDRs is conducted nationally within the framework of a co-ordinated and co-operative European-wide ATS Route Structure. Through this co-operative and continuous planning process done within the specialised EATM ANT Sub-Group (RNDSG), European medium term and longer term plans are developed to improve and upgrade the ATS Route Network in the ECAC area of the ICAO European Region (See Paragraph ) The national airspace review of CDRs also assists the annual ICAO StratPlan meetings, organised by the EUROCONTROL CFMU, to establish solutions of identified bottlenecks for the following summer The Route Availability Document (RAD) enables ATC to maximise capacity by defining route restrictions that provide an organised system of major traffic flows while allowing aircraft operators flight planning flexibility. The RAD is therefore based primarily on permanent ATS Routes and CDR1s and includes route restrictions as published in the national AIPs, LOAs, NOTAMs and AIP Supplements. The RAD includes a number of permanent routeing suggestions to assist AOs in the preparation of their flight plans, these suggestions are advisory and not mandatory. Note The time parameters to be used during an initial period take into account only existing development programmes and current constraints. They would be considered as the initial target to be aimed at by both the military and civil users as well as the CFMU. Page 2-10 Released Issue Edition 2.0

47 In addition, routeing scenarios in conformity with the RAD are implemented by the FMD after co-ordination, through the tele-conference procedure, with FMPs and AOs concerned. These routeing scenarios become mandatory for the period expected to be critical. Exceptions are made for State aircraft where the scenario would compromise a diplomatic clearance An international review of CDRs has also to be undertaken periodically for a given region to assess from practical experience of ACCs/FMPs and AMCs the benefits gained from the use of CDRs in terms of sector capacity increase and/or better traffic distribution in addition to the shorter routeing provided. This review of CDRs usage will allow the identification of pre-defined CDR 2 scenarios, if possible for the following summer, to be used during the pre-tactical ATFM phase by the CFMU/FMD in co-ordination with FMPs concerned to solve any ATFM problems ASM/ATFM Relationship at Pre-Tactical Level - Level In the pre-tactical ATFM phase, the FMD highlights areas of insufficient ATC capacity. Routeing scenarios following the RAD or using, pre-defined CDRs 2 and/or RCA application for critical ACC sectors have then to be considered to solve those capacity shortfall in co-ordination with ACCs/FMPs concerned (see para. 4.3) User requirements necessitating segregated airspace form the basis for requests and allocation of TSAs and TRAs (see para. 4.2) ATC/ASM/ATFM Relationship at Tactical Level - Level If a reduction in the activation time of a TSA or TRA is agreed between units, the subsequent release of airspace enables civil ACCs to open certain CDRs and re-route traffic flows at a short notice. Similarly, military ATS units are able to use TSAs or TRAs at short-notice when they do not affect the general ATFM plan. To enlarge or combine TSAs or TRAs civil ACCs may be able to allocate, at short notice, some flight levels of an ATS route segment for temporary OAT use The use of RCA procedure, by direct agreement between the control units involved, reduces the GAT controller's workload by suppressing the need for the individual co-ordination of any off-route GAT under PCA procedure and allows more direct routings and permits radar vectoring around major high density crossing-points Under these circumstances the difference between ATS, ASM and ATFM may become blurred. A civil ATC unit can be tasked with ATC, ASM and, through its FMP, ATFM responsibilities simultaneously For example, the identification by the ACC of a TSA or TRA deactivated early and available for use as a CDR is a Level 3 ASM task. The identification of particular CDRs required to resolve the ACC/sector or another ACCs capacity problem is more a Pre-Tactical ATFM task.. The consequent re-routing of the GAT flow at short notice is a tactical ATFM task. Finally, the control of the GAT on the newly re-opened CDR is an ATS task of the ACC. The control, co-ordination, safe and expeditious conduct of air traffic, including the resolution of GAT and OAT conflicts, remains within the ATS remit. Edition 2.0 Released Issue Page 2-11

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49 3.1 GENERAL SECTION 3 AIRSPACE MANAGEMENT LEVEL 1 FUNCTIONS Strategic ASM at Level 1 consists of a joint civil and military process established in each ECAC State by the "National High-Level Airspace Policy Body". The National High-Level Airspace Policy Body formulates the national ASM policy and carries out the necessary strategic planning work, taking into account national and international airspace users and ATS providers requirements The main function of the National High-Level Airspace Policy Body is therefore to ensure a safe and efficient use of the national airspace structure and ATS route network and to provide a continuum and transparency of operational handling at national boundaries based on harmonised agreements derived from collaborative airspace planning with neighbouring States This is to be achieved through the development, approval and enforcement of common national policies for an effective airspace allocation and review process, taking into account the needs of all stakeholders, including national security and defence needs, environmental issues as well as any particular neighbouring States requirements. 3.2 NATIONAL COLLABORATIVE AIRSPACE PLANNING Strategic Objectives The Strategic Objectives for the National High-Level Airspace Policy Body are : a) To maintain and actively seek to improve the safe and effective management of the airspace and its supporting infrastructure. b) To carry out fair and effective regulation of the airspace system. c) To build confidence and respect between airspace regulators and all other stakeholders through consultation and co-operation. d) To maintain and improve standards of service through effective planning and monitoring of the high-level body s key processes and activities. e) To accommodate shared use of national airspace by all user groups. f) To harmonise airspace management procedures with neighbouring States Responsibilities The permanent National High-Level Airspace Policy Body is required to establish a joint civil and military process to perform the following minimum functions: a) To formulate the national policy for airspace management based on the "Airspace Charter" template as presented at Annex 4; Edition 2.0 Released Issue Page 3-1

50 b) To reassess the national airspace structure and ATS route network periodically with the aim of planning, as far as possible, for flexible airspace structures and procedures in the Upper and in the Lower Airspace (including Terminal Areas); c) To validate activities requiring airspace segregation and assess the level of risk for other airspace users; d) To plan the establishment of CDRs, TSAs, TRAs, CBAs and RCAs in the Upper and Lower Airspace and to conduct, if required, associated safety assessment; e) To change or modify, if required and if practicable, Danger and Restricted Areas into TSAs ortras; f) To establish controlled airspace and ATS airspace classifications taking into account the FUA concept; g) To publish in the national AIP the status of airspace structures and ATS routes under its jurisdiction; h) To co-ordinate major events planned well in advance of the day of operation, which require additional segregated airspace such as large scale military exercises, and notify these activities by AIS-publication; i) Establish a list of days covering extended holiday periods when military operations are likely to be reduced, allowing the temporary conversion of some CDRs 2 as CDRs 1 and notify this status change by AIS publication (AIP Supplement); j) To periodically review the national airspace needs and, where applicable, cross-border airspace utilisation; k) To periodically review the procedures and efficiency of Level 2 operations, the submission of airspace requests by the national Approved Agencies (AAs), and the negotiating procedures and priority rules for AMC airspace allocation; l) To periodically review the procedures and efficiency of Level 3 operations, the prompt exchange and dynamic update of all necessary flight plan and radar data, and the use of adequate civil/military co-ordination facilities; m) To provide a continuum and transparency of operational handling at national boundaries through collaborative airspace planning and harmonised airspace management procedures with neighbouring States Principles General Principles sustaining the above Strategic Objectives and Functions of the National High- Level Body are mainly related to Safety, Consultation, Co-operation and Environment issues Safety Safety is the paramount concern for the National High-Level Airspace Policy Body in carrying out its responsibilities. Safety performance levels shall be maintained or enhanced, and the planning of airspace arrangements shall take account of obligations imposed by higher authorities and safety regulation requirements The National High-Level Airspace Policy Body will conform with international best practices and will ensure that the Airspace Change Processes, procedures and instructions are compatible with appropriate Military and Civil Aviation safety procedures. Page 3-2 Released Issue Edition 2.0

51 When considering and refining a proposal for an airspace change, the National High-Level Airspace Policy Body will review, if required, the safety assessment of each case as supplied by the customer, to ensure that national and international plans evolve in an overall risk-reducing manner. In particular, a risk assessment will be systematically conducted by each ECAC State before implementing FUA procedures in the Lower Airspace (see para ) Consultation Consultation with airspace users, service providers and other relevant bodies will be conducted with the aim of obtaining consensus, wherever possible, before making changes in the planning or design of airspace arrangements The National High-Level Airspace Policy Body is charged with reconciling civil and military operational needs, without affording preferential treatment to either, and ensuring that airspace planning takes into account all user interests Co-operation Close co-operation will be maintained with national and international partners to ensure that national airspace planning and policies are consistent with national and international commitments and programmes Environment The environmental impact of airspace design and planning is to be taken into account at the earliest possible stage when revising airspace procedures and arrangements The National High-Level Airspace Policy Body is also required to ensure, where appropriate, that any changes, which may have an adverse impact on the noise disturbance in the vicinity of an airport, are the subject of proper consultation with all those concerned Collaborative Working Organisation A National Airspace Management Advisory Committee should be established by the National High-Level Airspace Policy Body. This advisory body will be consulted for advice and views on any major matter concerned with airspace management. However, depending on the size of the ATS organisation and the mandate of the National High-Level Airspace Policy Body, the tasks dedicated to the National Airspace Management Advisory Committee can be carried out inside the National High-Level Airspace Policy Body, as a supplementary function The main task of National Airspace Management Advisory Committee is to assist the National High-Level Airspace Policy Body in the development of airspace policies, configurations and procedures in order that due attention is given to the diverse requirements of all airspace users and ATS providers, civil and military The Committee may be chaired by the Chairman of the National High-Level Airspace Policy Body, with membership covering the whole spectrum of the State aviation community and remaining under constant review Most of the National Airspace Management Advisory Committee business will be conducted by correspondence, but the Committee will meet in Plenary Session on request. Note: As defined in the paragraph the "Collaborative Working Organisation" and the associated activities must be considered as "recommended practices". Edition 2.0 Released Issue Page 3-3

52 A proposal, which may originate within the National High-Level Airspace Policy Body or be initiated by a member organisation, will be circulated for National Airspace Management Advisory Committee members comments. If the proposal does not originate within the National High-Level Airspace Policy Body itself, then the National High-Level Airspace Policy Body s views need also to be circulated If the matter is straightforward, a consensus will easily emerge from which the National High-Level Airspace Policy Body will then frame associated changes to legislation and/or alter airspace boundaries or associated procedures If the matter is more complex, then a sub-committee or working group may be set up by the National High-Level Airspace Policy Body in which all interested members may play a part in formulating a report. A Plenary Session of the Committee will then be required to discuss the report and offer advice to the National High-Level Airspace Policy Body National Airspace Management Advisory Committee should be seen as a discussion board which operates on the principle that those who have a voice in the formulation of policies are more likely to abide by those policies. Such a principle therefore relies heavily on mutual trust and interest Common Airspace Policy Formulation and Review Process This procedure will be commonly applied by each ECAC State to the development of all Policies relevant to the planning of en-route and off-route airspace arrangements, airspace and related procedures, and regulatory functions which the National High-Level Airspace Policy Body exercises on behalf of all airspace users (civil and military) and ATS providers In the context of the Common Airspace Policy Formulation and Review Process, "Policy" refers to: a standing decision rule which gives guidance on acceptable and unacceptable types of action to those with executive responsibility The Common Airspace Policy Formulation and Review Process falls into six stages: 1. identification of need; 2. analysis of the potential impact; 3. decision to proceed; 4. consultation; 5. approval and 6. publication The flowchart presented at Figure 1 illustrates the activities, considerations and requirements of the Common Airspace Policy Formulation and Review Process Proper co-ordination and agreement with the appropriate Civil and Military Aviation Organisations is a critical element of the process and should be carried out before any external consultation takes place An Impact Assessment (IA) describing the overall impact of a Regulatory Measure or Policy Change and including a safety case, an environmental assessment, a legal assessment and a cost benefit analysis will be initiated and/or conducted, if required, by the High-Level Airspace Policy Body when formulating Policy or initiating legislative change Policies are to be subject to periodic reviews. The criteria for review will be set out in the policy statement. The length of the review period shall take into account the scale of impact of the new or revised policy. Page 3-4 Released Issue Edition 2.0

53 Originator: e.g. ICAO, EU EUROCONTROL NATO Civil Aviation Authorities Military Aviation Authorities National Airspace Management Advisory Committee State Strategic Implications Draft Impact Assessment (IA) R & D Programme... Is a Policy Required? YES Analysis and Preparation of Policy by Originator and/or National High- Level Airspace Policy Body. NO NO FURTHER ACTION Co-ordination and Agreement with appropriate Civil and Military Aviation Organisations IDENTIFICATION ANALYSIS & INITIAL CONSULTATION International Co-ordination (and Agreement) with neighbouring States (and/or other ECAC States) Submit to National High-Level Airspace Policy Body for Decision to proceed. NO REFER DECISION TO PROCEED YES National Airspace Management Advisory Committee Information SOME All Airspace Users concerned? FORMAL CONSULTATION YES Full Advisory Committee Consultation including draft IA and International Agreements Review Consultation Results Revise Draft IA and International Agreement, if necessary. Is Policy Agreed by the Advisory Committee? NO REFER TO ORIGINATOR APPROVAL YES Submit to National High-Level Airspace Policy Body for Approval. NO REFER YES PROMULGATION PUBLICATION Figure 1 : Common Airspace Policy Formulation and Review Process Edition 2.0 Released Issue Page 3-5

54 3.2.6 Common Airspace Change Process This procedure will be applied to the development of a common "Airspace Change Process" to be established by each ECAC State to ensure that proposed changes to airspace are initiated, considered, refined, approved and implemented in a safe and controlled manner, and in accordance with the policies and procedures laid down by the National High-Level Airspace Policy Body In the context of the Common Airspace Change Process, "Clients" refers to: those allowed to request changes to airspace" (e.g. airspace users, ATS providers etc.) The Client, on identifying a possible requirement to change airspace, will inform the National High-Level Airspace Policy Body, which will then be available to offer advice on aspects concerning the Guidelines, design, safety management and consultation exercise. Ownership of the proposal will always remain with the Client The Client will carry out, if required, initial informal consultation and in the event of a deadlock situation or undue delay may refer the problem to the National High-Level Airspace Policy Body for advice. The National High-Level Airspace Policy Body may then take a judgement, perhaps after further consultation with the objector, to decide how the objection should be handled On completion of informal consultation, the Client will submit a formal proposal with full details of the change The National High-Level Airspace Policy Body will be responsible, where necessary, for conducting the case study, formal consultation, proposal refinement, approval and establishment phases of the process The flowchart presented at Figure 2 illustrates the phases and activities of the Common Airspace Change Process On completion of the formal consultation and eventual refinement, the National High-Level Airspace Policy Body will formally accept the project and agree a completion date with the Client. The Client will be responsible for developing and subsequently publishing the ATC operational procedures, if so required For some major changes (e.g. involving extensive new procedures, cross-border airspace etc...), States should estimate a sufficient time (which must be reflected in the target completion date) to conduct the formal process in order to comply with the two AIRAC Cycles required by ICAO for promulgation. Some changes may be concluded in less than the stated period, but where such changes are subject to publication by AIRAC Cycle, unless a full AIRAC cycle can be gained, no reduction can be initiated All significant airspace changes will be subject to review by the National High-Level Airspace Policy Body to ensure that they efficiently serve the purposes for which they were designed. The period between introduction and review will vary according to the complexity and purpose of the airspace. The time of the review will be agreed by the National High-Level Airspace Policy Body and the Client prior to introduction of the changes. Page 3-6 Released Issue Edition 2.0

55 Requirements Identified by: - Airspace Users - ATS Providers - National High Level Airspace Policy Body (SEE NOTE 1) Consultation with the National High Level Airspace Policy Body on Policy, Charter & Guidelines Client Study against DESIGN PHASE Does it comply? NO Rejected Client Safety Assessment YES Develop Proposal INITIAL CONSULTATION Conduct preliminary informal consultation with Airspace Users/ATS Providers affected Do they accept the Proposal? NO Modify Proposal Deadlock YES Submit formal Proposal National High Level Airspace Policy Body to resolve in liaison with other parties, as required CASE CONSIDERATION State Strategic Implications Draft Impact Assessment (IA) SEENOTE1 Case Study led by National High Level Airspace Policy Body with participation from all Civil and Military Aviation Organisations concerned International co-ordination & Agreement with neighbouring States (and/or ECAC States) Does it comply with all requirements??? NO REFER TO CLIENT NOTE 1 For change proposals initiated by the National High-Level Airspace Policy Body, a shortcut version of this process will be utilised, commencing from the "Case Study" point. Full Advisory Committee Consultation including draft IA, International Agreements & proposal refinement, if necessary Review Consultation Results YES Proposal accepted by the Advisory Committee? NO Revise Draft IA & International Agreements, if necessary REFER TO CLIENT FORMAL CONSULTATION & REFINEMENT APPROVAL YES SUBMIT TO NATIONAL HIGH-LEVEL AIRSPACE POLICY BODY FOR APPROVAL NO REFER TO CLIENT YES IMPLEMENTATION PROMULGATION Figure 2 : Common Airspace Change Process Edition 2.0 Released Issue Page 3-7

56 3.2.7 Dynamic Airspace Management General The intent of Dynamic Airspace Management is to describe a process allowing the delineation of ad-hoc structures at Levels 2 and 3, limited initially to specific re-routing scenarios and to different allocation scenarios The Dynamic Airspace Management process refers to the use of additional procedures for the delineation and allocation of airspace, and associated dissemination of information with the aim of enhancing the current Basic FUA process to respond to specific short-notice airspace requirements and route optimisation Dynamic Airspace Management addresses the development of airspace in the form of adhoc volumes or routes that have not been pre-defined at Level 1, but that could match the military requirements in a better way and / or enable civil capacity requirements, in realtime and at Level 2. The type of ad-hoc structures that can be created should not only focus on the current FUA structures, but should be reflected in the Dynamic Airspace Management concept, based on a more generic terminology As such, 'Ad-hoc Structures' refer to airspace structures, whether routes or areas, required to meet operational needs at shorter notice than Level 1 process. The establishment of such ad-hoc structure at Level 2 or Level 3 should follow the general design and safety management criteria Prior to implementing any Dynamic Airspace Management process at the three ASM levels, the following topics must be addressed in order to enhance the Basic FUA concept and refer to: Airspace Delineation: Level 1 defines and establishes the process allowing the Levels 2 and 3 to create ad-hoc structures. Airspace Allocation: At Level 2, the current AMC process will be enhanced in order to allocate ad-hoc airspace structures created in accordance with Level 1 policy. At Level 3, a decision-making process needs to be implemented, allowing all partners involved to discuss, modify and agree at short notice (i.e. as near real-time as possible) on the allocation / re-allocation of airspace on the day of operations. Dissemination of Information: New system supported tools (e.g., EAD or data-link) will have to be used at Levels 2 and 3, in order to inform all airspace users and providers on any airspace changes In the following paragraphs only airspace delineation issues are addressed. Enhanced processes required by Dynamic Airspace Management for airspace allocation and dissemination of information are still under development Delineation of ad-hoc structures Level 1 Process allowing the delineation of ad-hoc structures at Levels 2 and With reference to the definition of Dynamic Airspace Management contained in , the daily delineation of ad-hoc structures at Levels 2 and 3 shall be based on clear criteria established at Level Ensuing from the National Collaborative / Integrated Airspace Planning, States should apply the 5 principles contained in Section 3 of the EUROCONTROL Manual for Airspace Planning as regards the delineation of airspace volumes. These principles must be considered as a common development process and are aimed at: Page 3-8 Released Issue Edition 2.0

57 a. Defining clearly the assumptions to be taken into consideration when delineating the airspace; b. Guaranteeing that these assumptions will be published in the appropriate LoAs in order to maintain a reference for subsequent future reviews of the airspace structure; c. Making a clear distinction between the Strategic delineation of the airspace and the operational use of it at Tactical level National High-level Policy bodies will be required to establish the defined criteria, taking into account all airspace users and ATS providers, as well as the various issues regarding the impact of the potential ad-hoc structure on the current airspace structure, procedures and ATFM measures in force: d. the location of the ad-hoc structure (inside a State s airspace, adjacent to the border, cross-border location); e. the classification of the airspace within which the ad-hoc structure will be implemented; f. the airspace status (segregated, reserved, permeable, PCA/RCA); g. the associated Altitude and / or Level blocks; h. the impact of the ad-hoc structure on the current airspace structure; i. the impact of the ad-hoc structure on the capacity of the ATC sector(s); j. the separation criteria between traffic inside the ad-hoc structure and transiting and / or circumnavigating traffic; k. the airspace users allowed to request and use the ad-hoc structure; l. the ATS providers and Air Defence (AD) units allowed to delineate and to control, if required, the ad-hoc structure; m. the mandatory ATS means; n. the mandatory co-ordination process, both national and international in the case of locations adjacent to or over a national border; o. the mandatory co-ordination means; p. the required airspace design tool allowing to display the ad-hoc structure on the Controller Working Positions (CWP) concerned In busy and congested airspace, a significant amount of flights will operate on structured routes. In less constrained airspace there will be more freedom to manoeuvre and optimise the flight trajectory. Both cases however, offer a possibility of ad-hoc routeing delineation at Levels 2 and 3, subject to sector workload, e.g. in case of early closure of an AMCmanageable area. The flight trajectory will be continuously optimised to strike the best balance at any point in time between the user s needs, the prevailing flight circumstances, and the requirement to ensure both the safety and overall ATM efficiency, taking into account actual weather conditions, airspace availability and capacity / load relationships in the en-route or terminal airspace, or at airports. The ad-hoc routeing could be defined based on: a. specific tracks between published reporting points; b. specific tracks based on headings; c. random co-ordination transfer points Similarly, and in order to better match the airspace users requirements, Levels 2 and 3 will be allowed to delineate ad-hoc areas according to short notice and/or real-time demands. Edition 2.0 Released Issue Page 3-9

58 These areas would encompass all current FUA structures (TSA/TRA, CBA, PCA/RCA, P, D or R) associated with the appropriate required segregation, as well as additional areas acting as holding areas or extended TMA airspace, created in order to guarantee flight safety in case of any ATFM constraints (e.g., circumnavigation of storm depressions, technical limitations of ATS ground equipment, etc.) Different methods could be adopted when delineating ad-hoc areas : a) latitude and longitude of the dedicated points, associated with the level block; b) the radius of the area centred on a point (defined with co-ordinates), associated with the level block; c) a specific volume around a flight (e.g., 5 NM from a VIP flight); d) specific tracks flown between published reporting points or based on a drawing on a visual chart (e.g., civil photo mission); e) in relation to a navigational beacon (e.g., TACAN) The use of a common airspace design tool allowing the representation of the area and its display on the current traffic situation picture could be required. It would ease the collaborative decision-making process between the partners concerned in presenting the adhoc area within the current traffic environment (impact assessment) and in avoiding any misunderstanding in the definition of its volume and its location The national High-level Policy Body shall establish an efficient co-ordination process between all airspace users and ATS providers, allowing the delineation of ad-hoc structures at Levels 2 and 3. During the process development, care will be taken that short-notice operations will not be hindered by other activities already allocated; furthermore, the national High-level Policy Body will be informed of any discrepancies in order to review the process, ensuring that it serves efficiently the purposes for which it was designed initially The Level 2 and 3 negotiation rules will be published in the LoAs established at Level 1. These rules will clearly define the civil / military co-ordination process, the circumstances (nature of activity, civil / military co-ordination capability, etc.) and the conditions (ad-hoc airspace classification, co-ordination procedures, etc.) under which the ad-hoc structures could be delineated. An as near real-time as possible co-ordination between all parties involved (airspace users, ATS providers, AOs, CFMU, adjacent AMCs), will be conducted in order to maintain consistency with the current airspace structure, while ensuring that all operational and safety requirements are taken into consideration and that ad-hoc structures do not impact on ATFM measures in force Delineation of ad-hoc structures at Level According to the criteria and processes established at Level 1, the AMCs will be allowed to perform ad-hoc structure delineation at short notice in order to respond quickly and effectively to airspace users requirements The AMCs will apply the standard procedures, including the collection, analysis and conflict resolution of the airspace requests and the airspace allocation. However, due to the inherent short time span, these basic procedures will be conducted simultaneously with a close co-ordination process involving all airspace users, ATS providers, adjacent AMCs concerned and the CFMU The methods used to delineate ad-hoc routeing and areas will comply with the guidelines established at Level 1. Page 3-10 Released Issue Edition 2.0

59 The use of a common airspace design tool will ease the co-ordination process in guaranteeing the exchange of harmonised airspace data information and in ensuring that short-notice operations and associated ad-hoc airspace delineation will not be hindered by other activities that have already been allocated at Level 2 but are not yet occurring Delineation of ad-hoc structures at Level According to Level 1 criteria and processes, Level 3 will be allowed to perform real-time delineation of ad-hoc airspace structures in order to better match the airspace users needs and to accommodate the traffic flow requirements in optimising the flights trajectory Adequate real-time co-ordination facilities (airspace design tool, direct controller-tocontroller communication means, etc.) will be required and accurate procedures will have to be published in relevant LoAs The methods used to delineate ad-hoc routeing and areas will comply with the guidelines established at Level The use of a common airspace design tool will ease the co-ordination process in guaranteeing the exchange of harmonised airspace data information and in allowing all parties concerned to assess in real-time the impact of the ad-hoc structure on the current air traffic picture. It will also permit to display automatically and simultaneously the new airspace volume on all Controller Working Positions concerned Summary table: ASM Level 1 Level 2 Level3 Airspace Delineation Basic FUA Dynamic Airspace Management - Proces - Strurcture (including subset scenarions) Process Ad-hoc structure Ad-hoc structure Airspace Allocation Information Dissemination Basic FUA Strategic Current AMC Process Dynamic Airspace Management Enhanced AMC Process Basic FUA AIP NOTAM AUP CRAM Dynamic Airspace Management Airspace Data Repository Real-time activation / deactivation Collaborative Decisionmaking Process at short notice Tel / Fax / Radio / NOTAM / Data Processing Tel / Radio / Data Link Figure 3: Enhanced Basic FUA Process with Dynamic Airspace Management Edition 2.0 Released Issue Page 3-11

60 3.3 INTERNATIONAL COLLABORATIVE AIRSPACE PLANNING General Airspace organisation and management will evolve to a more collaborative function at international level in order to support ECAC collective responsibility for all aspects of planning, design, maintenance, update, civil/military co-ordination, regulation and airspace legislation. The main objective is to optimise the airspace structure of the entire ECAC airspace so as to be more responsive to the airspace users needs ASM over the High Seas The basis of the agreement reached on the Concept of the Flexible Use of Airspace by the ECAC States is that it should not be in contradiction with the Chicago Convention and its Annexes or the international law of the sea The procedures in this Handbook (see para 4.10) are a set of recommended practices guiding ECAC States in the application of the FUA Concept over the High Seas as outlined in Chapter 6 of the Report on Organisational Structures and Procedures Required for the Application of the Concept of the Flexible Use of Airspace These procedures apply for activities by State aircraft in airspace over the High Seas wherein the responsibility for providing ATS has been accepted by another ECAC State. Activities of ECAC State aircraft in airspace over the High Seas wherein the same State has accepted the responsibility of providing ATS are governed by national Level 1 policy It is the responsibility of the ECAC State s National High-Level Airspace Policy Body to endorse and apply these provisions of the FUA Concept in airspace over the High Seas wherein that State has accepted the responsibility for providing ATS The National High-Level Airspace Policy Body of the States providing ATS over the High Seas must lay down the necessary instructions and guidelines for the AMCs to reflect the status of the airspace co-ordination process over the High Seas in so far as there are no national sovereign rights to this type of airspace The main tool for defining airspace within which activities potentially hazardous to the safety of air navigation take place remains the Danger Area. Recommendations and criteria for the establishment of Danger Areas over the High Seas by the National High-Level Airspace Policy Body are contained in ICAO Docs 9554 and 9426 and the Section 3 of the EUROCONTROL Manual for Airspace Planning Similarly, the criteria for the establishment of CDRs over the High Seas are the same as those for CDRs in sovereign airspace and are listed in the Section 3 of the EUROCONTROL Manual for Airspace Planning. The categorisation and subsequent review of these CDRs is a Level 1 responsibility. In addition States will have to take into account the potential requirement for Level 3 co-ordination to re-route traffic off a CDR due to activities over the High Seas. Page 3-12 Released Issue Edition 2.0

61 3.3.3 Collaborative Airspace Planning Process with Neighbouring States Early Access to Weekend Routes Process General The following procedures have been agreed for use at both ASM Level 1, 2 & 3 for the Early Access to Weekend/Conditional Routes on Busy Days during the Summer Season and is reviewed after each Summer Season in the light of experience gained Even though the following Agreed Procedures are not supposed to be applied in all ECAC States, the international agreement reached between the States concerned is forwarded to their neighbouring States so as to look for the continuity in the early usage of weekend routes in their airspace Level 1 Functions The National High-Level Airspace Policy Body identify for NATO NATMC up to one and a half year in advance (e.g. in late 2000 for Summer 2002) the Busy Days in the Summer Period to assist planning of large military exercises Taking due account of such advance notice, National Level 1 military authorities identify Busy Military Periods (see Figure 3), including important national and international exercises, which may affect GAT activities the following Summer. DATES (a) EXERCISES (b) AREA INVOLVED (c) March 2002 STRONG Norway & Poland RESOLVE 5-19 May 2002 ARDENT Germany GROUND 6-17 May 2002 ELITE S Germany May 2002 DYNAMIC MIX W Med/Spain June 2002 CLEAN HUNTER N Europe 3-14 September NATO AIR MEET S Europe 2002 October 2002 DESTINED GLORY E Med/Greece Figure 4 : Illustrative example of busy military periods Each National High-Level Airspace Policy Body identifies in advance of the Summer season the Busy Fridays for which early access to Weekend/Conditional Routes could be agreed in principle, subject to recall at least 4 days in advance, on the previous Monday In addition, to help the work of the AMCs, each State at Level 1 identifies in advance of the Summer season Other Busy Days, for which early access to identified sub-sets of Weekend/Conditional Routes could be agreed in principle. Edition 2.0 Released Issue Page 3-13

62 The States agree at International level to a number of Busy Fridays (see Figure 4), for the following Summer Season on which early access to Weekend/Conditional Routes, normally available as CDRs 1 during the weekend, will be flight plannable as CDRs 1 from UTC and notify their decision to aircraft operators and Air Traffic Services Units by appropriate AIS-publication. BUSY FRIDAYS 2002 EXCEPTIONS.... JUN Friday 07/06/02 Friday 14/06/02 not in DK, PL Friday 21/06/02 not in DK, PL Friday 28/06/02 JUL Friday 05/07/02 Friday 12/07/02 Friday 19/07/02 Friday 26/07/02 AUG Friday 02/08/02 Friday 09/08/02 not in F Friday 16/08/02 not in F Friday 23/08/02 not in F, DK Friday 30/08/02 SEP.. Figure 5: Illustrative example of table of Busy Fridays in summer The States agree at International level to a number of Other Busy Days (see Figure 5 Column a ), on which early access to identified sub-sets of Weekend/Conditional Routes as CDRs 2 will be possible and accordingly provide their AMCs with clear co-ordination procedures with military authorities and neighbouring AMCs, if required The National High-Level Airspace Policy Body will determine the circumstances in which the early access arrangements for Busy Fridays may be cancelled because of unexpected military activities. In these circumstances, a NOTAM shall be dispatched at least 4 days in advance and the information on this cancellation shall be repeated in the AUP (see Section 6 para 6.3) Level 2 Actions On the day preceding the Other Busy Days, the AMC must independently consult their military authority in accordance with local procedures and their adjacent AMCs, if required, to seek agreement to early access to sub-sets of Weekend routes the following day (see Figure 5- Column b ). Note As agreed at ANT/19, ASM-SG is the international ASM forum to harmonise the discussion and agreement on the early access to Weekend/Conditional routes on Busy Days during the Summer Seasons Page 3-14 Released Issue Edition 2.0

63 In the event that the early access arrangements on Other Busy Days can be approved by the military authority, the AMC shall notify the CADF of extra CDR 2 route-availability through the AUP for inclusion in the associated CRAM. OTHER BUSY DAYS (a) AMC CO-ORDINATION (b) JUN Wednesday 05/06/02 Tuesday 04/06/02 Thursday 06/06/02 Wednesday 05/06/02 Wednesday 12/06/02 Tuesday 11/06/02 Thursday 13/06/02 Wednesday 12/06/02 Friday 14/06/02 Thursday 13/06/02 Wednesday 19/06/02 Tuesday 18/06/02 Thursday 20/06/02 Wednesday 19/06/02 Friday 21/06/02 Thursday 20/06/02 Wednesday 26/06/02 Tuesday 25/06/02 Thursday 27/06/02 Wednesday 26/06/02 JUL Wednesday 03/07/02 Tuesday 02/07/02 Thursday 04/07/02 Wednesday 03/07/02 Wednesday 10/07/02 Tuesday 09/07/02 Thursday 11/07/02 Wednesday 10/07/02 Wednesday 17/07/02 Tuesday 16/07/02 Thursday 18/07/02 Wednesday 17/07/02 Wednesday 24/07/02 Tuesday 23/07/02 Thursday 25/07/02 Wednesday 24/07/02 AUG Thursday 01/08/02 Wednesday 31/07/02 Thursday 08/08/02 Wednesday 07/08/02 Friday 09/08/02 Thursday 08/08/02 Friday 16/08/02 Thursday 15/08/02 Thursday 22/08/02 Wednesday 21/08/02 Friday 23/08/02 Thursday 22/08/02 Thursday 29/08/02 Wednesday 28/08/02 SEP Figure 6: Illustrative example of table of other Busy Days in summer Level 3 Actions Ad-hoc access to sub-sets of Weekend CDRs through Level 3 co-ordination will continue Publication Issues Publication issues related to Early Access to Weekend Routes (AIP-ENR 3.5, Common AIP Supplement, NOTAM, AUP/CRAM) are addressed separately in Section 6 under Chapter 6.3 with some examples presented at Annex 8. Edition 2.0 Released Issue Page 3-15

64 Cross Border Operations Issue Cross-Border Areas (CBAs) When the possibility exists to rationalise the requirements for national TSAs/TRAs by the establishment of a "Cross-Border Area" (CBA) on both sides of a border, the States concerned should endeavour to optimise the airspace and route structures in the area around the boundary. This can be achieved by establishing CBAs in the form of either TRAs or TSAs with, where applicable, associated CDRs so as to benefit both GAT and OAT operations without any boundary constraints Political and military agreements between States would be essential to the establishment of CBAs. Formal agreements for the establishment and use of CBAs would have to address issues of Sovereignty, Defence, Legality, Operations, the Environment and Search and Rescue It is expected that the CBA would be utilised by users from more than one State. To resolve the problem of the allocation of this airspace between potential users, the AMC(s) in charge of such allocation should have an unambiguous set of priority rules defined at Level 1 by agreement between the respective administrations and as set out in the agreement The agreement, co-ordinated at Level 1 between States concerned, would also need to take into account several other factors including: a) ATS delegation; b) control responsibility, ATC sectorisation c) control procedures and common language; d) separation criteria and type of flight (IFR, VFR); e) SSR code allocation; f) SAR responsibility; g) common AMC procedures; h) possibility of subdivision of CBAs; i) maximum number of participating aircraft; j) harmonised co-ordination procedures and flight plan data exchange; k) communications; l) Air Defence notification procedures; m) planning/scheduling procedures, relationship with AMC(s) concerned; n) activation/de-activation procedures, relationship with ACC(s) concerned; o) priority rules; p) reporting procedures; q) environmental issues After having established a CBA according to the guidelines and criteria mentioned above, the National High-Level Airspace Policy Body of the States involved shall agree on and define clearly the CBA s criteria of use: a) possibility of subdivision of the CBA; b) common airspace classification; Page 3-16 Released Issue Edition 2.0

65 c) periods of activity taking into consideration the National Holidays of the States concerned; d) ATS Providers allowed to provide ATS Services associated with the control responsibility and ATC sectorisation; e) other units (e.g. Air Defence Units) allowed to handle traffic in the CBA; f) airspace users allowed to use the CBA and the maximum number of participating aircraft; g) use of a common language; h) control procedures including type of flight (VFR, IFR), SSR code allocation and ATC and/or Air Defence procedures related to : - flights in evolution in the CBA; - flights transiting trough the CBA; - flights entering/exiting the CBA. i) Procedures to be followed by flights operating autonomously within the CBA; j) separation criteria between the traffic in evolution in the CBA; k) separation criteria between the CBA traffic and the traffic crossing the CBA-like TRA and, between the CBA traffic and the traffic performing the circumnavigation of the CBA-like TSA; l) mandatory ATS means (i.e. Primary Radar, Secondary Radar, frequency coverage, etc); m) mandatory co-ordination means (i.e. direct controller to controller communication, exchange of radar data and FPL, etc); n) contingency measures in the event of disruptions of ATS A common AMC process including the planning of reservation, the airspace request and allocation and the activation/de-activation procedures, shall be established between the AMCs concerned according to an agreed priority rule and an associated time table. In order to harmonise the AUP publication and simplify the relationship with the CADF, the implementation of the Lead AMC Concept will be encouraged (see para 4.5.3) Harmonised co-ordination procedures and adequate co-ordination facilities established at Level 3 between all parties concerned (civil/military and military/military co-ordination) should be periodically reviewed by the National High-Level Airspace Policy Bodies according to a common schedule An efficient and common reporting procedure shall be established allowing the level 2 & 3 to refer to their Level 1 in case of dispute regarding the application of the co-ordination procedures. The dispute must be submitted to the National High-Level Airspace Policy Bodies concerned that will endeavour to reach a solution acceptable to all parties Cross-border CDRs Aircraft travelling to and from neighbouring States must be able to do so with the least possible changes in ATS procedures. For this reason, States will establish Cross-Border CDRs according to the co-operative planning process taking place within the specialised EATM ANT - ATS Route Network Development Sub-Group (ATS RNDSG) (see para ) This co-ordination process between the neighbouring States will allow to harmonise to the greatest possible extent the categorisation, Flight Levels and intended availability of such CDRs. Edition 2.0 Released Issue Page 3-17

66 As the CDR will extend through the area of responsibility of more than one AMC, a common AMC process should be established allowing AMCs concerned to delegate their responsibility for the co-ordination of the harmonised availability of an individual CDR on a route by route basis to a Lead AMC (see para 4.5.3) Collaborative European Airspace Planning Process ATS Route Network Development The planning and establishment of Permanent ATS Routes and CDRs is conducted nationally and internationally within the framework of a co-ordinated and co-operative European-wide ATS Route Structure The optimisation of the existing and future ATS route network planning is initially made through the national Level 1 co-ordination process for, in particular, the categorisation of CDRs and according to guidelines defined in the Section 3 of the EUROCONTROL Manual for Airspace Planning This optimisation must also be done in compliance with the co-operative planning process taking place within the specialised EATM ANT - ATS Route Network Development Sub- Group (ATS RNDSG) (see Annex 2). The conditions governing the use of CDRs, including a specific navigational capability if required, form part of this process The annual national airspace review including the use of CDRs and CDR/routing scenarios have to take place after each Summer Season so as to take into account shortcomings identified in the course of the continuous management of traffic flows. The proposals made for the resolution of these shortcomings must be co-ordinated through the ANT structure in accordance with the Annual Rolling Process established by the RNDSG (see Figure 6) Particular attention shall be paid to the establishment of the Annual Route Availability Document (RAD). CDRs availability made through the daily CRAM shall never be in conflict with any particular RAD rules. Page 3-18 Released Issue Edition 2.0

67 User requirements Proposals outstanding ANT s RNDSG DRAFT PROPOSALS Working group proposals Current national requirements JUL-AUG Rolling process of ARN Vn Plan CFMU Report PRESENTED TO ANT s RNDSG SEP LIST A Short-term proposals offering real potential for implementation before following summer. SAAM Simulations to validate proposals (where required) EXPERT REVIEW GROUPS OF ANT s RNDSG STATE MEETINGS LIST B Short-term proposals requiring further study. All or part may become List A for the following summer. OCT-APR ATFM REVIEW COORDINATION OF LIST A PROPOSALS ANT s RNDSG REVIEW LISTS A & B ATFM PROCESS ANT FORMAL APPROVAL MAY-JUN Publication of implemented proposals as an EATM Deliverable Document Figure 7: Annual rolling process for short term improvements to the ATS route network Edition 2.0 Released Issue Page 3-19

68 3.4 ESTABLISHMENT OF PRIORITY RULES AND NEGOTIATION PROCESS AT LEVEL 1 FOR THE PRE-TACTICAL ALLOCATION OF AIRSPACE AT LEVEL The CDR Concept and the TAA Process The pre-tactical allocation of airspace by AMCs at Level 2 will be mainly through the activation of CDRs and TSAs/TRAs. Among the three different categories of CDRs, only Category One CDRs can be closed and Category Two CDRs can be allocated, both on a daily basis by AMCs and in accordance with priority rules and negotiation process established at Level Due to operational or weather considerations, civil and/or military ATS units can, after adequate co-ordination and in accordance with Level 1 guidelines, amend at Level 3 the published AUP decision concerning the availability of a CDR or the allocation of a TSA/TRA. This requires consideration of various issues, including: a) the control of access into the airspace in which the TSA/TRA is situated; b) any adverse impact on the ATFM measures in force; c) any significant effect on GAT/OAT which had planned to fly or operate through the airspace on the basis of related information in the CRAM/AUP; d) the possible impact on ATS airspace classification The joint use of a CDR and the associated TRA can occur when the nature of activity within the TRA and the existence of efficient Level 3 civil/military co-ordination facilities permits the safe use of CDRs through the active TRA (e.g. civil test-flights conducted in close coordination with the ACC controlling the CDR) Establishment at Level 1 of Priority Rules and Negotiation Process for the pre-tactical allocation of airspace by AMC It is important to avoid a very lengthy negotiation process within the AMCs or a referral to Level 1 when dealing with conflicting airspace requests. Therefore, Level 1 has to establish priority rules for the cases where the negotiation within the AMC would result in a deadlock The initial categorisation of CDRs at Level 1 as described in the EUROCONTROL Manual for Airspace Planning provides an early opportunity to establish priority rules between CDRs and associated TSAs/TRAs Activities planned well in advance which had necessitated prior co-ordination at Level 1 should normally have priority over any short-term requests. Page 3-20 Released Issue Edition 2.0

69 4.1 GENERAL SECTION 4 AIRSPACE MANAGEMENT FUNCTIONS AT LEVEL Pre-Tactical ASM at Level 2 consists of the day-to-day management and temporary allocation of airspace through national or sub-regional AMCs The allocation of airspace is the prerogative of the State over which the airspace lies and/or the State for territories over which jurisdiction has been given. A Contracting State accepting the responsibility of providing ATS over the High Seas, or in airspace of undetermined sovereignty, may apply the ICAO SARPs in a manner consistent with that adopted for the allocation of airspace under its jurisdiction (see para 4.10) States establish and authorise joint civil and military AMCs to manage their airspace (Upper and Lower Controlled Airspace ) on a daily basis. National guidelines on ASM take into account their various national and international arrangements. States authorise AAs including FMPs/ACC to make request for airspace allocations to the AMC, to participate in negotiations and co-ordination process initiated by the AMC and to utilise allocated CDRs, TSAs/TRAs, CBAs and other allocated airspace as appropriate The National High-Level Airspace Policy Body determines the degree of discretion and authority of the AMC. AMCs are vested with the appropriate authority so as to minimise the need for referrals to higher authority. Sub-regional AMCs, established by 2 or more states, have the responsibility for pre-tactical airspace management on both sides of an international border. 4.2 TSA/TRA REQUESTS - APPROVED AGENCIES (AAs) Units that wish to utilise TSAs/TRAs, CBAs, or R and D areas that are suitable for management/allocation by the AMC, are identified as AAs and authorised by the national authority concerned. AAs are permitted to negotiate for and use certain airspace which is allocated by the AMC. AAs are required by States to submit airspace requests to the AMC for all airspace utilisation and allocation in order to perform their operations with the required safety. AAs are required to: a) plan their airspace-use activities in advance so as to be able to notify their airspace needs to the AMCs on the day before the activity; b) submit to the AMC, on the day before the proposed activity (D -1), requests for airspace utilisation and allocation; c) make use, on the day of the activity, the airspace in accordance with the AMC s airspace allocation; d) cancel, through the AMC for the promulgation of an UUP, on the day of the activity, any airspace allocation which is no longer required and advise the relevant ACC in accordance with national procedures. Note The FUA structures established in the Lower Uncontrolled Airspace are not considered as AMC Manageable Areas as they are compulsorily published in the AIP with pre-defined activation/de-activation time that shall be strictly respected. Edition 2.0 Released Issue Page 4-1

70 4.2.2 TSA/TRA requests could be presented as a block of airspace required during a specified period of time with the possibility of moving the request in time and flight level. An example of such TSA/TRA requests is presented at Figure 1. UNL FL400 FL350 German AMC France AMC TSA REQUEST TSA 22A Allocation request FL300 FL245 Possibility of moving the request in FL and time 24/06/02 FL UTC Figure 1: Example of TSA/TRA Request Any sub-division of TSAs/TRAs should be related to the activity concerned TSA/TRA requests should cover a 24H period of time To avoid the booking of more airspace than was required, the possibility of performing nonplanned military exercises on the day of operations has been implemented in line with improved civil/military co-ordination at Level CDR REQUESTS - APPROVED AGENCIES (ACCs/FMPs) Most requests for CDRs are normally based on capacity shortfalls as identified by the CFMU in co-ordination with FMPs/ACCs in the pre-tactical ATFM Phase around 48H in advance The FMPs/ACCs concerned in co-ordination with the CFMU: a) assess the expected traffic forecast for the next day; b) highlight areas of insufficient ATC capacity; c) agree on the requirement for Traffic flow adjustment requests and/or requests for Category Two CDRs. Page 4-2 Released Issue Edition 2.0

71 4.3.3 As a result of this pre-tactical ATFM co-ordination process, and consideration of all other relevant ACC factors such as sector handling capability, equipment status, operational constraints and staff availability, the FMPs/ACCs submit a request for the activation of Category Two CDR(s) to the AMCs concerned. Category Two CDR requests are presented together with traffic forecasts showing the expected capacity shortfall. Examples of such CDR requests and traffic forecasts are presented respectively at Figure 2 and 3. UNL FL400 German AMC FL350 FL300 FL 290 FL 290 CDR request Berlin ACC UM736 (TRT - VIBER) Allocation request FL245 FL195 FL 250 FL 250 Request subject to negotiation 24/06/ UTC THE CONCEPT OF THE FLEXIBLE USE OF AIRSPACE Figure 2: Example of CDR Request Traffic (per hour) ATFM MEASURES German AMC BERLIN ACC UM736 Traffic forecast Ratio Traffic/sector capacity (without any CDR) > 110 % 95% << 110% < 95% 24/06/ UTC THE CONCEPT OF THE FLEXIBLE USE OF AIRSPACE Figure 3: Example of GAT Traffic Forecast Edition 2.0 Released Issue Page 4-3

72 4.3.4 The FMPs/ACCs cancel the Category Two CDR request, on the day of the activity, if the airspace is not required, and advise the AMC Category Three CDRs are used, if required, when associated TSA/TRA activity has ceased. 4.4 RESTRICTED/DANGER AREAS - NOTIFICATION OF REDUCED ACTIVITY States may require designated airspace managers or users of some Restricted and Danger Areas to notify to the relevant AMC their planned activities for the following day. This notification permits the AMC, as a focal point, to be aware of all airspace utilisation and permits the publication by the AMC of any reduced period of R and D area activity in the AUP list DELTA of Reduced Airspace Restrictions (R or D) (see Section 6). 4.5 AIRSPACE MANAGEMENT CELLS - AIRSPACE ALLOCATION General AMCs operate in accordance with the airspace allocation priorities, negotiation rules and protocols established by the National High-Level Airspace Policy Body. National or subregional AMCs act as Level 2 national and international ASM focal points, improve civilmilitary and international co-ordination, and manage the airspace to ensure its flexible use AMCs conduct Pre-Tactical Level 2 airspace allocation and management operations in a decisive, timely and efficient manner and resolve conflicting airspace requests and Level 2 problems (see Figure 4). AMCs in the ECAC States have harmonised minimum levels of authority which allows them to perform effective Level 2 ASM. Nevertheless, such harmonisation does not prevent States from delegating greater authority to their AMCs and permitting them to perform additional functions, if required. Major events, planned well in advance, such as large scale military exercises which require additional segregated airspace, are subject to Level 1 co-ordination; subsequently these activities will be notified by AISpublication. Depending on the State's ASM organisation, this co-ordination may take place in the AMC or another ASM organisation After the AMC has completed the allocation process, modification of the airspace allocation might be necessary in order to take advantage of any potential to optimise airspace use, increase capacity and reduce delays. Changes to the airspace allocation is effected by the AMC through an Updated AUP (UUP) on the day of operation and consist of any cancellations of airspace allocated in the AUP the day before. Page 4-4 Released Issue Edition 2.0

73 Area Control Centres Flow Management Positions Approved Agencies Other AMCs Flexible Airspace Tools - TSAs - CBAs -CDRs TEMPORARY AIRSPACE REQUESTS AMC AIRSPACE USE PLAN (AUP/UUP) National/ International Guidelines -Authority -Priority Rules - Negotiation Procedures - Protocols - International Agreements Area Control Centres Flow Management Positions Approved Agencies Other AMCs Central Airspace Data Function Responsibilities Figure 4: Airspace Management Cell Operations AMCs are responsible for the conduct of day-to-day Level 2 airspace allocation and management. AMCs: a) act as the national and, where appropriate, as international day-to-day focal points for Level 2 ASM; b) collect and analyse all Airspace Requests which may require temporary airspace segregation, including airspace allocation decisions taken at Level 1 in respect of major military exercises, airshows etc..; c) analyse the CDR availability requests together with the traffic demand, anticipated ATC capacity problems and expected delay information received from the FMP; d) resolve conflicting requests for TSAs/TRAs and CDRs utilising all relevant information; e) resolve conflicts between incompatible or conflicting airspace requests by the application of approved priorities, re-negotiation, rescheduling, or segregation; f) co-ordinate with adjacent AMCs the harmonised availability of Cross-border CDRs and identify in the AUP Remarks Field those CDRs which are nationally available but which cannot/have not been internationally co-ordinated; g) respond to any additional request for assistance by the CADF, the CEU, ACCs/FMPs and other AAs or matters arising from major ATS routes inconsistencies or unforeseen ATC problems; h) decide on the allocation of national TSAs/TRAs and CBAs, after completion of the collation, co-ordination, analysis, negotiation and resolution process; i) activate CDRs 2 in accordance with established procedures and for a minimum time of Two hours (2H), but with no limit when it is the extension of the availability of the same route with CDR 1 status; Edition 2.0 Released Issue Page 4-5

74 j) decide in accordance with criteria established at Level 1 on the provisional closure of CDRs 1 to be handled in real-time at Level 3 in conjunction with the notification of activity in associated TSA(s)/TRA(s) and/or AMC-Manageable D and R area(s); k) promulgate the airspace allocation by transmitting the AUP to adjacent AMCs and to AAs, including ACCs/FMPs and to the CADF/AME System via the ACA Tool. The AUP is published in a common format described in Section 6, as soon as possible, and by 1400 hrs UTC, at the latest, to cover the period between 0600 hrs the next day to 0600 hrs the day after(d 0600 hrs to D hrs); l) after the AUP distribution, provide clarification to the CADF, if needed, and crosscheck the Draft CRAM upon reception on their RCA Terminal; m) collect and analyse more up-to-date information, on the day of operation, from AAs concerning the cancellation of TSA/TRA already published in the current AUP, n) promulgate on the day of operation, if necessary, UUPs containing deletions of airspace restrictions during the period of validity of the current AUP. A minimum of 1 hour is allowed between the release of the UUP and the commencement of any additional Airspace Structures made available by the UUP (see para ); o) participate in a posteriori analysis of airspace allocation; p) conduct, where authorised, some Level 3 co-ordination tasks According to criteria established at Level 1, the publication of CDRs 1 unavailability known or decided at pre-tactical level, has to be promulgated for information to national AAs and ACCs concerned through national AUPs in the list BRAVO of Closed ATS Routes Considering the impact on RPL/FPL processing, the unavailability information is only for AAs and ATS units and are handled at Level 3 which then does not require flight planning actions by AOs CDR 1 closures are only promulgated in the CRAM as repetition for safety of the decision already published with appropriate advance AIS notice and repeated in daily national AUPs in the list BRAVO of Closed ATS Routes as for any other closures of permanent routes The staff of AMCs shall have access to up-to-date information on traffic demand, ATC capacity problems, airspace structure, weather forecasts, AIS Publications, flying and exercise activity. Communications with the CFMU/CADF via RCA Terminal and the ACA Tool enable the AMC staff to promulgate up-to-date AUPs and the CADF staff to issue a correct CRAM The minimum level of communications equipment for an AMC is direct facilities to adjacent AMCs, FMPs and AAs, Telefax equipment, SITA/AFTN/CIDIN/Telex, cartographic or mapping facilities to display airspace status information and storage and retrieval systems. Note When the airspace allocation decision will not contain CDR 2 activation, but only information on provisional CDR 1 closures at Level 3 which do not require flight planning actions by AOs nor coordination with adjacent States, such AMC decision of CDR 1 unavailability can be promulgated later, even on the day of operations still through the AUP published at least 1 hour before its validity period (0500hrs UTC) and be updated through a UUP released up to 1 hour before the start of CDR 1 unavailability (see para ) Page 4-6 Released Issue Edition 2.0

75 4.5.3 Lead AMC Concept With the aim of harmonising AUPs and having a single point of contact for the CADF for each single CDR extending through the area of responsibility of more than one AMC, some AMCs have agreed to delegate their responsibility for the co-ordination of the harmonised availability of an individual CDR on a route by route basis and for the co-ordination of CBA allocation to a lead AMC An AMC Co-ordination Letter of Agreement (LoA) has been developed as a set of guidelines for the development of the ECAC States AMC agreements (see Annex 9) and is in line with the already-endorsed EATCHIP Common Format Cross-Border, Inter-Centre Letter of Agreement [ASM.ET1.ST015DEL01/02]. The contents of all international AMC LoAs are the responsibilities of the States involved 4.6 EXTENDED HOLIDAY PERIOD When military operations are foreseen to be significantly reduced during a long-term holiday period, some CDRs 2 will be re-classified as CDRs 1 on Level 1 decision A NOTAM (see Figure 4) will be issued, whenever possible, at least seven days before the extended holiday period, in order to inform the operators accordingly and allowing them to flight plan available CDRs in advance (e.g. RPL). The description of affected CDRs listed in the NOTAM will include the applicable segments and Flight Levels. Filing time: 01/12/01 10:51 Origin time: Destination: AFTN Originator: Message text: (A /01 NOTAMN Q) A)???? B) C) E)THE CDR2 ROUTES LISTED HEREAFTER ARE CONSIDERED CDR1 AND WILL BE PERMANENTLY AVAILABLE FOR FLIGHT PLANNING DURING THE ABOVE MENTIONED PERIOD.) UG109 KOK/DIK/KHR 195/460 UJ158 BAM/LNO 250/460 UR15 LNO/RAPOR 195/460 Figure 5: Example of NOTAM The affected routes and times will be co-ordinated through the Lead AMC for cross-border CDRs concerned Once those CDRs have CDRs 1 status, and during all the holiday period defined in the NOTAM, CDRs 1 procedures will apply and in particular those concerning the closure of CDR 1 (see para , & ). Edition 2.0 Released Issue Page 4-7

76 4.7 INTERNATIONAL FUNCTIONS Centralised Airspace Data Function (CADF) The effective implementation of the FUA Concept requires that AMC airspace allocations are promulgated in an efficient, timely and accurate manner. The ECAC States have recognised the need for a central pre-tactical Level 2 airspace management function, the ECAC Centralised Airspace Data Function (CADF). The CADF is based at the CFMU in Brussels so that it can utilise the extensive CFMU communications facilities The CADF collects, consolidates and disseminates the CDR information provided by AMCs. The CADF extracts from AUPs using the AME System, a list of available CDRs for incorporation into a single coherent CDR Availability Message (CRAM) (see para ). The CADF : a) from hrs UTC each day collects, collates and analyses the AUPs; b) detects any remaining lack of continuity in Cross-Border CDRs 2 availability and publish in the CRAM only those CDRs 2 that are commonly accessible on both sides of the FIR/UIR boundary; c) compiles a Draft CRAM with the list of available CDRs 2 and additionally, as repetition, for safety reason, with information on CDR 1 or permanent ATS routes closures, as soon as AUPs are transmitted, to allow checking by AMCs (see para & 6.2.3); d) prepares the Final CRAM ; e) transmits by hrs UTC the CRAM to AOs, ACCs/FMPs, the CFMU, all AMCs and selected AROs on behalf of all ECAC States in the requested format; f) ensures that information on CDR availability is taken into account within CFMU operations National Administrations have agreed to authorise the CADF to promulgate, on their behalf, the decisions/information they have made on routes within their airspace as announced in the AUP National/Sub-regional AMCs are responsible for airspace allocation. The CADF, acting on behalf of the pre-tactical CFMU functions, may refer back to specific AMCs if it is considered that fresh or additional elements could permit the re-assessment of an AMC decision on particular CDRs availability and which contribute significantly to resolving a substantial ATC capacity problem. Page 4-8 Released Issue Edition 2.0

77 AMCs AMCs Lead AMCs AMCs AUPs AUPs AUPs AUPs CFMU Database - CDRs 1 - CDRs 2 CADF CDR s extraction CDR Availability Message (CRAM) International Regulations - Agreement for the promulgation of national CDR s availability decision - Agreement between AMC on Cross Border Activities - FTIs (FUA Temporary Instructions) Area Control Centres Flow Management Positions Aircraft Operators Central Flow Management Unit AMCs ATS Reporting Offices Figure 6 : Central Airspace Data Function Operations Aircraft Operators (AOs) General In order to take advantage of available CDRs, AOs have to submit their flight plans in accordance with the following procedures and shall ensure that the latest flight plan information, including route changes and the use of CDRs, pertaining to a particular flight and duly notified to the appropriate agencies through the Integrated Initial Flight Plan Processing System (IFPS), is made available to the pilot-in-command (see para 4.7.4) CDRs CDRs1 are plannable in the same way as permanent ATS routes during the times published in AIPs, either using FPL or RPL. In the event of a short notice unavailability of a CDR 1, flights are instructed by ATC to use alternative routes. Operators have to consider the implications of the possible use of the alternate ATS routes published for each CDR 1 in the AIP. Edition 2.0 Released Issue Page 4-9

78 Any very rare CDR 1 closure, which needs action to refile the flight plan, are published with appropriate advance AIS notice (e.g. NOTAM) and for safety notified again to the operators by the CRAM. In such case, any RPL or FPL which uses the CDR 1 portion during the affected period must be cancelled (CNL) or changed (CHG) in accordance with the procedures laid down in the IFPS Users Manual CDRs Availability information in the daily CRAM may be used by AOs for flight planning purposes. AOs are also invited to refer to national AIPs and to the daily ANM for additional information regarding the specific utilisation of available CDRs 2. Flights on CDRs 2 can only be flight planned when the CDRs are made available. Therefore CDRs 2 cannot be planned in RPLs Whenever an operator wishes to take advantage of particular available CDR(s) 2 notified by the CRAM or is asked by the ANM to use particular CDR(s) 2, an individual flight plan shall be submitted including, in the route field 15, the available CDR(s) 2 to be followed. In these circumstances, associated RPL shall be cancelled or changed in accordance with the procedures laid down in the IFPS Users Manual The operators are therefore encouraged to upgrade their in-house flight planning system or to use services of flight plan vendors similarly upgraded and to get the CRAM directly in ADEXP Format so as to automatically process the CDRs availability information. In addition and in order to assist AOs in assessing the better routeing option, an "Aircraft Operator What-if Reroute" function (AOWIR) has been established by the CFMU (see para ) In case of a flight having an ATFM slot such that the CDR 2 cannot be flown, the flight plan shall be changed so as to use an available ATS route. It has to be noted that the revised FPL may result in a revised ATFM slot CDRs CDRs 3 are published in AIPs as CDRs that are usable on ATC instructions only. Therefore, flights cannot be planned in advance on CDRs 3, but can only be planned on the permanent ATS route network around the associated AMC-Manageable Areas. When activity in the associated area has ceased, the controller may offer an aircraft a short-notice routing through the Area using a pre-defined CDR Early Access to Weekend Routes In order to take advantage of extra-availability of Weekend Routes (see Annex 8), Aircraft Operators are invited to refer to the corresponding parts of national AIPs, including AIP Supplements, and to the daily CRAM for details of any changes and to submit their flight plans in accordance with the following procedures Weekend routes available at weekends are flight plannable as CDRs 1. The early access to Weekend defined as CDRs 1 from UTC on the agreed Busy Fridays (see Section 3 Figure 4), are plannable in the same way as permanent ATS routes, either using FPL or RPL. In the exceptional event of cancellation of the early access arrangements in a State of all or part of Weekend CDRs 1, Aircraft Operators are notified by a NOTAM and by the Thursday CRAM preceding the Friday in question. Page 4-10 Released Issue Edition 2.0

79 In that case, the procedures of RPL cancellation stated in para & must be applied The early access during other Busy Days to identified sub-sets of Weekend routes defined as CDRs 2 are plannable as for any other available CDRs 2 according to the CRAM information. The submission of individual flight plan will be made in accordance with the procedures defined in para CFMU ATS Environment Data Base The ATS Environment Data Base is a specific part of the CFMU Data Base containing all environment data concerning airspace organisation and structure, ACC operational organisation and ATC capacities. The ATS Environment Data Base is used by the CFMU IFPS and TACT systems for the calculation of flight profiles taking account of all the airspace constraints The ATS Environment Data Base contains in particular the description of all ATS routes including CDRs and all Restricted, Danger and AMC-manageable Areas including TSAs/TRAs from national AIPs and MILAIPs. The ATS Environment Data Base is updated on an AIRAC cycle basis with AIPs related data and for CDR availability through the daily CRAM The ATS Environment Data Base provides the CADF and all the CFMU Terminals used by the AMCs with the national AIP data on ATS routes and CDRs to be used respectively for the compilation of the CRAM and the elaboration of the national AUPs (see Section 6 Figure 1). Edition 2.0 Released Issue Page 4-11

80 4.7.4 Integrated Initial Flight Plan Processing System (IFPS) The IFPS is designed to rationalise the reception, processing and delivery of GAT IFR flight plan data in the IFPS Zone. The IFPS Zone is the area covered by the ATS facilities of the ECAC States. The IFPS provides two units (IFPUs) addresses throughout the ECAC Zone for all flight plan messages concerning flights which are partly or completely in the Zone and have an GAT IFR content. All types of Flight Plan Message (RPL, FPL,...) are processed The IFPS forms part of the CFMU and consists of two IFPS Units (IFPUs), which are functionally identical and interconnected by a wide area network (WAN) for data exchange. The IFPS is directly connected to the CFMU systems, ATS Units and AOs The IFPS checks the Flight Plans which it receives and corrects them as far as possible, in accordance with its knowledge of the ATS environment. The correction of Flight Plans takes place automatically as far as possible, but may also require manual input. During the process of checking and correction, the IFPS extracts the data in the message, including the route description, and calculates a four-dimensional profile for the flight This checking and correction process of Flight Plans requires the availability of Environment data with all CDRs that have been made available through the CRAM After the completion of the checking, correction and extraction process, the IFPS will distribute the accepted Flight Plans to the appropriate ATS Units and the CFMU systems for the GAT IFR parts of the flight. The IFPS automatically determines the required addressing for the messages within the IFPS Zone, by use of the calculated profile For flights which include a section outside the IFPS Zone, or a section which is not GAT IFR, the IFPS does not perform the addressing or distribution for that section. For this later case, the message originator is however strongly recommended to use the IFPS re-addressing function which provides a mechanism to ensure consistency between the flight plan distribution inside the IFPS Zone and the FPL distributed outside the IFPS Zone, but can address the corresponding parts of the flight plan message directly to the ATS Units involved At an agreed time parameter before a RPL will be active, currently 20 hours before EOBT, data for the flight are extracted from the RPL Data Base and sent to the IFPS which process each RPL as an individual flight plan message and distributes it to the relevant addressees RPLs and FPLs filed on CDR(s) 1 during the published accessibility period and FPLs filed on available CDR(s) 2 should be normally processed by the IFPS In case of non-availability of (a) particular CDR(s) for a flight, the IFPU operator may either modify, in accordance to rules agreed between the CFMU and a given AO, or reject the flight plan which is filed along CDR(s) 1 or CDR(s) 2 not available in the requested time period (see Figure 5). Notes according to AIP publication, but possibly amended by NOTAM and for safety repeated in the CRAM (see para ). according to the daily CRAM. Page 4-12 Released Issue Edition 2.0

81 ORIGINATOR TACT ATS IFPS RPL DataBase FPLs (ACK, MAN or REJ) ENV for AIRAC switch with AIPs data FPLs filed on CDRs FPL FPL ENV with NOTAM on CDR 1 closure Route is accessible? Always Y for CDR 1 & CDR2 in access period* Normal IFPS Processing Always N for CDR 3 and normally N for CDR 1 & CDR2 outside access period* ENV with daily CRAM on CDR2 availability Manual Processing by IFPO IFPO IFPO rejects or modifies ** Notes: * CDRs are considered accessible since some FLs are made available **by agreement with originator Figure 7 : IFPS Process of FPLs filed on CDRs Edition 2.0 Released Issue Page 4-13

82 4.7.5 Aircraft Operator "What-if" Re-Route (AOWIR) Function This CFMU function allows an AO to request a modification of a FPL routeing within the CFMU system via a CFMU Terminal [Remote Client Application (RCA)] The user initially makes a series of consultations in order to assess different re-routeing options proposed by the AOWIR On identifying a better routeing possibility than the initial one planned in the original FPL, the user must choose the FPL refiling option between: Case 1 : allowing the CFMU/IFPS to directly update the original FPL and associated IFPS messages as if a change message (CHG) had been submitted by the user or, Case 2 : allowing the CFMU/IFPS to proceed as if an FPL cancel message (CNL) had been submitted and a new slot booked by the user. In this latter case the user must then refile the FPL via AFTN/SITA whereas in case 1 no further flight planning actions are required by the user (see Figure 6). Originator RCA ENV with route options IFPL DataBase AOWIR Function Identify a better routeing? or.. Y Case 1 TACT issues CHG Y Case 2 TACT issues CNL a new slot is booked TACT IFPS Maintain Original FPL Update Original FPL Cancel Original FPL Normal IFPS Processing (SAM, SRM, SLC, FLS or DES ACK (SLC, RRN) ACK (SAM or FLS) (ACK, MAN or REJ) originator originator originator No further flight planning actions Submit a new FPL Figure 8 : IFPS/TACT Processing of FPLs modified by originator with AOWIR Page 4-14 Released Issue Edition 2.0

83 4.8 ASM LEVEL 2 TIMETABLE (see Annex 3) Up To 48 Hours In Advance Up to 48 hours in advance the ACCs/FMPs, in co-ordination with the FMD, assess the expected traffic forecast for the particular day, identify and highlight capacity shortfalls, and agree on the traffic flow adjustment requirements that will be requested on the particular day of operations The Day Before Operations Before 1000 UTC On The Day Before Operations (1000 UTC D -1): a) The FMPs compare, with its related ACC, the FMD requirements for traffic flow adjustment with relevant ACC factors such as sector handling capability, equipment constraints, staff availability and operational factors and determine the corresponding CDRs 2 requirements. b) The ACC/FMP sends to the AMC the CDRs 2 Availability Request, with details of traffic forecasts, capacity shortfalls and delay predictions. c) The national AAs collect all airspace users requirements for CDRs, TSAs/TRAs, AMCmanageable R and D Areas and CBAs, for the 24-hour period of the next day of operations, and submit them as the civil/military Airspace Requests to the AMC. d) The managers of designated R and D areas advise the AMC of the details of any reduced utilisation of the R and D areas Before 1400 UTC On The Day Before Operations (1400 UTC D -1): a) The AMC collects, collates and analyses all airspace requests, resolves conflicts through negotiation and co-ordination, responds to any additional requests to resolve route inconsistencies, and decides on allocation of CDRs, TSAs/TRAs and CBAs in accordance with priority rules established at Level 1. b) The AMC has to obtain details of, or decides in case of CDRs 1 managed at Level 2 the periods of temporary closure of Category 1 CDRs, and has to obtain details of the periods of use of RCAs. c) The AMC promulgates the AUP for the 24-hour period 0600 on the day of operations to 0600 UTC the next day (0600 UTC D to 0600 UTC D +1). d) The AMC sends the AUP to AAs, FMPs, ACCs, the CFMU/CADF and if bilaterally agreed, to adjacent AMCs and to such internal agencies as agreed. Note Subject to national decision Note When the airspace allocation decision will not contain CDR 2 activation, but only information on provisional CDR 1 closures at Level 3 which do not require flight planning actions by AOs nor coordination with adjacent States, such AMC decision of CDR 1 unavailability can be promulgated later, even on the day of operations still through the AUP (see para ) Edition 2.0 Released Issue Page 4-15

84 Before 1500 UTC On The Day Before Operations (1500 UTC D-1): a) the CADF from UTC, collects and analyses the AUPs, and detects any remaining lack of continuity of Cross-Border CDR 2 availability. b) the CADF compiles a Draft CRAM with the list of available CDR 2 information from the AUPs to cover the 24-hour time period 0600 on the day of operations to 0600 the next day (0600 UTC D to 0600 D +1). c) the AMC after the AUP distribution, provides clarification to the CADF, if needed, and cross-checks the Draft CRAM upon reception on their RCA Terminal. d) the CADF promulgates the CRAM to AOs, ACCs/FMPs, all AMCs and selected AROs in the requested format. e) the CADF ensures that information on CDR availability is made known to the CFMU Operational Units. f) the FMPs/ACCs notify CFMU of any resulting capacity changes that could effect ATFM measures The Day Of Operations On The Day Of Operations: a) AAs utilise the TSAs/TRAs, CBAs and AMC-manageable R and D areas in accordance with the AUP allocation. b) ACCs and AOs utilise the CDRs 2 in accordance with the AUP activation As Required On The Day Of Operations: a) AAs cancel, through the AMC for the promulgation of an UUP, any airspace allocation which is no longer required and advise the relevant ACC in accordance with national procedures; b) The AMC collects and analyses up-to-date information from AAs concerning cancellations or de-activation of airspace already in the AUP/AIP/CRAM; c) The AMC re-allocates airspace and make available CDRs 2 accordingly; d) If required, the AMC may publish one or more UUPs for the period of validity of the current AUP, for transmission to the FMPs, ACCs, the CADF and adjacent AMCs. A minimum of 1 hour shall be allowed between the release of the UUP and the commencement of any additional Airspace Structures made available by the UUP As Required On the Day Of Operations: a) ACCs utilise the CDRs 2 in accordance with the UUP activation. b) When associated TSA/TRA activity has ceased and has been cancelled, ACCs/FMPs utilise CDRs 2 & 3 on a tactical basis and may offer an aircraft a short-notice routing through the inactive area. Page 4-16 Released Issue Edition 2.0

85 As Required On the Day Of Operations: a) The AMC decides in accordance with criteria established at Level 1 on the provisional closure of CDRs 1 to be handled in real-time at Level 3. b) The AMC promulgates accordingly, through the AUP still for the 24-hour period from 0600 UTC on the day of operations to 0600 UTC the next day, the airspace allocation decision which shall not contain CDR 2 activation, but only information on provisional CDR 1 closures at Level 3 and foreseen activity in associated TSA(s)/TRA(s) and/or AMC- Manageable D and R area(s). c) Such a late AUP shall be published at least 1 hour before its validity period (0500hrs UTC) and can be updated through a UUP released up to 1 hour before the start of CDR 1 unavailability (see para ). 4.9 USE OF TEMPORARY OPERATIONAL AMC/CADF PROCEDURES FUA Temporary Instruction (FTI) The "basic" procedures described above in para. 4.1 to 4.8 are permanent, common to and binding to all AMCs and the CADF, but operational instances may arise which, for the benefit of the users, require the CADF and AMCs : a) to temporarily deviate from the basic procedures; or b) to apply a new procedure which has been considered beneficial by the experts of AMCs and of the CFMU/CADF prior to being endorsed as a new basic procedure; or c) to apply a new procedure which could be of temporary validity and/or of such operational impact which would not justify its transformation into a permanent procedure Procedures of the above nature are named FUA Temporary Instructions (FTI). FTIs shall be agreed/applied by appropriate AMCs and the CFMU/CADF for all or for a part, of the FUA area. A FTI will be published in a similar way to FMD Temporary Instructions in the format presented at Figure Implementation Rules The CFMU, as the unit responsible for the daily operations of the CADF, shall, with sufficient advance notice, coordinate and agree the implementation of an FTI with the AMCs concerned and, when required, with FMPs concerned and, if necessary, with the AOs When a decision has been taken among those concerned, the instruction shall be published by the CFMU as a "FUA Temporary Instruction" (FTI). The drafting of the instruction is the responsibility of the CFMU. The purpose, scope and parties affected by the instruction shall be clearly stated The CFMU must notify the EUROCONTROL Airspace Management & Navigation Unit of the circumstances which require the implementation of a FUA Temporary Instruction. In any case, FUA Temporary Instructions will be sent to all affected AMCs, FMPs and AOs, for application and to Airspace Management & Navigation Unit, for information FTIs are issued on the authority of the FDOD Head of Operations. Edition 2.0 Released Issue Page 4-17

86 4.9.3 Subsequent Treatment When a FTI is proposed to be applied on a permanent basis, e.g. after a trial period, the CFMU shall forward to the EUROCONTROL Airspace/Flow Management & Navigation Unit for submission to the next ASM-SG the request for the procedure to be incorporated into the EUROCONTROL Handbook for Airspace Management Once published in the present EUROCONTROL Handbook for Airspace Management, the CFMU informs the involved parties of the change of status of the FTI Fields of Application The CFMU shall issue FTIs/AIMs in the following domains: a) - CFMU/CADF -AMC working procedures b) - FUA/ENV matters (e. g. modification of data...) c) - Use of the ACA/AME tools d) - CFMU/CADF -AOs relationship e) - Changes in AMCs or CADF addresses FUA OPERATIONS Issued by: FUA TEMPORARY INSTRUCTION Area concerned: Title Number: FTI 02/... Validity from: to: EXAMPLE FORMAT (Insert text as appropriate) Page 1 Date CADF, FMD Supervisors, AMCs, IFPU Supervisors, VAU, MTZ, DEL, (J-P Lemaire) Original : BLZ Figure 9 : Example of FUA Temporary Instruction (FTI) Page 4-18 Released Issue Edition 2.0

87 4.10 ASM OVER THE HIGH SEAS General As stated in para , the basis of the agreement reached on the Concept of the Flexible Use of Airspace by the ECAC States is that it should not be in contradiction with the Chicago Convention and its Annexes or the international law of the sea Activation of Danger Areas over the High Seas In line with the fundamental principle of Flexible Use of Airspace Concept, Danger Areas over the High Seas shall be notified as active in respect of the duration and extent of the scheduled activity. Thus, Danger Areas over the High Seas shall not be published as active when there is no activity notified to the State in whose FIR the Danger Area is situated Activation of CDRs over the High Seas The activation of a CDR over the High Seas depends on the absence of activities potentially hazardous to the safety of air navigation either in established Danger Areas or in airspace over the High Seas which conflicts with the CDR. As there are no national sovereign rights in airspace over the High Seas, and there is freedom of navigation for ships and aircraft within international waters and overlaying airspace, the State responsible for providing ATS in that airspace cannot activate a CDR once it has notification of Danger Area activity. This applies to all categories of CDRs ICAO Annex 11 and ICAO DOC 9554 on Safety Measures relating to military activities potentially hazardous to Civil Aircraft Operations, establish that promulgation of information regarding such activities over the High Seas shall be effected in accordance with the provisions in ICAO Annex 15. Therefore, an AMC shall have all the information in time to decide on the activation of a CDR2 over the High Seas. Based on the absence of any Danger Area activation, a CDR2 can be activated by the national AMC. Similarly, if a cancellation of a Danger Area activation has been issued, a CDR2 can be activated by the AMC. Should a notification be received after the CDR has been activated, ATS must, at Level 3, take measures to re-route traffic which is flying within or may have flight planned to use this CDR Alternative Method to Improve the Mechanism for the International Co-ordination The co-ordination requirements and procedures for activities potentially hazardous to civil aircraft over the High Seas are laid down in ICAO Annex 11 (para 2.17) and in ICAO Doc (para ). The application of the FUA Concept does not alter these co-ordination requirements and responsibilities and does not change the sovereign rights and legal status of the airspace over the High Seas. The FUA Concept does, however, provide procedures, as depicted in Figure 10, which simplify lines of co-ordination and allow more efficient ways of dissemination of information resulting from this co-ordination Many ECAC States have adopted the procedures marked in dashed lines (1) to simplify the co-ordination process and use the AMC as a focal point for day-to-day airspace management. This results in the improvement of the mechanism for international coordination and dissemination of information. Other ECAC States and non-ecac States continue to use the dotted procedure (2). It is a State Level 1 prerogative to choose one procedure. However States which adopt the new procedure (1) must incorporate procedure (2) through suitable internal co-ordination (3) between national ATS and AMC units to permit the process to be completed expeditiously. Edition 2.0 Released Issue Page 4-19

88 1 1 AMC STATE B 3 AUP (As additional information to NOTAM) CRAM MILITARY STATE A 2 ATS STATE A 2 ATS STATE B 2 NOTAM Proposed FUA Co-ordination Current ICAO Co-ordination National Co-ordination Figure 10 : Alternative method to improve the mechanism for the International co-ordination of activities over the High Seas potentially hazardous to civil aircraft AMC Related Tasks AMCs must be informed of any activation of Danger Areas over the High Seas. If this activation has been announced by a NOTAM, the AMC reproduces the NOTAM reference in the Additional Remarks field of the AUP,. This adds to the completeness of the Airspace Use Plan for the whole of the FIR. AUP publication of Danger Area activation does not replace the need for a NOTAM in accordance with ICAO Annex 15. In this context, AMCs may be assigned the responsibility to publish the NOTAM CDRs 2 over the High Seas are activated by the responsible AMCs and the information is included in the daily AUP. AMCs must take into account the fact that there are no national sovereign rights in airspace over the High Seas. This therefore may preclude the application of national allocation rules for those CDRs When AMCs have notification of activities potentially hazardous to civil aircraft operations in airspace over the High Seas which conflict with CDRs 1, they can publish the corresponding closure of those CDRs 1 by using the appropriate part of the AUP. Page 4-20 Released Issue Edition 2.0

89 SECTION 5 AIRSPACE MANAGEMENT FUNCTIONS AT LEVEL GENERAL Tactical ASM Level 3 consists of the real-time activation, deactivation or real-time reallocation of the airspace allocated at Level 2 and the resolution of specific airspace problems and/or traffic situations between civil and military ATS units and/or controllers, as appropriate The real-time access to all necessary flight data, including controller s intentions, with or without system support, permits the optimised use of airspace and reduces the need to segregate airspace Adequate real-time co-ordination facilities and procedures are required to fully exploit the FUA Concept at Levels 1 and 2. Flexibility in the use of airspace is enhanced by real-time civil/military co-ordination capability. This flexibility depends on the potential offered by the joint use of airspace by civil and military traffic 5.2 MODES OF REAL-TIME CIVIL/MILITARY CO-ORDINATION Associated co-ordination actions which include the prompt exchange of information relevant to the safe and expeditious conduct of both civil and military flights and the identification of all civil aircraft, can take place either in an active or a passive mode with or without action by the controller The Active mode of civil/military co-ordination is the communication in real-time between civil and military units which results from a controller(s) action. This active mode includes both "Verbal" Co-ordination, by speech only, and "Silent" Coordination, the communication process by manual input only The Passive mode of co-ordination is the communication of information in real-time without any action by the controller. This is usually in the form of an automatic exchange of flight data, as previously agreed, between controllers to facilitate OAT/GAT separation without the need for an extra co-ordination Active Mode of co-ordination relates to the co-ordination of traffic situations whereas the Passive Mode of co-ordination relates mainly to the transmission of data and should be used to establish a course of action only where permitted by agreed procedures Silent Co-ordination will mainly be used for crossing of airspace and/or route structures when prior co-ordination is required. The use of Silent Co-ordination will reduce the controller workload particularly in areas of very high density traffic Verbal Co-ordination will be required to resolve certain co-ordination problems besides being available as the fall-back facility. In particular, the verbal co-ordination functions will be used whenever the silent system-supported dialogue cannot be positively and quickly concluded without a direct verbal dialogue. Edition 2.0 Released Issue Page 5-1

90 5.3 COORDINATION PROCEDURES FOR ATS ROUTES AND AIRSPACE CROSSING Co-ordination Procedures for Controlled Airspace or ATS Route Crossings by OAT General In order to permit OAT/GAT separation during the crossing by OAT of an ATS route or a civil controlled airspace, different procedures can be used according to the amount and accuracy of the flight data available Access, via electronic display, to the flight data of the overall OAT and GAT traffic situation involved, allows the controller responsible for OAT/GAT separation to determine a plan for either the application of ICAO standard horizontal and vertical separations or the necessity for an active mode of co-ordination (verbal co-ordination or system-supported silent coordination) General procedures - Sufficient flight data allowing ICAO standard separations without additional co-ordination The display to the military controller of all relevant OAT and GAT flight data, including controller s intentions required in national LoAs, allows the OAT controller to fulfil his responsibility for OAT/GAT separation during a route crossing without the need for an extra co-ordination Controller s Intentions are updated flight data which are exchanged, as laid down in LoAs, either simultaneously with or before, the corresponding ATC clearance is issued When bilaterally agreed, the display of minimum OAT flight data to the civil controller allows the GAT controller to be aware of OAT traffic. The military controller is still responsible for the provision of separation between OAT and GAT OAT Crossing of Controlled Airspace - Display of Information When bilaterally agreed, the civil controller needs to know the plan of action of military controllers intending to control military flights across a specific portion of controlled airspace under his responsibility. Therefore, a notification of intention is sent by military controllers to the civil controller accordingly The display to the civil controller of all relevant OAT flight data allows the GAT controller to be aware of the foreseen crossing conditions and to initiate co-ordination, if required. The military controller is still responsible for the provision of separation between OAT and GAT Silent Co-ordination for Crossing When the crossing requires prior co-ordination, the military controller sends, by means of a silent co-ordination message, a request for the crossing of civil controlled airspace (ATS Route, CDR, CTA,...). This request is answered by the civil controller by means of a silent co-ordination message The answer contains either an acceptance of crossing parameters or, if not acceptable, an alternative proposal including revised crossing data (heading, FL, etc...). Verbal coordination is used if the alternative proposal is not acceptable. Page 5-2 Released Issue Edition 2.0

91 When this co-ordination procedure is applied it binds each controller to an agreement and requires the controllers to conform to the agreed actions throughout the crossing. Under the circumstances of such an agreement and in accordance with national regulations, the safety and separation responsibility between OAT and GAT is positively transferred during the crossing to the civil controller who has accepted the crossing along a cleared flight path. Each controller is, however, responsible for ensuring that the traffic under his control conforms to the agreement and maintains the agreed criteria Use of Pre-notified Crossing Corridors by OAT In some specific cases determined in LoAs, it is better to pre-plan specific corridors for OAT when military traffic complexity or frequency requires a block of flight levels. The use of these pre-planned crossing corridors is agreed/notified to the civil controller by means of a procedure similar to one of those described above in para or Application of the pre-planned crossing corridors procedure binds each controller to the corresponding L.o.A and requires the controllers to conform to the agreed actions throughout the crossing. Under the circumstances of such an agreement and in accordance with national regulations, the safety and separation responsibility between OAT and GAT is positively transferred during the use of the crossing corridor to the civil controller who has accepted the crossing along a cleared flight path. Each controller is responsible for ensuring that the traffic under his control conforms to the agreement and maintains the agreed criteria Transfer of Control Responsibility When the above procedures described in para to cannot be used, a possible way to permit the crossing in safety is to transfer the control of the OAT flight to the civil controller The procedure for transfer uses the same co-ordination messages as defined for a mixed OAT-GAT flight. The only differences may concern rules to be applied during the crossing: OAT or GAT Co-ordination Procedures for Airspace Crossings or Off-Route Flying by GAT Crossing Clearance through an Active TRA When an off route/direct route for GAT is requested through an active TRA temporarily reserved for military activities, a prior co-ordination is required. The request/answer procedure described in para can be used to automate this co-ordination process. However, in this case a refusal may be expected when the level of OAT activity is not compatible with GAT This co-ordination procedure binds each controller to an agreement and requires the controllers to conform to the agreed actions throughout the crossing. Under the circumstances of such an agreement and in accordance with national regulations, the safety and separation responsibility between OAT and GAT is positively transferred during the crossing to the military controller who has accepted the crossing. Each controller is responsible for ensuring that the traffic under his control conforms to the agreement and maintains the agreed criteria. Edition 2.0 Released Issue Page 5-3

92 Prior/Reduced Co-ordination Airspace (PCA/RCA) Procedures Under the Prior Co-ordination Airspace (PCA) Procedure, individual GAT is permitted to fly off-route within a pre-defined portion of airspace only after prior co-ordination initiated by the GAT controller with the OAT controller responsible for OAT/GAT separation in that airspace Under the Reduced Co-ordination Airspace (RCA) Procedure, GAT is permitted to fly off-route within a pre-defined portion of airspace without requiring the GAT controller to initiate co-ordination with the OAT controller responsible for OAT/GAT separation in that airspace The display to the military controller of all relevant GAT flight data, including controller s intentions, allows the OAT controller to be aware of the GAT crossing conditions of the RCA and to initiate co-ordination, if required. The military controller is still responsible for the provision of separation between OAT and GAT Transfer of Control Responsibility Another solution to permit crossing is to transfer control of the GAT flight to the military controller The procedure for transfer uses the same co-ordination messages as defined for a mixed OAT-GAT flight. The only difference concerns GAT rules to be applied during the crossing. 5.4 SYSTEM SUPPORT FUNCTIONS General At the tactical level the main requirement is to provide system support to create a traffic environment in which the FUA Concept can be applied efficiently i.e. an environment in which the need to segregate traffic is reduced to a strict minimum. This can be achieved by: - the provision of airspace-use data; - the exchange of flight data between civil and military units; - the provision of system support for airspace crossing Airspace Use Data Function The Airspace Use Data Information Function should provide, in real-time, all Approved Agencies concerned with up-to-date information on the current use of airspace, in addition to AUP information on allocated and scheduled use of airspace, so as to make efficient use of all available airspace Initially, real-time information on the current use of airspace should be provided manually in each ATS unit on their own and for their individual system. Page 5-4 Released Issue Edition 2.0

93 5.4.3 Basic Flight Plan Information Identification Function The Basic Flight Plan Data Information Function concerns the automatic exchange between civil and military control units of all necessary flight plan data. This function will permit the creation of associated tracks/labels in both civil and military units for the display and identification of the overall OAT and GAT traffic situation involved in a civil/military coordination process. As a minimum, to permit the correlation of radar data with flight plan data, the aircraft identification/call sign, the SSR Mode and Code for each flight concerned in the co-ordination process shall be passed from civil to military units, and when required from military to civil units The common BFD message has been developed to permit the harmonised system-supported exchange of all necessary basic flight plan data between civil and military units Current Flight Plan Information Function Separation Function Current Flight Plan Data Information Function allows the automatic and dynamic update of the flight plan brought about by any subsequent ATC clearances The Controller s Intentions Data Information Function aims to automatically update the current flight plan with the next change subject to further clearance The passing or receiving of information on controller's intentions does not, by itself, constitute co-ordination for action. It should only enable the controllers to determine the necessity for an active mode of co-ordination The exchanged data may include data such as assigned heading, direct clearance, rate of climb/descent, assigned speed, controller/sector identification and any other executive data, including controller s intentions, as specified in a bilateral agreement between the units involved Controller s Intentions are updated flight data, which shall be exchanged, as laid down in LOAs, either simultaneously with or before, the corresponding ATC clearance is issued The common CFD message has been developed to permit the harmonised distribution of updated flight data information Silent Co-ordination Function Airspace Crossing Function The Silent Co-ordination Functions, based on a system-supported dialogue, allow controllers to exchange co-ordination messages using electronic displays. These functions will speed-up and facilitate co-ordination procedures and methods, which are conducted at present mainly by speech. The main applications of this system-supported dialogue concern: - crossing of ATS permanent/cdrs routes by OAT; - crossing of civil and military controlled airspace by GAT and OAT; - use of additional CDRs/ direct-routing/off-route by GAT The System-supported dialogues required above for airspace and route crossings can be divided into the Airspace Crossing Intention Notification Function and the Airspace Crossing Dialogue Function. Edition 2.0 Released Issue Page 5-5

94 5.4.6 Airspace Crossing Intention Notification Function The Airspace Crossing Intention Notification Function should be used to advise a civil control unit of the plan of action of a military controller intending to cross a specific portion of controlled airspace with (a) military flight(s) or vice versa This notification of intention should not be seen as a request for crossing clearance or a cleared flight path; only the plan of action is forwarded, if required by bilateral agreement, for the information of the civil controller, the military controller or air defence unit The common XIN message has been developed to permit the harmonised system-supported distribution of Airspace Crossing Intention Notification Information Airspace Crossing Dialogue Function The Airspace Crossing Dialogue Function is a further development of the AIRSPACE CROSSING INTENTION NOTIFICATION FUNCTION. It should be used when, by bilateral agreement, a prior OAT/GAT co-ordination is required for airspace or route crossing The XRQ/ACP-XAP-RJC-XCM messages have been developed to permit the harmonised system-supported distribution of Airspace Crossing information. 5.5 JOINT OR SHARED USE OF AIRSPACE Joint Use of Airspace An AMC can decide at Level 2, in accordance with criteria defined at Level 1, not to allocate specifically airspace as either CDR or TSA/TRA, (AMC-Manageable D and R areas). In such a case, the safe use of airspace in real-time is subject to Level 3 negotiation between civil and military ATS units concerned The corresponding Level 3 negotiation rules agreed at Level 1 shall be reflected in Letters of Agreement established between civil and military ATS units concerned. These rules clearly defines under which circumstances (nature of activity, civil/military co-ordination capability...) airspace can be jointly used When the RCA procedure is in force, these Letters of Agreement shall define the criteria required for the application of the PCA procedure with specific notice periods to allow the safe return of GAT flights to the ATS route network Shared Use of Airspace It is possible to grant access to airspace, under suitable arrangements, between specific customers and the ATS provider managing that airspace. In this scenario a specific airspace user may be given access to a specific volume of airspace under specific conditions where, under normal circumstances, this may not have been possible With the PCA Procedure, it is possible to temporarily book an airspace, for the use of specific users, that is located outside the major GAT traffic flows. A Prior Co-ordination Airspace (PCA) is a given block of controlled airspace within which military activities can take place on an ad-hoc basis with individual GAT transit allowed under rules specified in LoAs between units concerned (see EUROCONTROL MANUAL FOR AIRSPACE PLANNING Volume 2 Section 3, Chapter 3.9.3). Page 5-6 Released Issue Edition 2.0

95 A PCA will mainly be used to temporarily separate general and commercial aviation operating in controlled airspace in a known traffic environment from high-speed military operations such as air combat training and formation flying. When military activities within a PCA cease or decrease, the RCA procedure will be initiated An other possibility consists into the temporarily allocation of a published area (including Terminal Area) or a subdivision of it (e.g. TMA Sector) usually under the responsibility of a well defined ATS Provider (e.g. Civil ATS Provider) to another ATS Provider (e.g. Military ATS Provider). This area can be used autonomously to allow the conduct of a specific activity or can be merged with an active area in order to increase the volume of traffic controlled by the ATS Provider concerned These arrangements shall be contained within an LoA or an Agreement between the concerned parties. LoAs or Agreements must contain clear and concise information in order that no misunderstanding exists, between all signatories, in respect of their responsibilities and accountabilities 5.6 ADDITIONAL ASM PROCEDURES WITHIN THE LOWER AIRSPACE General The procedures described above in para 5.2.to 5.5 are commonly used within the Upper and Lower Controlled Airspace. However, due to somewhat different composition and nature of the Lower Airspace and the associated flying activities generated by the General Aviation (e.g. Recreational flying, Air Sports, etc) and by the Aerial Work (e.g. Environmental Surveillance, Fire Fighting, Aerial Photography, etc), additional ASM procedures have been implemented by States in order to comply with the needs of all airspace users and to ensure that unnecessary restrictions were not imposed. These proposed Best Practices aim at assisting the States to plan for or to enhance the implementation of the FUA within their Lower Airspace Lower Controlled Airspace Change of Airspace Classification In order to increase the flexibility of use of the Lower Controlled Airspace to all airspace users, the classification of the airspace could be adapted according to the type of activity. This could be translated into a change in airspace classification, i.e. downgrading, to allow usage by a wider customer group. Should military activities taking place in the Lower Controlled Airspace require the provision of Air Traffic Control Service, the associated airspace classification would be defined accordingly (e.g. Class B or C ). Outside military activities, the airspace classification could change into a Class (e.g. Class D ) allowing more freedom to the VFR traffic Such a flexible change of airspace classification shall be published in the AIP in order to inform the wider audience. The publication shall contain a clear definition of the Lower Controlled Airspace concerned using latitude and longitudinal co-ordinates, the vertical dimension (bottom and top Level), the airspace classification associated with the related hours of activity (e.g. SR/SS, during the weekend, etc) and the contact details (telephone number/ RT frequency). Edition 2.0 Released Issue Page 5-7

96 Activate Method This method consists of pre-defined areas being promulgated as add-on areas to a published specific Airspace or Area, available on a dynamic basis. Due to the Safety Management Systems requirements the activate method is considered unsuitable for Terminal Airspace The activate method may be appropriate for short notice demands, for protection of air traffic operating under specific conditions, or for activities which are known well in advance It is suggested not to use this method within airspace classified as E to G as the main difficulty is the need of achieving a sufficient notification period, for all potential users, prior to "activating" a volume of airspace. However, a possible solution could be to publish airspace in the AIP, including volume and time, and to accord it an A to D classification within timescales of pre-defined activation Terminal Areas (CTA, TMA, CTR) General It is suggested that Terminal Areas, and their surrounding airspace, are of a classification that would not hinder flexibility, and are managed by defined entities between whom coordination can be achieved It is possible to arrange the airspace structure, as published in AIPs, to be fixed and/or cyclic. This would involve a portion of airspace being allocated, on a need basis, according to a long established timetable De-activate Method This applies to airspace which is notified for permanent use, or only during specified published times, by the ATM system but which is available to other airspace users under certain conditions Due to the foreshortened time scales inherent with Terminal Airspace operations, in the majority of cases the D-1 timescale, of the AMC, for the publication of the AUP, may be incompatible with the requirements and ability of Terminal Airspace operations. In these cases consideration may be given to DELEGATING the Level 2 function from the AMC to the ATS provider managing the airspace. Any delegation requires to be clearly defined, as to responsibilities, in a LoA When it is considered that, for efficiency reasons, the LEVEL 2 function is delegated to the ATS provider of the airspace concerned, Safety Management demands that the airspace must be promulgated as being active during the hours published in the AIP and must be released, for use by other users when not required AIPs must be annotated to show that this airspace may be available for use by other groups and any restrictions which apply to their use A change of the airspace classification may be required, i.e. downgrading from an A to D classification to an E to G classification., to allow usage by a wider customer group. Page 5-8 Released Issue Edition 2.0

97 An example of this concept would be Terminal Airspace which would require use of a volume of airspace only for a certain runway direction or during periods of complex traffic loading Fig. 1 shows, in simplistic form, an historic portion of Terminal Airspace, containing an airport with the predominant use of RWY 27. Increasing traffic levels and size of aircraft result in severe difficulties when either RWY 22 or RWY 09 are used. A need for additional airspace to cater for those runways has been identified. The impact, of creating additional controlled airspace, has to be kept to a minimum Outline published Terminal Airspace CTR Fig. 1 : Terminal Airspace Fig. 2 shows the same portion (as fig. 1) of Terminal Airspace with de-activate airspace. In this scenario the whole outline area (solid, bold and normal) would be promulgated as Terminal Airspace. The areas X, Y and Z (solid, normal, and dashed) would be annotated as those areas used only at certain times or under certain conditions, in this case Z when RWY 22 is in use and X and/or Y when RWY 09 is in use. Z KEY:- KEY:- Y Outline published Terminal Airspace X "Flexible" Areas (X, Y, Z) "De-activate" CTR Fig. 2 : Flexible Terminal Airspace Edition 2.0 Released Issue Page 5-9

98 Fig. 3 shows a cross section slice through Fig. 2. Although the areas X and Y are additional to the original Terminal Airspace (fig. 1), as they are situated at the extremities, they are only a relatively small amount of airspace, in either the vertical or horizontal plane. There is therefore a minimum amount of disruption to other users. X Existing published Terminal Airspace Y Fig. 3 : TMA cross section Lower Uncontrolled Airspace The main difficulty related to the application of FUA in the Lower Uncontrolled Airspace is the way of informing in real-time the users and/or the ATS Providers about the current airspace structure and associated status. In order to guarantee the safety and the access to the airspace information to the wider audience, the implementation of FUA in the Lower Uncontrolled Airspace is limited to airspace structures (see EUROCONTROL MANUAL FOR AIRSPACE PLANNING Volume 2 Section 3) compulsorily published in the AIP with pre-defined activation/de-activation time that shall be strictly respected However, some types of Special Requirements are currently used by various States in order to increase the knowledge of the ATS Providers and other Airspace Users on the traffic in evolution inside the Airspace concerned. The authority for these requirements comes from Level 1 and provides Levels 2 and 3 with additional influence : - Requirement for carriage, and use, of radio within a classification that does not normally require it. - Requirement to ascertain current status of airspace, in real time, prior to penetration. If no knowledge then pilot must assume that penetration is not authorised. - Requirement for carriage and use of transponder. - Changes to weather minima. - Requirement for FPL. Note This has the effect of altering the status of classification E, F or G airspace from a Unknown Traffic Environment (UTE) into a Known Traffic Environment (KTE) Page 5-10 Released Issue Edition 2.0

99 5.6.4 Promulgation and Notification The general methods of promulgation and notification remain as for the Concept. Consideration is required as to the possibility of widening the circulation of the AUP, and the list of AAs, in order that the information reaches the required wider audience The AIP shall contain sufficient information to assist the pilot in making the appropriate arrangements for flight safety. The items shall include: - the volume name/code identifier, - WGS co-ordinates, - dimensions (lateral and vertical), - times/days of operation, - contact details (telephone number /RT frequency) Different types of airspace users may require differing notification processes and promulgation requirements, according to the classification/type of the subject airspace. All entities involved in the management and use of these airspace shall be included in the distribution lists of AUPs or a similar method sufficient to achieve the required promulgation It remains a State decision to implement the most effective method of Promulgation and Notification based on its particular requirements. Edition 2.0 Released Issue Page 5-11

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101 SECTION 6 PUBLICATION OF ASM INFORMATION 6.1 AIP/NOTAM FOR LEVEL 1 DECISION An important national task at Level 1 is to publish in national AIPs the status of airspace structures and ATS routes under its jurisdiction. Another task consists of the co-ordination of major events planned well in advance, such as large scale military exercises or airshows, which require additional segregated airspace. These particular activities need to be published by AIS-publication such as NOTAM In order to permit AOs and airspace users to become aware of the new flexible structures implemented in the ECAC States, the harmonisation and consistency of the publication of this information in AIPs is required. The guidelines for an harmonised publication of the AMC manageable areas can be found in the Section 3 para 13 of the EUROCONTROL Manual for Airspace Planning. 6.2 SPECIFIC ASM MESSAGES FOR LEVEL 2 DECISION Airspace Use Plan (AUP) The effective application of the FUA Concept requires that Level 2 airspace allocation decisions are promulgated daily in an efficient, timely and accurate manner by each AMC by means of a national Airspace Use Plan message (AUP) The AUP shall be prepared in a common harmonised format (see Annex 5) using the ACA Application and shall be published, as soon as possible, and by UTC, at the latest, to cover the 24 hours time period between UTC the next day to UTC the day after (D 0600 hrs to D hrs). Several AUPs can be sent in one sequence on the last day before the closure of the AMC to cover each day of a week-end or Holidays period, but with a maximum of 7 consecutive days. The AUP shall be transmitted to AAs, including ACCs/FMPs and to the CADF and if bilaterally agreed, to adjacent AMCs and to such internal agencies as agreed In order to automate the AUP process within AMCs and AAs, to allow the automatic storage and display of AUPs in ACCs/FMPs and to enable the CRAM to be compiled automatically by the CADF, AUPs shall be prepared and distributed to the CADF/AME by means of the common AUP/UUP Composition Application (ACA) Software set up in CFMU Terminals (see Figure 1 ). Note When the airspace allocation decision will not contain CDR 2 activation, but only information on provisional CDR 1 closures at Level 3 which do not require flight planning actions by AOs nor coordination with adjacent States, such AMC decision of CDR 1 unavailability can be promulgated later, even on the day of operations still through the AUP (see para ) Edition 2.0 Released Issue Page 6-1

102 Optional Local Data Base AMC Local File National AUP PC software Local PC TSAs/TRAs, R, D Routes, CDRs, Fax Local Printer AUP in hard-copy ACA Software Additional CFMU Terminal TSAs/TRAs, R, D National AAs AOs AUP AMCs ACCs/FMPs AMCs * In ADEXP and/or Human Readable Format AUP CRAM* CRAM* CRAM* AME System CFMU AUPs in ADEXP CRAM CFM CFM Routes, CDRs ENV. Data Base Routes, CDRs Figure 1 : AUPs and CRAM Processing & Distribution AIP Information on CDRs and some Areas IFPS AOWIR TACT Updated Airspace Use Plan (UUP) After the AMC has completed the allocation process, modification of the airspace allocation might be necessary in order to take advantage of the cancellation of any previously reserved airspace structure. Changes to the airspace allocation will be effected by the AMC through an UUP on the day of operation UUPs shall consist of alterations to the current AUP with the aim of improving ATC capacity and reducing GAT delays through the more efficient use of airspace. In particular, UUPs will contain details of: the cancellation of TSAs/TRAs allocated in the current AUP; new Category Two CDRs or RCAs made available as a result of TSA/TRA cancellation; modifications made to Category Two CDRs or RCAs already listed in the current AUP; alterations to, or cancellations of, Closed ATS Routes or Category One CDRs, AMC- Manageable R and D Areas and Reduced Airspace Restrictions listed in the current AUP. Page 6-2 Released Issue Edition 2.0

103 Unlike the AUPs, the UUPs will not be subject to a compilation by the CFMU/CADF into an updated CRAM. The Category 2 CDRs, made available on the day of operations through the UUPs, will be used on a tactical basis through ACC rerouting instructions and to assist Tactical ATFM activities The UUP shall be published in the same common format as the AUP but shall include, in addition, the Message Number of the AUP it is updating and its period of validity (see Annex 6). A minimum of 1 hour shall be allowed between the release of the UUP and the commencement of any additional Airspace Structures made available by the UUP The UUP shall be transmitted to the relevant AAs, including ACCs/FMPs, the CFMU/CADF and, if bilaterally agreed, to adjacent AMCs; when necessary, additional UUPs can be published in the same way. However, UUPs shall not be transmitted when there are no alterations to be made to the current AUP In order to automate the UUP process within AMCs and AAs, to allow the automatic storage and display of UUPs, UUPs shall be prepared by means of the common AUP/UUP Composition Application (ACA) Software set up in CFMU Terminals (see Figure 1) Conditional Route Availability Message (CRAM) As AUPs are not sent individually to AOs, the information provided by AMCs on the CDR availability in the ECAC area shall be disseminated by the CFMU/CADF by means of a consolidated international message, the CRAM, to operators for flight planning purposes The CRAM shall contain mainly the Category 2 CDRs made available in the AUPs. The CRAM will contain additionally, when applicable, information on CDR 1 closures as repetition, for safety reason, of the decision already published with appropriate advance AIS notice, as well as any other closures of permanent ATS routes (see para ) The CRAM shall be prepared in a harmonised formats (see Annex 7) by means of the ATFM Messages Exchange (AME) system. The CRAM shall be published by UTC to cover the 24 hours time period between UTC the next day to UTC the day after (D 0600 hrs to D hrs). The CRAM shall be transmitted in the required format to selected AOs and AROs (current ANM addressees), ACCs/FMPs concerned and to all AMCs Functional specifications for a CRAM message in ADEXP format are described in the EUROCONTROL Standard Document on ATS Data Exchange Presentation (ADEXP) and the Document DPS.ET1.ST FS However, so as to permit manual processing, the CRAM would also be disseminated in a human-readable format (see Figure 1). As for AUPs and UUPs, different ways of transmitting the CRAM can be used, these include AFTN & SITA. In addition, CFMU Terminal users are able to directly display and print the CRAM messages. The CRAM is also used by the IFPS for checking and correction process of Flight Plan Messages (FPMs : RPL, FPL etc.) according to the daily available CDRs (see Section 4 Figure 5). Note The AME system provides two CRAM formats for distribution, one in a Human Readable Format for manual processing and the other, on request, in ADEXP Format for automated processing in flight planning systems Edition 2.0 Released Issue Page 6-3

104 On very rare occasions, a released CRAM message may require updating due to errors or omissions. In such circumstances, the CRAM is amended by issuing a "CRAM Correction" message in the form of an Air Traffic Flow Management Information Message (AIM). An example of a fictitious CRAM Correction Message is at Annex 7 Page In order to respond to the dynamic nature of the CRAM information and to allow an easy access to the daily CRAM for all airspace users and ATS providers concerned, a CRAM VIEWER has been developed as an interactive secured world wide web tool ( The CRAM Viewer is a complementary tool to the other existing means of distribution of CRAM information and adds to these information some user aiding data access functionality including dynamic mapping of the airspace environment. 6.3 PUBLICATION ISSUES ON EARLY ACCESS TO WEEKEND/CONDITIONAL ROUTES AIPs Publication of Weekend/Conditional Routes CDRs used at Weekend are defined as such in AIPs and are categorised as CDR 1 during the weekend period and as CDR 2 during other days when they form part of sub-sets of routes or can be individually opened during busy days A common page shall be included in national AIPs to explain the Weekend Routes Procedures in each ECAC State and in particular the definition of the weekend period (see example at Annex 8 page 1 & 2) Common AIP Supplement Publication Each ECAC State concerned must publish every year in March a common AIP Supplement with the agreed list of Busy Fridays (see Section 3 Figure 4), for the following Summer Season on which early access to Weekend/Conditional Routes will be possible from UTC In addition, the AIP Supplement shall contain the list of CDRs concerned by the Early Access agreement together with the extension of their categorisation as CDR 1 from UTC on the agreed Busy Fridays (see Annex 8 page 3) NOTAM Publication In the event that the early access arrangements for Busy Fridays in a State have to be cancelled because of unexpected military activities, a NOTAM with at least 4 days notice will be dispatched on the Monday preceding the Busy Friday in question (see Section 3 Figure 5 - Column b ) AUPs/CRAM Publication When early access to all or part of Weekend/Conditional routes in a State would not be possible on a Busy Friday, a NOTAM with at least 4 days notice must be dispatched on the Monday preceding the Busy Friday in question (see para ). The information on this cancellation must be repeated in the Thursday AUP & CRAM with reference to the cancelling NOTAM. Page 6-4 Released Issue Edition 2.0

105 In the event that early access to sub-sets of Weekend routes during Other Busy Days can be agreed, the AMC must notify the CADF of extra route-availability through the AUP for inclusion in the associated CRAM. 6.4 UP TO DATE INFORMATION ON CURRENT USE OF AIRSPACE AT LEVEL All civil and military ATS units and AAs concerned, shall be provided manually with up-todate information on the current use of airspace, so as to make efficient use of all available airspace At a later stage, this Airspace Use Data Information Function will need to be systemsupported for a more efficient exchange of information. Edition 2.0 Released Issue Page 6-5

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107 SECTION 7 FUA INDICATORS 7.1 GENERAL Introduction An important task at Level 1 & 2 is the continuous monitoring of the efficiency of the application of the FUA Concept. This Section contains information regarding FUA Indicators to be used for the assessment of the efficiency of the national application of the FUA Concept The development of FUA Indicators for the assessment of the efficiency of the application of the FUA Concept in the ECAC States started with the work in AHGOFI and continued in the FUA DG. The methods and algorithms described hereafter are based on what was developed by the AHGOFI and FUA DG and agreed by the ANT in regard to FUA Indicators development The FUA Indicators are developed in the broader context of the monitoring of the ATM performances against civil and military airspace users needs and for the assessment of the FUA effectiveness in terms of impact on civil and military airspace users, ATM services provision and civil/military co-ordination FUA indicators In this stage two categories of indicators were developed - the FUA Use Rates (FUR) Indicators and the Flight Economy Indicators (FEI) The FUA Use Rates Indicators are meant to provide information about the rate of availability of the FUA airspace structures and about the interest of the users in those structures The Flight Economy Indicators provide information about the possible economy or lost in terms of distance, flying time or fuel consumption to be expected by the users while using FUA airspace structures Other FUA Indicators are under development in order to monitor the ATM performances against civil and military airspace users needs and for the assessment of the FUA effectiveness in terms of impact on civil and military airspace users, ATM services provision and civil/military co-ordination Definitions Interested flight : A flight becomes interested in a certain route if that route is the shortest possible available. Recorded flight: Flight Plan Data for a specific flight as recorded by the ARC System of CFMU. Alternate route: The shortest route on which a flight will re-route as a consequence of a certain route segment becoming unavailable. Busy Friday: Friday between 1 st of May and 1 st of November on which, upon international agreement, early access from 1000 UTC to CDRs (weekend routes) is possible. Edition 2.0 Released Issue Page 7-1

108 7.1.4 Acronyms used for defining the FUA Indicators AFE AHGOFI ALTN AMN ARFL ANRF ARC ASM SG AU BDI CDR CFMU CRAM D FEI FEL FEO FER FUA FUA DG FUR ICI OD ON OPS LOG PFE PFER PU RAI Actual Flight Economy Ad-Hoc Group on FUA Indicators Alternate route Airspace Management and Navigation Total Number of Aircraft having filed an FPL on a CDR during a given time period Total Number of Aircraft having filed an FPL/RPL on the ALTN of a CDR during a given time period Archive System of the CFMU Airspace Management Sub-Group Total Number of Aircraft having actually used a CDR during a given time period Better Traffic Distribution Indicators Conditional Route (all the categories and other details are to be found in the EUROCONTROL Handbook for Airspace Management document ASM.ET1.ST HBK-01-00) Central Flow Management Unit Conditional Route Availability Message (all the details are to be found in the EUROCONTROL Handbook for Airspace Management document ASM.ET1.ST HBK-01-00) Number of days during a given time period Flight Economy Indicators Flight Economy Lost Flight Economy Offered Flight Economy Realised Flexible Use of Airspace Flexible Use of Airspace Drafting Group FUA Use Rates Increase in ATM System/Sector Capacity Indicators Total Opening Hours of a CDR between UTC and UTC Total Opening Hours of a CDR between UTC and UTC CFMU recording of the daily live operations on their static databases Potential Flight Economy Potential Flight Economy Rate Average Number of Potential Users of an available CDR during a given time period Rate of Aircraft Interested Page 7-2 Released Issue Edition 2.0

109 RAU RDI RoCA SR1 SR6 TA TPFE TWAI Rate of Actual Use of CDR Reduction in Delays Indicators Rate of CDR Availability Length (in NM) of a CDR Length (in NM) of a ALTN Total Number of Aircraft having filed an FPL/RPL on a CDR or its ALTN during a given time period Total Potential Flight Economy Time Window of Availability Indicator 7.2 FUA USE RATES (FUR) Rate of CDR Availability (RoCA) Definition: RoCA represents the average CDR availability according to the CRAM related to a given time period. RoCA represents (in %) the ratio of the total CDR segment opening, whatever category it may be, to the total time of days (D) during a given time period. RoCA is balanced according to the fact that: - 96% of GAT is operating between and UTC - CDRs are very often available between and UTC but, on average, only 4% of the traffic is operating during this period Usage: RoCA computed individually : - assessment of a particular CDR in order to determine the potential for re-categorisation; - or the effectiveness of the negotiation process (at FUA Level 1 for CDRs 1 and at FUA Level 1,2 for CDRs 2). RoCA computed as an average : - assessment of the effectiveness of a certain AMC for an analysis made at the national level; - or assessment of the effectiveness of FUA operations in general for an analysis made at the level of ECAC Formula: RoCA = (OD x 0.96)/(18 x D) + (ON x 0.04)/(6 x D) Edition 2.0 Released Issue Page 7-3

110 For a CDR 1/2 the following method to compute the OD and ON is proposed: In the figure above, FL0 means the lowest FL available for a given CDR segment and FL4 represents the highest FL available for the same CDR. As may be observed, the route may have a different definition on each layer of flight levels (CDR1 between FL0 and FL1, CDR2 between FL1 and FL2, etc). The following formula is proposed for determining the OD and ON for such a CDR segment: OD = Σ j (OD CDR1j x R j ) + Σ k (OD CDR2k x R k ) Where Rj = (maxfl j minfl j ) /(maxfl route -minfl route ) And OD CDR1j and OD CDR2k are obtained by collecting the availability information (published in the AIP and in the CRAM). A similar formula is used to obtain the ON: ON = Σ j (ON CDR1j x R j ) + Σ k (ON CDR2k x R k ) Rate of Aircraft Interested (RAI) Definition: RAI represents the average number of aircraft interested in filing flight plans to take advantage of an available CDR. RAI represents (in %) the ratio of the number of flights planned on an available CDR to the number of potential users of this CDR Usage: RAI computed individually : - assessment of a particular CDR in order to determine the potential for recategorisation; Note Expressed in number of FLs Page 7-4 Released Issue Edition 2.0

111 - or the effectiveness of the negotiation process (at FUA Level 1 for CDRs 1 and at FUA Level 1,2 for CDRs 2). RAI computed as an average : - assessment of the effectiveness of a certain AMC for an analysis made at the national level; - or assessment of the effectiveness of FUA operations in general for an analysis made at the level of ECA Formula: The total number of aircraft (TA) having filed an FPL/RPL on a CDR or its alternate is balanced according to the Rate of CDR Availability (RoCA) in order to represent the Potential Users (PU) of this CDR. RAI = ARFL/PU where PU = ARFL + (ANRF x RoCA ) Rate of Actual Use of CDR (RAU) Definition: RAU represents the average number of aircraft having actually used an available CDR during a given time period. RAU represents (in %) the ratio of the number of flights (AU) having actually used an available CDR to the number of potential users (PU) of this CDR Usage: RAU computed individually : - assessment of a particular CDR in order to determine the potential for recategorisation; - or the effectiveness of the negotiation process (at FUA Level 1 for CDRs 1 and at FUA Level 1,2 for CDRs 2). RAU computed as an average : - assessment of the effectiveness of a certain AMC for an analysis made at the national level; - or assessment of the effectiveness of FUA operations in general for an analysis made at the level of ECAC This indicator has been developed with the aim of giving information as close to the actual usage of the airspace as possible Formula: RAU = AU/PU Note The formula used to determine the total number of potential users may be further refined if a suitable data source is available. ANRF x RoCA represents the total number of flights which could use a particular CDR but the flight plan is filed through the alternate of that CDR. Edition 2.0 Released Issue Page 7-5

112 7.2.4 Time Window of Availability (TWAI) Definition: This indicator gives, for a time period to be assessed each day, the number of occurrences of similar time-windows in the opening of a CDR segment in a certain FIR. It could be also used to highlight for only one day of operation investigated windows of opening of less than a value determined as being the minimum required to enable flight planning Usage: TWAI computed for one day of operation : assessment of a particular CDR in order to determine the effectiveness of the negotiation process (at FUA Level 1 for CDRs 1 and at FUA Level 1,2 for CDRs 2) based on the number of hour of opening and on the size of the windows of opening TWAI computed as a sum for more than one day of operations : - assessment of the negotiation effectiveness of a certain AMC for an analysis made at the national level; - or assessment of the effectiveness of FUA operations in general for an analysis made at the level of ECAC Formula: The horizontal segments in Table 1 below represent the time-window of opening of a certain CDR for the same day (e.g. Monday) in each week assessed. The hours are the numbers above the Table 1 and the numbers below the Table 1 represents the sum of occurrences for the whole period assessed. This indicator could be complemented with data on TSA/TRA activity period. Table Publication: The results can be presented in different formats as follows: Table 2 where the results are given for all the CDR segments assessed but summed for the whole period analysed, or Page 7-6 Released Issue Edition 2.0

113 Table 3 where the results are given for all the CDR segments assessed but for only one day of operations. The following pie chart representation may be used to better visually compare the differences in values. Edition 2.0 Released Issue Page 7-7