The Phased Introduction of Free Route Airspace into DK/SE FAB

Transcription

1 The Phased Introduction of Free Route Airspace into DK/SE FAB Airspace User Forum 2012 Pontus Bengtsson NUAC A specific airspace within which users shall freely plan their routes between an entry point and an exit point without reference to the ATS route network. In this airspace, flights will remain subject to air traffic control

2 Background 2001 Eurocontrol 8 State Free Route Airspace Project 2005 New ATM system implemented in Sweden (Thales) 2006 First PM 2007 Free Route Airspace Sweden (FRAS) project 2007 New ATM system implemented in Denmark (Thales) Implementation of FRAS Phase Implementation of FRA in Lisboa and Shannon airspace 2011 Free Route Airspace DK/SE FAB project 2011 Implementation of FRA DK/SE FAB

3 Phased Implementation Five Steps Step 1: Implemented April 2009 Swedish UIR N61 >FL285 only horizontal entry/exit To a large extent a flight planning exercise. Gives a possibility to evaluate MIL Ops concept and gain experience of impact on ATC systems, adjacent countries etc. Enable deviation from Doc recommendation for a point every 30 min/200 NM.~30 flights/day affected. Step 2: Implemented May 2010 Whole Swedish UIR >FL285 only horizontal entry/exit Gives a possibility to the concept in a medium density environment. Allows X-border dct as ATCC ESOS/MM is within one FIR but two different AoR:s with separate FDP:s. Estimated 500 flights/day

4 Phased Implementation Five Steps Step 3: Implemented Dec 2010 Swedish UIR N61 >FL285 including climbing/descending through FRAS Area Floor Gives an opportunity to evaluate access to FRAS area for climbing/descending traffic from non Major TMA AD. Estimated 700 flights/day. Step 4 : Implemented May 2011 Swedish UIR >FL285 including climbing/descending through FRAS Area Floor Includes traffic to/from Major TMA AD and the medium density environment. Estimated 1800 flights/day.

5 Phased Implementation Five Steps Step 5 : Implemented Nov 2011 Danish FIR & Swedish UIR >FL285 including climbing/descending through FRAS Area Floor Full implementation in DK/SE FAB Airspace Includes traffic climbing/descending through FRA Area Floor. Allows X-border dct as EKDK ACC/ATCC ESOS/ATCC MM is within one FAB but has separate FDP:s. Estimated 2300 flights/day.

6 Savings

7 ASM Denmark D-1 Preplan: Denmark has CDR1, CDR2 and CDR3. D-1 pre-planning with regard to availability to CDR are done according to the FUA concept. Closure of TSAs will be managed via CIAM, which generates a reject to AOs. Anchor points published around TSAs, which makes it possible to flightplan around TSAs Day of Operation: In activated TSAs OAT operations have priority and GAT cannot penetrate. When TRAs are active FL285+ GAT can be coordinated through via restricting OAT operations in levels or areas.

8 ASM Denmark

9 ASM Sweden The entire Swedish FIR is covered with MIL exercise areas with the exception Stockholm, Göteborg and Malmö TMA MIL exercise areas are normally available all levels with two limitations: ATS Routes between Sthlm Gbg - Malmö TMA and Sthlm Oslo TMA Strategic agreement with Air force normally avoids certain areas during peak hours

10 ASM Sweden D-1 Preplan: Sweden has CDR1 and CDR2. D-1 pre-planning with regard to availability to CDR are done according to the FUA concept. Major traffic flows are not CDR2. Day of Operation: 30 min prior to activation of a MIL exercise area ATCC is informed about the request. This information is put into the ATC system and made available to the controllers. This 30 min prior notification enables ATC to clean up the airspace. Priority Rules: In an activated MIL exercise area Mil has priority except for traffic on ATS-routes that penetrates the area (in FRA environment along an available ATS-route) These flights are up to coordination how to fly through the area. Agreed maximum of 20 NM in total will not exceed what is available via ATS route.

11 ASM Sweden Permanent ATS route CDR2 CDR1 Published route extension

12 Horizontal Connectivity Cross border within DK/SE FAB: It is not required to insert FIR BDR point between Köpenhamn FIR and Sweden FIR/UIR. More or less the same ATC system in Denmark and Sweden but the contents in the FDPs are local (EKDK/ESMM/ESOS). Messages exchanged via OLDI. Cross border to/from DK/SE FAB FRA Area: Required to insert FIR BDR point between DK/SE FAB and neighbouring airspace (due to CFMU Path Finder).

13 Two categories of aerodromes: ADs connected to non Major TMAs Vertical Connectivity ADs connected to Major TMAs being Stockholm, Göteborg Malmö/Köpenhamn/Halmstad, Östgöta and Oslo/Farris TMA FRA Departure/Arrival Transition Point for ADs connected to non Major TMAs SID/STAR final/initial waypoint is Transition Point to FRA operations or if no suitable SID/STAR a point within 25/50/100 NM from AD FRA Departure/Arrival Transition Point for ADs connected to Major TMAs. Flightplan according to description in AIP either via SID/STAR final/initial waypoint or via transit routes.

14 Vertical Connectivity / Transit routes for dep from ESSA Via RESNA SID RESNA - dct Via NOSLI SID NOSLI N850 ABAMA dct or NOSLI N850 TONSA L87 VIBAR dct

15 Vertical Connectivity / Transit routes for arr to ESSA Via ELTOK STAR DETSO N873 ARS Y36 ELTOK or Dct ELTOK (if trajectory north of PELIT) Via TRS STAR MIKNA N851 TRS or VIBAR Z330 TRS alt VIBAR L87 PELUP N851 TRS or ARMOD M607 TRS or ROGMI M996 TRS

16 RAD 3 categories ADs Within TMA - NIL Within Transit Point Required SID/STAR Outside Transit Point Required Transit Route + SID/STAR

17 Next step FRA in Sweden on trial basis until November 2013, in Denmark no such restriction 2013 New Safety Assessment and Impact Study prior to decision to permanent FRA DK/SE FAB Decision whether to keep ATS routes above FL285 or not Common FRA Area with neighbours?