DIRECTORATE CIVIL-MILITARY ATM COORDINATION Meetings Seminars and... · 2014-05-27 · 9 Level 1 To establish the appropriate civil-military body ÖMilitary participation requires

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DIRECTORATE CIVIL-MILITARY ATM COORDINATION

FLEXIBLE USE of AIRSPACE in EUROPE

« The military perspective »

Olivier Mrowicki

CHISINAU

4th August 2009

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The situation before the FUA …The situation before the FUA …AIRPORT 1

AIRPORT 2AIRPORT 3

TRAINING AREA 1

TRAINING AREA 2

TRAINING AREA 3

TRAINING AREA 4

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EUROCONTROL DIVISION DED4 1997 DATE:04/11/97

1997 FORECASTMean IFR Flights per day

in 6’ by 10’ rectanglesFlights 150 OR MOREFlights 100 TO 150Flights 50 TO 100

TRAFFIC DISTRIBUTION FORECAST ASSUMING FLIGHTS ON DIRECT ROUTES7 500 000 flights estimated Based on STATFOR 97

CHART: DY_97_97




TRAFFIC DISTRIBUTION FORECAST ASSUMING FLIGHTS ON DIRECT ROUTES8 600 000 flights estimated - Based on STATFOR 97

CHART: DY_97_00





CHART: DY_97_10





CHART: DY_97_20

1997 2000

2010 2020

The traffic growth at the origin of FUA…

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The situation before the FUA …The situation before the FUA …AIRPORT 1

AIRPORT 2AIRPORT 3

TRAINING AREA 1

TRAINING AREA 2

TRAINING AREA 3

TRAINING AREA 4

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The complexity of European Airspace

12000 Military Aircraft are stationed in Europe !!

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Airspace should not be designated as either pure civil or military airspace, but rather be considered as a continuum in which all user requirements have to be accommodated to the extent possible.

Fundamental principle of the FUA

Any necessary airspace segregation should be temporary, based on real-time usage within a specific time period.

FUA Concept StatementFUA Concept Statement

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0000 0300 0600 0900 1200 1500 1800 2100 0000

KC-135

BFMF-15

A/DMC-130

DACTF-16/F-15

ACTF-16

CSARA-10/F-16

SEADF-16

Air Land/Air Drop

C-130

KC-135

BFMA-10

PROXIMITYPROXIMITY

TIME QUALITY

VOLUMEVOLUME100 NM

100 N

M

50,000 ft

IDEALLY

PROXIMITYPROXIMITY

Military Requirements for theFlexible Use of Airspace

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Political decision made to implement FUAChanges in the institutional bodies and the workingmethods to introduce formal cooperation and flexibilityAcceptation of the principle in the mentalitiesSetting the structures

Level 1 HLPG Level 2 AMC Level 3 Tactical coordination

Concrete examples of implementationUsing new tools

Implementing the FUA …Implementing the FUA …

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Level 1

To establish the appropriate civil-military body

Military participation requires coordination at MoD level to cover all potential actorsRaises the question of the MoD ATM regulatorThe military representation must have the appropriate

delegation from the ministerial level to discharge itsresponsibilities and to make proper decisionsThe right level is « technico-political » and must be balanced

with the civil representation in the group


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Level 2

To establish the appropriate civil-military procedures

Necessary coordination at MoD level to cover all potentialairspace users requests, defence cell (Air Force – Army –Navy – others…)Requires creating the national Airspace Management Cell

(AMC) and providing the necessary human resources and support structuresRequires tight coordination with Air Operation Command

Center/Military Air Traffic ControlImplementation of the procedures decided at level 1 to play

the pre-tactical phase


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ATS Route

ATS

Route

ATS

Route

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The situation before the FUA …The situation before the FUA …

D areas permanently active or activity published by NOTAM…

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FUA Concept in practice…FUA Concept in practice…

…or a TRA can be allocated… the day before operationATS

Route

ATS

Route

ATS

Route

TRA 10

Conditional Route (CDR 2)

A Conditional Route (CDR 2) may be available … for flight planning

ASMPre-tactical

Level 2

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Preparation of the training

Low level visual flights v/s High level training in protected areas

Tactical changes, COMAOs

Complex missions involvingseveral squadrons

Air to air refuelling

Dual vision pilot/controller

…IT IS IMPOSSIBLE!!!

Envisaging the FUA …Envisaging the FUA …

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Level 3

To establish the appropriate civil-military procedures

Requires a defence and then a national decision on how to implement unit to unit direct communication at tactical levelRequires the availablity of appropriate experts with

appropriate trainingBears also a wider dimension regarding how en-route

Operational Air Traffic is conductedImplementation of the procedures decided at level 1 to play

the tactical phaseRequires tools and procedures for efficient data storage and

performance evaluation


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FL280FL100

FL190FL100

FL280FL100

FL280FL100

FL280FL100

FL280FL100

Military Variable Profile Areas (MVPA)

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Danish Danish TSAsTSAs

Danish Danish TRAsTRAs

Flexible Use of AirspaceFlexible Use of AirspaceAirspace Design / Airspace Management

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CivilCivil--Military Models of CoMilitary Models of Co--operationoperationCoordination & Management of AirspaceCoordination & Management of Airspace

Separate ANSP organisations (side-by-side)Partial Integration of ATM services (jointly)Total Integration of ATM services (single unified ANSP)

Governmental ANSP organisationsCorporatized ANSP organisationsPrivatized ANSP organisations

Civil ATCOs and Military ATCOsCivil ATCOs and Military Air Defence Civil / Military ATCOs

will be further developed in item 4…

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ASM / DMEAN Programme Support ASM / DMEAN Programme Support ““Local And Regional ASM ToolLocal And Regional ASM Tool””

Towards combination and integration of ASM/ATFCM

Airspace planningASM level 2

Performancemeasurement

PADAC*

Airspace statusASM level 3

Automation support of the collaborative decision-making process in ASM

Assess and reviewASM process

*PADAC - PRISMIL Automated Data Acquisition and Collection

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ASM / DMEAN Programme Support ASM / DMEAN Programme Support ““Local And Regional ASM ToolLocal And Regional ASM Tool””

ModularityModularity InteroperabilityInteroperability

AdaptabilityAdaptability

AvailabilityAvailability

RealReal--timetime

OperationalOperational

FunctionalitiesFunctionalities

PrototypePrototype


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Military KPIs

Civil-MilitaryKPIs

LaggingKPIs

Leading KPIs

Performance Framework: Civil-Military KPIs package

Performance Drivers

Performance outcomes

Optimization of processes

Process effectiveness

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PerformanceMonitoringAnalyses &

Management

Measurement Aggregation

ExtractTransfer &

Load

PRISMIL: The core functions of the BPM system


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Flexible Military Airspace StructuresFlexible Military Airspace Structureswithin the Network within the Network -- SubSub--Projects (SP)Projects (SP)

SP 1 Procedures for submission of national military airspace design requirements

SP 2 Incorporate military requirement intothe overall airspace design process

SP 3 Improve military airspace structures through modular design

SP 4 Improve military demand data with impact on route network

SP 5 Facilitate cross-border military operations through collaborative airspace planning

SP 6 Harmonise OAT Transit Procedures acrossEurope (OATTS)

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Current Cross-Border / FIR Boundary Operations

Current Cross-Border / FIR Boundary Operations

CBA

AD

AD

FIR

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CBO Operations - UsualCBO Operations - Usual

CBA

AD

AD

FIRATS

Route CDR2

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CBO Operations - RecommendedCBO Operations - Recommended

CBA

AD

AD

FIR

CDR2 (1)

CDR2 (2)

Design it larger, but…

MODULAR

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CBA

AD

AD

FIR

CDR2 (2)

CDR2 (1)

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CBA

AD

AD

FIR

CDR2 (2)

CDR2 (1)

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FIR Design it larger, but…

VERTICALLYMODULAR

FL100

FL200

FL300

FL400

FL500

CDR2 (1)

CDR2 (2)

CBA

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Benefits of the FUABenefits of the FUA

Creates the context for cooperation and mutual benefits

Better understanding between civil and military aviations

Significant safety improvement

Of course, more efficiency

And last but not least, « Geographical survival »

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For any additional information: For any additional information:

[email protected]@eurocontrol.int

DCMAC

DIRECTORATE CIVIL-MILITARY ATM COORDINATION Meetings Seminars and... · 2014-05-27 · 9 Level 1 To establish the appropriate civil-military body ÖMilitary participation requires

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