FREE ROUTE AIRSPACE IMPLEMENTATION IN ARMENIA (ARMFRA)
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FREE ROUTE
AIRSPACE
IMPLEMENTATION
IN ARMENIA
(ARMFRA)
FRA DEFINITION
“A specified airspace within which users may freely plan a route
between a defined entry point and a defined exit point, with the
possibility to route via intermediate (published or unpublished) way points, without reference to the ATS route network, subject to
airspace availability. Within this airspace, flights remain subject
to air traffic control.”
Framework Document
PART 1 - The European Airspace Design Methodology Guidelines - General Principles and Technical Specification for Airspace Design
PART 2 - ATS Route Network Version - Catalogue of Airspace Projects
PART 3 - ASM Guidance Material - ASM Handbook
PART 4 - Route Availability Document (RAD) User Manual
The 4th meeting of the Network Management Board (NMB) on 7th June 2012 approved the full ERNIP (5 documents) and the actions required to enhance airspace utilisation.
European Route Network Improvement Plan (ERNIP)
The Document contains provisions
supplementary to those described in
the ERNIP, Part 1, Chapter 6,Section
6.5 FRA Concept and relevant for
the entire process of NMOC FRA
Operational Validation and NMOC
FRA system processing.
This document outlines the necessary
steps needed to be taken in order to
ensure the required level of
compatibility of NMOC systems with
envisaged flight planning
procedures in the scope of free
route operations.
FREE ROUTE AIRSPACE (FRA) APPLICATION IN NMOC –
GUIDELINES V1.1
FRA - SUMMER 2017
FRA - SUMMER 2018
FRA - END 2019
FRA - END 2020
FRA - END 2021
Flights along designated ATS routes
[…] OR,
If the departure aerodrome is not on or not connected to the ATS route, the
letters DCT followed by the point joining the first ATS route, followed by the
designator of the ATS route.
[…] OR,
By DCT, if the flight to the next point will be outside the designated route,
unless both points are defined by geographical coordinates.
Flights outside designated ATS routes
INSERT points normally not more than 30 minutes flying time or 370 km (200
NM) apart, including each point at which a change of speed or level, or
change of track, or a change of flight rules is planned.
[…]
INSERT DCT between successive points unless both points are defined by
geographical coordinates or by bearing and distance.
DOC 4444
FLIGHT PLAN
(FPL-AF102-IS
-MD83/M-SDFRWY/S
-OIIE0945
-N0440F300 DCT PAXID B121 MAGRI DCT DEKIT DCT TISOT N82 LAPTO
-URMM0215 URKK
-PBN/B4 REG/EPLCO EET/UDDD0050 UGGG0110 ORGN/OIIEZPZX PER/C)
The FRA relevance of the significant points shall be indicated by the following letters and published within brackets:
(E), for “FRA Horizontal Entry Point”
(X), for “FRA Horizontal Exit Point”
(I), for “Intermediate Point”
(A), for “FRA Arrival Connecting Point”
(D), for “FRA Departure Connecting Point”
Combinations of letters can be published in accordance with this matrix:
Airport
JJJJJ
(EXADI)
FLaaa
FLyyy
FLzzz
ATS route network
KKKKK
(EXAD )
JJJJJ
(EX)
JJJJJ
(ADI)
KKKKK
(EXAD )
SSSSS
(EX)
KKKKK
(EX )JJJJJ
(I)
HHHHH
(DI)
HHHHH
(DI)
HHHHH
(I)
ZZZZZ
(I) → (EXI)
HHHHH
(I)
N1
M1
L1
KKKKK
(EX )
SSSSS
(EX)
SSSSS
(EX)
JJJJJ
(I)
SSSSS
(EX)KKKKK
(EX )
ZZZZZ
(I)
JJJJJ
(EX): FLaaa - FLyyy
(ADI): FLyyy - FLzzz
ARMFRA
ARMFRA Project will be implemented into two phases:
Phase 1: Night FRA within the period 20:00 - 02:00 UTC above
FL285 with implementation date 07 DEC 2017;
Phase 2: H24 FRA with implementation Winter 2018/2019.
The details in regard to ATS route network availability, lower
vertical limit and ARR / DEP procedures are under consideration and discussion.
The ARMFRA Phase 2 and FRAG Phase 2 to be merged into a
common H24 cross-border South Caucasus FRA area FLXXX -
FL660. This South Caucasus FRA area will cover initially Yerevan
FIR and Tbilisi FIR. Project name “FRASC” might be considered for discussion.
Proposed implementation - Winter 2018/2019.
ARMFRA
ARMFRA SAFETY ASSESSMENT REPORT
FREE ROUTE AIRSPACE IMPLEMENTATION AND OPERATIONS
IN YEREVAN FIR
Phase I
SAFETY ASSESSMENT REPORT
Edition Number:
1.0
Edition Date:
05/05/2017
Status:
Final version
FRA PROJECT WORKING PLAN
FRA CONOPS
ARMFRA FREE ROUTE AIRSPACE DESIGN
ALL POSSIBLE CONNECTIONS DISPLAYED
Possible
ARMFRA (I) ADANO
ARMFRA (I) ADILA
ARMFRA (I) ASMIK
ARMFRA (I) DEKIT
ARMFRA (EX) ELSIV
ARMFRA (I) GOGOL
ARMFRA (I) GOSIS
ARMFRA (EX) INDUR
ARMFRA (EX) IRLAN
ARMFRA (EX) MAGRI
ARMFRA (EX) MATAL
ARMFRA (EX) NEGAN
ARMFRA (EX) OGEVI
ARMFRA (EX) PEMAN
ARMFRA (I) REBGI
ARMFRA (EX) REBLO
ARMFRA (I) SEVAN
ARMFRA (I) TABAS
ARMFRA (EX) TAVRO
ARMFRA (I) TIBLO
ARMFRA (X) TISOT
ARMFRA (I) TUTAK
ARMFRA (EX) VETEN
ARMFRA (I) GRM
ARMFRA (I) ZVR
ARMFRA
ALL SHORTEST CONNECTIONS DISPLAYED
Assigned on the
shortest route FL285 and above
HORIZONTAL TRANSITION -
OVERFLIGHTS
PEMAN(EX)
REBGI (I)
OGEVI (EX)
HORIZONTAL TRANSITION - ARRIVALS
(DEPENDS ON FRA LOWER LIMIT. STEP 2)
ASMIK (A)
GOSIS (A)
ADANO (I)
UDSG
UDYZ
MAGRI (EX)
HORIZONTAL TRANSITION - DEPARTURES
(DEPENDS ON FRA LOWER LIMIT. STEP 2)
UDSG
UDYZ
ASMIK (D)
SEVAN (D)
ADANO (I)
MAGRI (EX)
HORIZONTAL TRANSITION - DEPARTURE (DEPENDS ON FRA LOWER LIMIT. STEP 2)
HORIZONTAL TRANSITION
CROSS BORDER
TISOT (X)
ADANO (I)
MAGRI (EX)
HORIZONTAL TRANSITION - SPECIAL
AREA
Special Area
GND - UNL
REBLO (EX) SEVAN (I)
DEKIT (I)
ADANO (I)
MAGRI (EX)
BENEFITS
The implementation of FRA offers a number of efficiency benefits for the
operators.
The most notable benefits are:
Reduced flight time, since most flights will be using the shortest routes possible;
Reduced CO2 emissions, as a consequence of the reduced flight time;
Reduced fuel waste, also a consequence of the reduced flight time and more optimal flight profiles;
Low implementation costs for ANSPs – in most cases implementation of FRA is supported by the existing ACC equipment;
Fewer conflicts – since the same number of aircraft are spread over more routes;
Weight optimization – in general FRA reduces the difference in distance between the planned route and the actual route. This in turn reduces the amount of extra fuel that needs to be carried potentially allowing for a heavier payload.
ISSUES AND CHALLENGES
As any new technology and procedure in aviation, FRA poses a number of challenges to the users. These do not outweigh the benefits but need
to be addressed properly in order to gain the best of FRA. Such issues and challenges are:
Conflicts may become harder to detect due to the spread and increased number of possible conflicting points.
Changes to the separation provision methods used by ATC (e.g. direct routes are less an option for solving conflicts since most aircraft are using the most direct route available anyway).
Conflicts occurring shortly after entering the area of responsibility of an ATC sector require controllers to be even more vigilant during transfer/acceptance of control.
Need for coordinated approach to FRA implementation – the efficiency benefits will only be achieved if FRA is deployed over large areas.
Need for enhanced (system supported) coordination between ANSPs in case FRA extends beyond the state borders.
Sectorisation may need to be optimized to better accommodate the new traffic flows. This is a particularly challenging task in case of time limited FRA implementation.
QUESTIONS?
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