Position Paper for the structure and use of Airspace in the Federal Republic of Germany

Transcription

1 Position Paper for the structure and use of Airspace in the Federal Republic of Germany Published by Ausschuss Unterer Luftraum (AUL) - Ausschuss des Deutschen Aero Clubs e. V. (DAeC) January 2005

2 Position Paper for the structure and use of Airspace in the Federal Republic of Germany Summary... 4 Summary German Air Space Situation Future German Air Space Structure Temporal and spatial use of airspace Future development Coordination between airspace users and the publication of the results European airspace structure Future European airspace structure Aircraft identification Flexible use of airspace with the use of Transponders Traffic Collision Avoidance System (TCAS) and Airborne Collision Avoidance System FLARM Conclusion Glossar... 15

3 Summary The current airspace structure and its use restrict the availability and limit the use of airspace for VFR-traffic. In addition to the freely accessible, but timely restricted soaring sectors within Airspace C and/or D as well as TMZ, individual local agreements are chances for the flexible use of airspace. The air sports community promotes the basic principle that as little airspace as necessary is regulated and as much as possible is available to all air traffic. Experience shows to the air sports community that it is no longer a question of whether or not but of how to keep the dimensions of the class C or D airspace as small as possible. The problem of spotting and avoiding gliders and similar aircraft in airspace E are limited to see and avoid. Other users regard this to some extent as being insufficient. Their main argument is the increasing air traffic and the strain on the cockpit crew in the arrival and departure area of airports. Based on these conclusions, the AUL (DAeC Committee Lower Airspace) uses the following positions during the airspace negotiations with BMVBW and DFS. 1. The position paper of the AUL/DAeC shall discuss airspace questions offensively based on its own position and structure and not react defensively to proposed airspace modifications for particular locations. 2. The harmonisation process of the European Air Space must be escorted by the German Aero Club for the use by the air sports community. 3. A basic position must be found together with partners and representatives of the other airspace users, the Federal Ministry of Traffic (BMVBW) and the air traffic control service (Deutsche Flugsicherung DFS). The main emphasis shall be put on airspace modules and their flexible temporal and spatial use. At the same time it should be emphasised that several instruments are available that if applied accordingly - can lead to acceptable airspace cooperation. 4. Generally, there is no future requirement for a Transponder in vehicles of the air sports community within Airspace E. Still the AUL recommends to the cross country pilot the installation of a specifically for the aircraft of the air sports community manufactured transponder in order to fly within restricted airspaces (i.e. crossing TMZ, D, etc.) 5. The main goal is the temporal and spatial flexible use of airspace (Flexible Use of Airspace). For this purpose, the symbols on the ICAO chart should be simple, i.e. to be able to recheck the status of the respective areas with the competent ATIS unit. When the areas are available, the use of a transponder is not necessary.

4 6. The air sports community has to show its need for the available air space by professional and rule conform flying. The above stated positions should be supported by all committees and groups of the DAeC and should be treated as the basis for all airspace discussions with BMVBW and DFS and all European organisations. Air sport needs air space urgently as its sports ground. The intensive use of air space by air sport pilots verifies the necessity for a strong representation. Airspace use by Gliders in the Cologne-Düsseldorf Area The blue lines represent cross country flights Ref:: OLC-Data 2003

5 1. German Air Space Situation The renewed increase of commercial air traffic following the stagnation due to 9/11 will lead to more restricted air space. The increasing diversion of air traffic towards regional airports and former military airfields will lead to a further adjustment of the airspace structure leading to an even higher reduction of freely accessible air space. The initiators of these projects request and promote this under local and regional aspects only. The market situation of the low cost carrier accelerates this trend by making this regional airports and their pricing part of the competition strategy. A nation wide air traffic strategy, including airport infrastructure does not exist and is due to the federal setup particularly refused by the federal states. The air space structure is under continuous pressure by this kind of air space use. The German Aero Club and the other GAT organisations are worried by this tendency and are opposing and counteracting it on all levels with sport specific and aeronautical arguments. The present air space modules C, D (not CTR), D, E F (HX) and TMZ allow a very flexible use of airspace in Germany which is not always the case in Europe. The variants form additional modules to the ICAO-standard airspace structure and only on first impression represent more restrictions for gliding and other air sport activities. Ref: Kriterienkatalog DFS

6 In recent years, most of the modules could be used at the annual air space adjustment conference with the DFS. Especially the flexible use of air space proved its usefulness to all participants. Cross country glider operation as the highest form of soaring is thereby still possible. 1.1 Future German Air Space Structure The AUL/DAeC as the representative of all air sports actively participates in the creation of airspace based on the above mentioned positions. The basis of all considerations and applications is the spirit of 1 Luftverkehrsgesetz (Air Traffic Law), stating that in principle the airspace is open to everybody. We will only agree to restrictions when they are demanded due to special necessities. The airspace restructuring on national as well as on European level can only be achieved in harmony by understanding and accepting the interests of each other.

7 1.2 Temporal and spatial use of airspace Apart from the importance of the airspace structure and its lateral and vertical extension, the temporal and spatial activation needs periodical verification. The use of the special glider corridors in the vicinity of major international airports prove that by use of almost standardized procedures between Air traffic and defined relay stations at glider fields air space can be used more effectively. These corridors are open to all glider activities and published on the DAeC Internet. All agreements settled below the glider sector level shall have the benefit for the locally operating clubs and are not published for general use by the air sports community. These local agreements can contain further clearances and opportunities for the local club only, including Departure and Arrival routes. Glider Area Alb within Air Space D Ref: Sektorenregelung Stuttgart

8 1.3 Future development The development of the German air traffic has led to a doubling of the IFR movements within the last 20 years. Following the stagnation after 9/11, the commercial air traffic is gaining momentum and is expecting to increase by almost 6% in Ref: DFS Arbeitsgemeinschaft Deutscher Verkehrsflughäfen (ADV= representative of the International German Airports) is of a similar opinion and is accordingly making plans for the future. The change of the airport location situation is mentioned in ADV documents, but is almost certainly leading to further restrictions to the air sport. The distribution and the examples Hahn, Niederrhein and others show the conflict between economic considerations and the consequences for air sports and General Air Traffic. AUL and the other air sport representatives have the obligation to constantly remind of the missing state wide planning. 1.4 Coordination between airspace users and the publication of the results The coordination between air space users and DFS is working according to an annual schedule. All parties involved receive a first notice in the month of June, which is verified by October and considered the basis of the air space negotiations. The result is forwarded to the BMVBW for authorisation. Published in the NFL (News for Airmen), printed onto the ICAO chart and Flight publications, the new air space structure gets into service at the End of March or early April of the following year. The German Aero Club and especially its glider community with its special flight characteristics and technical equipment always have more need for special regulations.

9 This is laid down in glider areas usable by all pilots, which since 2004 have been provided online on the web page and further glider sides only. 2. European airspace structure The European Air space structure is in great change. Presently, there are as many different structures as there are countries. A first step will be made by the harmonisation of the airspace above FL 295 in the year The European Gliding Union (EGU) and Europe Air Sports represent the same basic positions on European Level as the DAeC in Germany. The motto of the EGU is The sky is definitely big enough for us all. 2.1 Future European airspace structure The demands of the worldwide Air line industries force the European states to act. According to their position, only a borderless air space structure can cope with the increasing air traffic and the cost and time pressure involved. EUROCONTROL is commissioned to create and harmonise the air space between Fl 295 and a lower flight level. At present, FL 135, FL115 and FL95 are discussed. DFS favourites FL 95 which is a reduction of Airspace E in the vertical dimension. The DAeC is promoting FL 115 and is looking for agreement in the European air sports community. Far reaching recommendations for the air space below this flight level have not been made, but have to be considered very likely in the long run and in the light of the European will for harmonisation. A first proposal contains three air space categories with the designators U=unknown, K=Known and N=Intended, equivalent to today s G, E and C/D. The concept is not yet finalised, but would for example require a transponder for gliders in air space K ( E today). Independent from the harmonisation of the lower air space, the link of the major hubs (Frankfurt, Paris, London and Amsterdam) to the upper air space requires a great deal of harmonisation and widespread regional use for each area involved.

10 Intended Traffic Environment N FL X Known Traffic Environment FL Z Unknown Traffic Environment K N K U Ref: EUROCONTROL Whether and when the European air space harmonisation down to the Ground Level will take place has not been decided yet. Today s large differences in the requirement for air space in the central European region compared to the peripheral ones make this a difficult task. This evaluation only shows that the timeline of implementation is still unknown, but there is no doubt in the will of the European institutions to harmonise the lower European airspace. This knowledge itself must unite all European air sports in their will and acts to take a clear and unanimous position. The German glider community has a special responsibility due to its size to represent the requirements of the glider community with precise positions in close relation with the European air sports community. The main goal for the German and European air sport representatives is to represent the same positions and not to point out national specialties and considerations. The AUL tries to make the strategic thoughts of this air sports position paper acceptable to Europe Airsports as well as the European Gliding Union. The aim is simplification and standardization of use for the air sports represented by us. 3. Aircraft identification Technological developments of aircraft instruments used in commercial and high-end private aircrafts (TCAS/ACAS) as well as of navigation (GPS) and identification systems (Transponder) show possibilities that can be used by the creation of flexible used air space in Germany and Europe. The advantages and disadvantages of using these technical devices have to be considered objectively in order to justify a basic argumentation for the airspace structure, which should provide the grounds for a secure and equal partnership of all airspace users.

11 The available technology has considered the suitability of transponder use in gliders and the aircraft of the air sport community within the General Aviation under the following aspects: Cost vs. performance Energy consumption, especially for the use within the aircraft of the air sport community Practicability for airspace users as well as the control equipment of DFS The requirements for transponder installation in aircraft of the air sport community vary widely in Europe. The installation or refurbishing of the Mode S Transponder for VFR Flights is planned by EU law for the years 2005 and The German regulations in regard to flight safety equipment still do not require a Transponder for unpowered aircraft. 3.1 Flexible use of airspace with the use of Transponders Because of new technical developments (like cheaper and energy efficient transponder systems), better monitoring from the ground (new radar systems) in connection with more precise on board navigation systems (GPS), the application of those technical devices is suitable for establishing more flexible airspace structures. The experiences of other countries and regions of ICAO should be considered. Smooth and combined use of air space by VFR and IFR traffic, partly with their own activation, in the USA and other ICAO regions has subsequently led to the establishment of airspace F in Germany. The new possibilities have to be regarded as an addition to the basic point of view of the AUL, especially of gliding, to keep IFR-traffic in airspace above FL 100 (Class C all over Germany ) as long as possible.

12 Ref: Filser Electronics According to the AUL point of view there is no requirement for Transponder use in Air space E for vehicles of the air sports community, because this worsens the identification and control of aircraft by DFS. Areas of temporary operations aboard gliders are air spaces C, D (not CTR) and TMZ. This operating procedure is very desirable concerning the energy situation in gliders. 3.2 Traffic Collision Avoidance System (TCAS) and Airborne Collision Avoidance System TCAS and ACAS are airborne aircraft systems, mainly used in commercial aviation that help to prevent collisions in the air. Besides the newly developed TCAS-computer it works using the existing Mode A/C and S transponder system Similar to the secondary radar of the air traffic controller, an aircraft, equipped with a TCAS-system, calls every transponder in its reach (up to 60 km / radius) for information. The TCAS/ACAS computer calculates the vertical course deviation if necessary. TCAS guarantees a higher degree of passive safety only to the aircraft equipped with a transponder (Mode C and/or S). After TCAS has been demanded for the commercial aviation, the private airspace users can not easily withdraw from the discussion. The special situation regarding gliders and hang gliders is described in another part of this document.

13 3.3 FLARM The latest development in the sector of collision avoidance comes from Switzerland and is distributed under the name FLARM (FLightAlaRM). FLARM equipped aircraft exchange GPS positions via radio communication and calculate relative positions. These are visualized on a display and shall assist the pilot in acquiring other aircraft more easily. FLARM is also able to warn of ground obstacles when the three dimensional data is incorporated in the FLARM database. In the future a height differentiation might be incorporated and the GPS data might be used as a flight data logger. FLARM was just recently cleared for use within aircraft by the German authorities. 4. Conclusion The air sports community as the largest user of airspace will have to point out its position in a clear and qualified manner. The air sports community will present itself as a reliable and competent partner among equal air space users. The rise in number of aircraft participating in Cross Country glider activities has significantly outgrown the IFR traffic over the last 5 years. The air sports regulated by state law are part of the overall air traffic. Thereby we have equal rights and equal duties in using the air space.

14 5. Glossar ACAS ADV AUL BMVBW CTR DAeC DFS EAS EGU GPS ICAO IFR Luftfahrzeuge des Luftsportes sind: TCAS TMZ VFR Airborne Collision Avoidance System German Airport Association Committee Lower Airspace of the German Aero Club Ministery of Traffic German Aero Club German Air traffic organisation Europe Air Sports European Gliding Union Global Positioning System International Civil Aviation Organisation Instrumentenflugregeln aircraft of the air sports community are: glider Touring motor glider manned balloon o hot air balloon o gas balloon air sports equipment o Ultra light glider o Ultra light airplane o hang glider o Para glider o Para shoot air models o air models with a maximum TOW of less than 25 kg o air models with a maximum TOW of at least 25 kg and not more than 150 kg Traffic Collision Avoidance System Transponder Mandatory Zone Visual Flight Rules