September 2008Page 1 – Air Traffic Management Air Traffic Management FRENCH FUA The principles of...

September 2008 – Air Traffic Management

Air Traffic Management

FRENCH FUA

The principles of the flexible use of airspace


Outlines

Military and civil air traffic compatibility. FUA purpose FUA : 3 co-ordination levels (strategic, pre-tactical, tactical) Main flexible airspace structures : CDR and TSA Airspace Management Cell Level 2 coordination methods and tools


Approval perspective


ZADACC CRG

3 ASM levels

Civilian/DefenceCo-ordinationsLevel 2 Level 3

Level 1

Airspace Directory

DAST DIRCAMRegulators/legislators

Pre-tactical management

ACC/FMP CDPGE

Real-time management

CDC

DCC

ACC

FUA : 3 CO-ORDINATION LEVELS

AMC FRANCE

CIVILIAN DEFENCE


National Instance : the Directoire (DEA), co-directed by the civilian Regulation Director (DAST) and operational air trafic director (DIRCAM) is the permanent high level strategic policy body in charge of :

Re-assessment of current State airspace and route structures Planning of temporary airspace structures (TSAs, CBAs, CDRs) Establishment of negotiation procedures and priority rules in AMC Establishment of periodical review mechanism Evaluation of national Airspace Requirements

National permanent groups, co-directed by DSNA and DIRCAM reporting to DEA GPCSC : Permanent group for control systems coordination GPCA : Permanent group for ATM coordination

Regional Instances : CRG : « Comité Régional de Gestion » 4 Regional Committees (permanent structure) Prepare projects for validation by DEA Preparation of special events

STRATEGIC LEVEL ASM FUA LEVEL 1


Cellule Nationale de Gestion de l’Espace Aérien (CNGE), joint Civil /Military body located inside DSNA/DO and created in 1996

CDPGE: Defense booking and planning management cell

This “Airpace Management Cell”(AMC) : Collects and analyses all Airspace and Routes Requests which may require

temporary airspace segregation Allocates, after internal negociation, the airspaces identified as TSA, CBA and

CDR with a daily notification through the Airspace Use Plan (AUP); Analyses afterwards about the Use of Airspace

All the procedures are included in the level 2 protocol.

PRE-TACTICAL LEVEL - ASM FUA LEVEL 2

Athis-MonsAthis-MonsCNGE

CNGE

FMP(s)FMP(s)

CDPGECDPGE


LEVEL 2 PROTOCOL

The protocol is composed of two parts

• general body revised every 3 years• annexes revised every year

Validated in DEA Common instructions with fixed priorities Constraint sharing if needed Event forecast

For an optimal use of AirspaceFor an optimal use of Airspaceand a permanent dialogueand a permanent dialogue


Optimization of the airspace use

Priorities to the General Air Traffic :• To improve Air Traffic Flow ;• To adapt capacity to demand ;• Taking into account « Black slots » when very heavy traffic.Taking into account « Black slots » when very heavy traffic.

Rescue clauses :• To limit the restrictions to OAT :

o limitation of the number of black slot to the most penalizing ;o Lateral and vertical partitioning of the areas;o limitation of simultaneously partitioning.


Example of lateral and vertical partioning

UE

UF245

TL

TSA 20A

UY340

XR300

UR265

TM

20B

In red : East restriction

In green : West restriction


TACTICAL LEVEL - ASM FUA LEVEL 3

Civil-Military coordination via DCCs (civilian coordination unit in each military ATC center)

real-time knowledge and representation on radar display of an area activity (activation and

de-activation at RDPS level)

real-time coordination in favor of each GAT and OAT (exchange of flight data from CAUTRA

to STRIDA in real time)

Direct link between controllers with identification of the caller (currently applied for

specific cases, IRSP, SDA). Global implementation subject to technical tool availability.

(gate-way between the two VCS systems ARTEMIS (civil) MTBA (mil)

Agreed Road Map between FAF and DSNA for the coimplantation of Military Control and

Coordination Centers (CMCC) in french ACCs, in line with FAB EC « pragmatic model »

Brest ACC: CMCC operational

Bordeaux ACC: CMCC operational in 2009

Aix-Marseilles ACC: CMCC operational between 2010-2012

Reims ACC: optimum model for CMCC under study for implementation in line with FAB EC Enhanced

ATFCM/ASM (level 2and 3) concept of operation (2013-2015).


ACC/FMPs

DIRCAM /SDP:

Organization : AMC (CNGE).

DSNA/DO

CELLULE NATIONALE DE GESTION DE L’ESPACE

AMC FRANCE

CIVILIAN COMPONENT

DEFENCE COMPONENT

CDPGE


CDPGE Defence

Booking & Planning Cell

ACC/FMPs

AMC FRANCE

AIPNOTAM

AIC

BELGIUM SWITZERLAND

LONDONAMC

AMC : Airspace Data feeding

Civilian DATA

AIS DATA

CBA DATA

Defence DATA

September 2008 Page 16– Air Traffic Management

Manageable Areas : TSA, D & R zones

R123

R122

CBA1A

CBA1B

CBA1C

TSA6TSA8B

TSA9A/BTSA10A

TSA10B

TSA10C123

D12N

D14 D15B

CBA16B

TRA SUD

TSA20A

TSA20B

TSA22A

TSA22BTSA24A

TSA24B

TSA32

TSA34

TSA35

TSA40N

TSA40S TSA41

TSA42N

TSA42S

TSA43ATSA43B

TSA44

TSA44ETSA46N

TSA46S

D12G

TSA8A

D12S

CBA25A/B

D32

D33

B

A

C D

E

R68R68

TSA9B

TSA9A


Civilian constraints = D-7 traffic demand / AMC capacity (AMC capacity = ATC capacity with interfering military activity).

Green slotstraffic demand =< 90% of AMC capacity ;

No CIV constraint, defence demands allocated without restrictionsYellow slots90% < traffic demand =< 110% of AMC capacity

Negotiation procedures are applied prior airspace allocationRed slots 110% < traffic demand =< 130% of AMC capacity

Negotiation procedures are applied prior airspace allocation

Black slotstraffic demand > 130% of AMC capacity and > 100% of maximum capacity (maximum capacity = capacity without military activity)

CIV has priority

Constraints : Civilian constraints


Constraints : Defence Constraints

Each defence demand with “index 1” has priority during the so-called “Normal defence time”, except during black slots

Normal defence time (except for busy days)

Winter time (utc) Summer time (utc)

Monday 08h00 to 22h00 Monday 07h00 to 23h00

Tuesday to Thursday 07h00 to 22h00 Tuesday to Thursday 06h00 to 23h00

Friday 07h00 to 16h00 Friday 06h00 to 15h00


At D-6, at the latest D-5 :

Black slots working-out

At D-2 :

Opening scheme with green, yellow & red slots

At D-1 12h00 LT:

Negotiation working paper = CIV + DEF requirements gathering

To permit comparison of both requirements

Neighbouring AMC + other ASM manager requests

Preparation for negotiation




At D-2 :


At D-1 12h00 LT:






black slots working-out

CDPGEDefence


Black slots to be taken into account in initial defence planning

AMC

At D-6 (D-5 at the latest ) before day of ops




At D-2 :


At D-1 12h00 LT:






ACC/FMPs

Opening schemes

At D-2 before day of ops

Green, yellow & red slots working-out

CDPGEDefence


AMC

Opening schemes Green, yellow & red slots




At D-2 :


At D-1 12h00 LT:






ACC/FMPsInitial French Defence planningincluding Switzerland (CBA25s) &

Belgium (CBA1s) requests

AMC

At D-1 12h00 LT

If necessary AMC requestsACC/FMPs expertise

CDPGE

Belgium AMC

CBA1C, CBA16B & interfering CDRs planning

Other airspace managers

Various planning interfering with manageable CDRs

Switzerland AMCCBA25s planning

LONDON AMCPlymouth areas


Preparation for negotiation : working paper

Defence planning = Defence ConstraintsA = index 1

Red slot

Black slot

Supplementary GAT priority

Yellow slot

Green slots


To satisfy CIV & DEF requirements in sharing constraints (Level 2 Protocol body)

General negotiation principles

Civilian requirements for defence activity adjustments

Dialog between both components

Collective research for solutions

Priority principles

GAT has priority for black slots

Defence has priority during the so-called “normal defence time”, except for black slots.

Negotiation process


To apply priority principles and Defence safety clause (level 2 protocol annex 2 rules)

Management rules

Supplementary “GAT priority”

during some specific periods

Defence safety clauses

Area reduction : lateral or vertical restrictions of area

To limit the number of black slots

To limit the simultaneity of restrictions

Negotiation process


Answers to Civil requirements if positive answer : defence activity alteration

Civil requirements after comparison

Defence squadrons

Negotiation process

CDPGEDefence

Booking & planning Cell

1

3

2

AMCCIVILIAN DEFENCE

Military negotiation 4

Confrontation

5 AUP issue

At D-1 after 12h00 LT :


Area management : adjustment of mil. activity

Defence activity Alterations

after military agreement


CDR management : CDR2 opening

CDR2 opening before & after mil. activity


If no agreement between both components ARBITRATION

Exceptional procedure ( less than once a year)

At department head level (DIRCAM & DSNA/DO)

Procedure must be completed before 16h00 LT .

Negotiation process failure = Arbitration


Negotiation process result : French AUP


ACC/FMPs

AMC

CESNAC

Neighbouring AMC/ACC

CFMUCADF

AUP(ACA, FAX, or

e-mail)

French AUP : At D-1 before 16h00 LT

AUP Promulgation : to allocate airspace flexible structures Validity period (D 06h00 to D+1 06h00 UTC)

CDPGEDefence



For Defence part:

Lateral or vertical restriction of zone (size reduction)

Military activity time shifting

Zone change

No military activity

Negotiation processing consequences

For civilian part :

lower capacity implementation

Regulation measure implementation


Alterations can be : Cancellation or cut of mil. activity Supplementary allocation of mil. activity

Green slot : OKYellow slot : NegotiationBlack or red slot : NO

no reconsideration of CDR2 opening

AMC

Update of AUP : UUPs

Defence inputs at 10h00 and before 14h00 LT (if case of need)

CDPGEDefence


Defence inputs

ACC/FMPs

ACC/FMPs expertise


ACC/FMPs CESNAC

CFMUCADF

Main UUP (ACA, FAX, or

e-mail)

UUP : at D before 11h00 LT

Sending of main UUP Validity period : from D 14h00 LT to D+1 06h00 UTC

AMC


CDPGEDefence



CESNAC

CFMUCADF

At D before 15h00 LT

Sending of supplementary UUP if case of need Validity period : from D 18h00 LT to D+1 06h00 UTC

ACC/FMPs

AMC


CDPGEDefence


Sup. UUP (ACA, FAX, or

e-mail)


French UUPs


After event analysis

On request

Monthly

Yearly

Topics Effective airspace use

Negotiation results

Impacts on airspace traffic flows

After event analysis


69.13%

66.67%

30.85%

53.17%

17.73%

20.00%

0.00%

0.00%

50.00%

48.98%

58.62%

73.87%

65.04%

75.00%

46.78%

75.00%

0.00%

80.51%

42.35%

67.83%

37.08%

79.84%

53.85%

67.62%

54.43%

91.47%

28.13%

20.85%66.67%

85.71%

59.43%

59.43%

59.15%

0.00 20.00 40.00 60.00 80.00 100.00 120.00 140.00 160.00 180.00 200.00

R123

R122

R68D

R68

R21

D15

D14

D12S

D12N

D12G

TSA46S

TSA46N

TSA44E

TSA44

TSA43B

TSA43A

TSA42S

TSA42N

TSA41

TSA40S

TSA40N

TSA35

TSA34

TSA32

TSA24B

TSA24A

TSA22B

TSA22A

TSA20B

TSA20A

TSA10B2/B3

TSA10A/B1

TSA9A/B

TSA8B

TSA8A

TSA6

CBA25B

CBA25A

CBA1C

CBA1B

CBA1A

ZONES GEREES DANS LE CADRE DU CONCEPT FUA (TSA - CBA - R - D)

Planification réalisée Planification non réalisée Annulations UUP

Heures

Effective use of Manageable Areas


ADDITIONAL PRACTICES

Supplementary GAT priorities


RN

RE

RW

BARCELONA HUB TIME


On a trial , every working day from 11h30 to 13h30 LT, in case of any defence requirements: TSA 41RE + 41RN, 46NRE & 46SRE (restricted areas) are allocated for defence slots

BARCELONA HUB TIME


Westbound tracks agreement

Regarding weather conditions on north Atlantic ocean, a level 2 protocol priority is given to GAT in TSA8 (11h00 to 14h00), in TSA6 (11h30 to 14h30),& in D12N/S/G (12h00 to 15h00) for westbound tracks.

The purpose of such a measure is to adapt airspace/capacity availability to the demand (especially NAT westbound tracks).

The southern the tracks are, the most penalising is the military activity for the users.

Several scenarios (named by French FIR exit point prior entering SHANWICK ocean FIR) have been created describing repercussions on military activity.



Procedure

o 5 days forecast by mail

o 2 days forecast by telephone

Brest ACC/ FMP French AMC at 12h00 LT


Scenarios : LIMRI MALOT DOGAL KORIB MASIT NIBOG MIMKU GOMUP ERAKA BALIX ATSIX RATSU

o No civil requirements

Scenario : DINIMo TSA8B capped at FL275.o AWACS activity o No civil requirements for TSA6 & D12.

Scenario : SOMAXo TSA8B capped at FL275.o NO AWACS in TSA8.o Use of north restriction of TSA6o No D12N above FL275.

Scenario : BEDRAo TSA8B capped at FL275.o NO AWACS in TSA8.o Use of north restriction of TSA6.o No D12G above FL275.




Scenarios : ETIKI – SEPAL – SIVIRo TSA8B capped at FL275..o NO AWACS in TSA8.o TSA6 capped at FL275.o D12G capped at FL275.


FRENCH FUA

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September 2008Page 1 – Air Traffic Management Air Traffic Management FRENCH FUA The principles of...

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