A_14_95.fm

Introduction of the Flexible Use of Airspace Concept in the ECAC Area
1. Purpose
2. Background
3. Basis of the FUA Concept
4. Conditional Routes (CDRs)
5. Area Control Centre (ACC)/Flow Management Position (FMP) - CDR Requests
6. Temporary Segregated Areas (TSAs)
7. New Airspace-Use Planning Procedures - Approved Agencies (AAs)
8. Airspace Management Cell (AMC) - Airspace Use Plan (AUP) & Updates (UUPs)
9. Centralised Airspace Data Function (CADF) - Conditional Route Availability Message (CRAM)
10. Flight Planning Procedures
List of Abbreviations
11. Publication of CDRs and TSAs with effect from 28 March 1996
12. Further Information

AIS / Luftfartsinformationstjenesten, Luftfartshuset, P.O.Box 744, Ellebjergvej 50

DK-2450 Copenhagen

SV, Denmark. TEL: 36 44 48 48 / Intl: +45 36 44 48 48

Telex: 27096, FAX: 36 44 03 03 / Intl: +45 36 44 03 03. AFTN: EKCAYAYI

X400: C=DK; A=DK400; P=SLV; S=DCAA; E-mail: dcaa@slv.dk

Home Page

: http://www.slv.dk

Civil Aviation Administration

Statens Luftfartsvæsen

AIC A

14/95

7 DEC

Introduction of the Flexible Use of Airspace Concept in the ECAC Area

Purpose

1.1

The purpose of this Circular is to present initial information as regards the introduction of the Concept of the Flexible Use of Air-

space (FUA) in the European Civil Aviation Conference (ECAC) area with effect from AIRAC date

Thursday 28 March 1996

1.2

The Circular provides information for General Air Traffic (GAT) operators and controllers on the use of new procedures for oper-

ating on non-permanent ATS routes called “Conditional Routes” (CDRs).

1.3

The Circular also provides information for military operators and Operational Air Traffic (OAT) controllers on the new procedures

for operating in flexible airspace structures called “Temporary Segregated Areas” (TSAs) or “AMC-Manageable Restricted (R) or

Danger (D) Areas”.

Background

2.1

In 1990, the ECAC adopted an En-Route Strategy and the European Air Traffic Control Harmonisation and Integration Programme

(EATCHIP).

2.2

In addition to the adaptation of the airspace structure to traffic flows and the implementation of area navigation (RNAV), a major

Airspace Management (ASM) objective of the ECAC Strategy and EATCHIP is the implementation of the FUA Concept. This Con-

cept has been developed by civil and military representatives of ECAC States together with representatives of Aircraft Operators

(AOs).

2.3

The Implementation Plan of the FUA Concept consists of two phases. Phase 1

will start on

28 March 1996

with the progressive

establishment of flexible airspace structures and procedures. The widespread application of the FUA Concept during Phase 2

will

take place from AIRAC date 26 February 1998 onwards.

Basis of the FUA Concept

3.1

The basis of 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.

3.2

The FUA Concept is based on the possibilities offered by new or adaptive airspace and route structures that are particularly suited

for temporary allocation and utilisation, namely non-permanent ATS routes called “Conditional Routes” (CDRs), “Temporary Seg-

regated Areas” (TSAs) and “AMC-Manageable R or D Areas”.

AIC A-14/95. Flexible Use of Airspace (FUA)

In 1990 it was agreed upon, as a part of the ECAC strategy to in-

troduce a programme designed to make use of airspace more

flexible. Since then Phase 1 of the programme named "The Con-

cept of the Flexible Use of Airspace" is now ready for im-

plementation.

Implementation of Phase 1 is planned for

28 MAR 1996

The basis of the FUA Concept is that no airspace should be re-

served in advance for one operator without co-ordination. Mili-

tary/civilian co-ordination is to be improved to fully exploit the

individual airspace segments. For this purpose national Air-

space Management Cells will be established, tasked with the su-

pervision of allocation of individual airspace segments as

required, and to notify the utility of these to EUROCONTROL

Central Flow Management Unit (CFMU).

In Denmark traffic is handled according to the Area Control Con-

cept, characterized by a total exploitation of the airspace, there-

fore, it has been decided

not

to implement FUA Phase 1 in its

entirety.

Therefore, FUA in Denmark will only be introduced in areas

where conditions will be improved for all operators or in areas

where a greater uniformity is preferable.

The Danish Civil Aviation Administration will closely monitor the

FUA Concept and will continuously evaluate requirements (ad-

vantages/disadvantages) as regards a further implementation.

(FO)

AIC A-14/95. Flexible Use of Airspace (FUA).

I 1990 blev man som en del af ECAC strategien enige om at

iværksætte et program der har til formål at gøre brugen af luftrum

mere fleksibel. Man er nu kommet så langt at man er klar med

første del af programmet, der benævnes "The Concept of the

Flexible Use of Airspace".

Implementeringen af fase 1 er planlagt til den

28 MAR 1996

FUA går ud på, at intet luftrum skal kunne være forhåndsreser-

veret til en enkelt bruger uden koordination. Militær/civil koordi-

nation skal udbygges således at de enkelte luftrumsenheder

udnyttes optimalt. Til dette formål etableres nationale "Airspace

Management Cell's", der har til opgave at styre tildelingen af de

enkelte luftrumsenheder efter behov, samt at meddele anvende-

ligheden af disse til EUROCONTROL Central Flow Management

Unit (CFMU).

I Danmark afvikles trafikken efter et Area Control Concept, som

kendetegnes ved en total udnyttelse af luftrummet, derfor er det

blevet besluttet

ikke

at implementere FUA fase 1 fuldt ud.

I Danmark vil FUA derfor kun blive indført på de områder hvor det

vil forbedre forholdene for alle brugere eller på områder hvor en

større ensartethed vil være at foretrække.

Statens Luftfartsvæsen vil følge FUA konceptet nøje og vil lø-

bende vurdere behovet (fordele / ulemper) for en yderligere im-

The introduction of the FUA Concept in each of the ECAC States has started with the establishment of a national high-level air-

space policy body. This body is tasked with the re-assessment 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 will establish adequate real-time civil/military co-ordination facilities and procedures so as to fully exploit the FUA Concept.

3.4

The application of the FUA Concept will include the setting-up

of national Airspace Management Cells (AMCs), for the daily allo-

cation and promulgation

of flexible airspace structures, and on the establishment of the Centralised Airspace Data Function

(CADF) within the EUROCONTROL Central Flow Management

Unit (CFMU). The CADF will disseminate the daily availability of

Conditional Routes (CDRs) to aircraft operators.

Conditional Routes (CDRs)

4.1

The current “permanent” ATS route network consists of all permanently designated

routes which are not subject to daily manage-

ment and which can only be closed under specific conditions known well in advance e.g

. by NOTAM, for large scale military ex-

ercises.

4.2

Conditional Routes (CDRs) are designed

to complement the permanent ATS route network and to allow flights to be planned on

ATS routes, or portions thereof, that are not always available. CDRs are

generally established through areas of potential tempo-

rary allocation identified under the

generic term “AMC-Manageable Areas” (TSAs and Manageable Restricted/Danger Areas).

4.3

CDRs are divided into three different categories

according to their foreseen availability, their flight planning potential and the an-

ticipated level of activity of the associated AMC-Manageable

Area(s).

4.4

A CDR can be established in one or more

of the three following categories:

4.4.1 Category

One (CDR 1) - Permanently Plannable CDR during the times published in AIPs

CDRs 1 are CDRs expected to be available for most of the time during the time period published in AIPs.

CDRs 1 will be flight

planned in the same way as permanent ATS routes during the times published in AIPs.

Any foreseen unavailability of CDRs 1 will, when practicable, be properly notified.

In the event of a short notice unavailability of a CDR 1, re-routing

around an associated AMC-Manageable Area will be

made on ATC instructions.

4.4.2 Category

Two (CDR 2) - Non-Permanently Plannable CDR -

CDRs 2 are part of pre-defined routing

scenarios which respond to specific capacity imbalances.

Flights

may only be planned on CDRs 2 in accordance with conditions published daily.

4.4.3 Category

Three (CDR 3) - Not Plannable CDR -

CDRs 3 are published in AIPs as CDRs usable on ATC instructions only.

Flights

will be re-routed on CDRs 3 on ATC instructions as short notice routing proposals.

4.5

An example of publication in AIP of the three categories

of CDRs is given in Annex 1.

4.6

Details of the availability, conditions and use of CDRs 2 in the ECAC area will be published daily in the “Conditional Route Avail-

ability Message”

(CRAM) and disseminated to operators for flight planning purposes.

Area Control Centre (ACC)/Flow Management Position (FMP) - CDR Requests

5.1

Requests for CDRs 2 will normally be based on capacity shortfalls identified in the pre-tactical ATFM Phase.

5.2

The Flow Management

Positions (FMPs) and the associated Area Control Centres (ACCs) in co-ordination with the CFMU will

assess the expected traffic forecast for the next day, highlight

areas of insufficient ATC capacity and agree to the requirement for

Traffic flow adjustment requests.

5.3

As a result of this pre-tactical ATFM co-ordination process, and after consideration of all other relevant ACC factors, the FMPs/

ACCs, as Approved Agencies

(AAs), will submit, on the day before operations, a request for the activation of CDRs 2 to the AMC.

Temporary Segregated Areas (TSAs)

6.1

“Temporary Segregated

Areas” (TSAs) are airspace of pre-defined dimensions within which activities require the

reservation

airspace for the exclusive use of specific users during

a determined period of time. TSAs permit activities requiring temporary

reservation to be allocated on the day before operations. This allows the AMC to make available, if required, CDRs outside the

planned hours of associated TSAs.

6.2

The TSA Concept encompasses all airspace reservations (TSAs) and restrictions (Restricted or Danger

Areas) that are managed

and allocated the day before operations by the AMC. They are identified as “AMC-Manageable

Areas” in the relevant part of AIP.

Any remaining

Danger, Restricted and Prohibited Areas that are not suitable for AMC management, remain unaltered in the AIP.

6.3

An example of publication in the AIP (or where appropriate) of TSAs and AMC-Manageable

Restricted & Danger Areas is given

in Annex 2

6.4

The planned activity and conditions for the use of TSAs and AMC-Manageable

Danger or Restricted Areas will be published daily

in the national “Airspace Use Plans” (AUPs).

New Airspace-Use Planning Procedures - Approved Agencies (AAs)

7.1

National authority concerned will authorise units, known as Approved Agencies

(AAs), to utilise TSAs or AMC-Manageable Re-

AAs are required by States to submit airspace requests to the AMC for airspace utilisation and allocation in order to perform their

operations with the required safety. AAs are required to:

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;

submit to the AMC, on the day before the proposed activity (D -1), requests for airspace utilisation and allocation;

make use, on the day of the activity, of the airspace in accordance with the AMC's airspace allocation;

cancel through

the AMC, any airspace allocation which, on the day of the activity, is no longer required and advise, if re-

quired, the relevant ACC accordingly

7.3

TSA requests could be presented as a block of airspace required during

a specified period of time with the possibility of adapting

the request in time and flight level.

7.4

Any sub-division of TSAs should be related to the activity concerned.

7.5

TSA requests should cover the 24H period of time between

06.00 UTC

the next day to

06.00 UTC

the day after (D 0600hrs to D+1

0600hrs).

Airspace Management Cell (AMC) - Airspace Use Plan (AUP) & Updates (UUPs)

8.1

A joint civil/military Airspace Management

Cell (AMC) will be established to conduct the day-to-day management and temporary

allocation of national airspace according

to user requirements (see Annex 3).

8.2

Approved Agencies

(AAs) responsible for airspace activities will submit requests for allocation of airspace (TSAs) or routes

(CDRs) to the AMC the day before operations.

8.3

After the AMC has received, evaluated and de-conflicted the airspace requests, the notification of the airspace allocation (CDRs,

TSAs, ...) will be published in a daily Airspace Use Plan (AUP). The AUP will be published before 14.00 UTC to cover the 24 hours

time period between 06.00 UTC the next day to 06.00 UTC the day after. An example of AUP is

given in Annex 4.

8.4

Airspace allocated in the current AUP that is cancelled on the day of activity, will be subject of reallocation by the AMC through

an Updated Airspace Use Plan (UUP), promulgated

by 09.00 UTC on the day of operation, to cover the 18 hours time period be-

tween 12.00 UTC that day to 06.00 UTC the following

day.

8.5

The AUPs will only be transmitted to AAs, including

ACCs/FMPs, to the CADF, to adjacent AMCs and to such internal national

agencies

as agreed. As national AUPs will not be sent to AOs, the information provided by AMCs on CDRs 2 availability in the

ECAC area will be disseminated by the CFMU/CADF in a consolidated international message,

the CRAM.

Centralised Airspace Data Function (CADF) - Conditional Route Availability Message (CRAM)

9.1

The CADF is an ASM function established in the CFMU by the ECAC States to collect the information on CDRs from AMCs, to

detect any lack of continuity in CDRs arising

from the different AUPs, and to compile the daily CRAM on CDRs 2 availability within

the ECAC area.

9.2

In order to permit operators to process the CRAM in the most efficient way, the list of available CDRs 2 in the ECAC area can be

divided into

groups e.g. by region or FIR.

9.3

The list of available CDRs 2 by region

will contain the region name followed by the list of available CDRs 2 in the region for the

validity period of the CRAM. When there are no CDRs 2 made available in a

given region, this region name will not appear in the

CRAM.

9.4

The CRAM will contain the list of available CDRs 2 and additionally, when applicable, information on foreseen period(s) of non-

availability of CDRs 1. The CRAM will cover the 24 hours time period between

06.00 UTC

the next day to

06.00 UTC

the day after

(D 0600hrs to D+1 0600hrs). An example of the CRAM is

given in Annex 5.

9.5

The CRAM will be issued by the CADF each day by

15.00 UTC

before or simultaneously with the “ATFM Notification Message”

(ANM) to AOs, ACCs/FMPs concerned, all AMCs and selected AROs on behalf of all ECAC States.

10.

Flight Planning Procedures

10.1

In order to take advantage

of available CDRs, Aircraft Operators are invited to submit their flight plans in accordance with the

following

procedures.

10.2

CDRs 1

will be plannable in the same way as permanent ATS routes during

the times published in AIPs, either using FPL or RPL.

Any foreseen period of non-availability of CDRs 1 will, whenever practicable, be published in the national AUPs for ACC informa-

tion and notified to the operators by the CRAM. In the event of a short notice unavailability of a CDR 1, flights

will be instructed

by ATC to use alternative routes. Operators should consider the implications of the possible use of the alternate ATS routes pub-

lished for each CDR 1 in the “Remarks column” of the AIP

(see Annex 1).

10.3

CDRs 2

availability information in the daily CRAM may be used by Aircraft Operators for flight planning purposes. Aircraft Oper-

ators 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, the relevant RPL shall be

cancelled for the flight(s)

concerned and an individual flight plan shall be submitted including, in the route field 15, the available

CDR(s) 2 to be followed.

10.4

The operator shall ensure that the latest flight

plan information, including route changes and the use of CDRs 2, 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.

10.5

CDRs 3

will be published in AIPs as CDRs that are usable on ATC instructions only. Therefore, flights

cannot be planned in ad-

vance 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 will permit, the controller may offer an aircraft a short-notice routing

through the Area using

11.

Publication of CDRs and TSAs with effect from 28 March 1996

11.1

AIRAC date

1 February 1996

will be the common publication date for all new CDRs, TSAs and other AMC-Manageable Areas

that will be used from the start of Phase 1 Implementation of the FUA Concept, and with effect from 28 March 1996.

12.

Further Information

12.1

Further information on the FUA Concept can be obtained:

from Civil Aviation Administration, ATM and Procedures

TEL + 45 3644 4848, ext. 477 - FAX + 45 3644 0303

and from EUROCONTROL Agency

Airspace Division (DED 4)

TEL + 32 2 729, 33 81, 3382 or 3383 - FAX + 32 2 729 90 03

List of Abbreviations

Aeronautical Information Publication

AIRAC

Aeronautical Information Regulation

ATFM Notification Message

Aircraft Operator

ARO

Air Traffic Services Reporting

Air Traffic Flow Management

Centralised Airspace Data Function

CDR

Conditional Route

CFMU

Central Flow Management

Unit

CRAM

CDR Availability Message

Danger

Area

EATCHIP

European ATC Harmonisation and Integration

Programme

ECAC

European Civil Aviation Conference

Flexible Use of Airspace

Initial Flight Plan Processing System

OAT

Operational Air Traffic

Co-ordinated Universal Time

UUP

Updated Airspace Use Plan

AIC A-14/95 - Page 10

AIC A-14/95 - Page 11

DANMARK

7 DEC

AIC A-14/95 - Page 12

DENMARK

7 DEC

DANMARK