Air Traffic Management in BriefSUTTIPONG KONGPOOLVice President, ATS PLANNING & STANDARDS BUREAU, AEROTHAI

Main TopicBACKGROUNDAIR TRAFFIC MANAGEMENT IN BRIEFAIRSPACE MANAGEMENT

BACKGROUNDAIR (Airspace) (Outer airspace)... ...

BACKGROUNDTRAFFIC: 190317 .. 1903 - Langley Aerodrome, USA --- Orville & Wilber Wright

BACKGROUNDTRAFFIC: 2009

BACKGROUNDSERVICESAir Traffic Control ServiceAir Traffic Advisory ServiceFlight Information ServiceAlerting Service

BACKGROUNDAIR+TRAFFIC+SERVICES= AIR TRAFFIC SERVICES

BACKGROUNDOBJECTIVES of the Air Traffic ServicesSafetyPrevent collisions between aircraft;Prevent collisions between aircraft on the manoeuvring area and obstructions on that area;Efficiencyc) Expedite and maintain orderly flow of air traffic; Advice & NotifyProvide advice and information useful for the safe and efficient conduct of flights;Notify appropriate organizations regarding aircraft in need of search and rescue aid, and assist such organizations as required.

BACKGROUNDAIR (space): Today

BACKGROUNDTRAFFIC: Today and the FutureLong-term forecasts in Worldwide Traffic Growth2005 2025 Cumulated Growth

BACKGROUNDSERVICES: in the futureCan not meet all of its OBJECTIVES

BACKGROUND ( )

BACKGROUND

BACKGROUND

BACKGROUND

BACKGROUNDAIR+TRAFFIC+SERVICES MANAGEMENT = AIR TRAFFIC MANAGEMENT (ATM)

BACKGROUNDDifferentiates

Air Navigation (System or Services) Global ATM CNS/ATM

BACKGROUNDAir Navigation Systems Airspace systems Avionics' system CNS/ATM systems Airport systems Support systems etc.

BACKGROUNDAir Navigation Services ATM services CNS services AIS and Aeronautical charts MET SAR

BACKGROUND

BACKGROUNDATM Operational Concept to Air Traffic Management Functional Integration

AIR TRAFFIC MANAGEMENT (ATM)

ATM: all phases of flightTaxi-wayClimbEn-routeDescentTaxi-wayTaxi-wayTaxi-wayClimbEn-routeDescentGate push-backGate push-backGate arrivalGate arrivalTurnaroundGate-to-gateNetwork PerformanceAirport OperationATM Service Delivery ManagementAirspace User OperationsAirport Operation

Airspace Management

AIRSPACE MANAGEMENTTHAILAND AIRSPACE

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Airspace Organization ()

+

Airspace Management()

= AOM (Airspace Organization and Management)AirspacePlanning

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Airspace Organization & Management: Strategy

*(Airspace Organization) 1/5

*(Airspace Organization) 2/52./ (Airspace structure)

Control Area (CTA)Terminal Control Area (TMA)Control Zone (CTR)ATS RouteATC SectorConditional Route (CDR)Danger Area (D)Restricted Area (R)Prohibited Area (P)Temporary Segregated Area (TSA)Temporary Reserved Area (TRA)Cross-Border Area (CBA)Reduced Co-ordination Airspace (RCA)Prior Co-ordination Airspace (PCA)Etc.

*(Airspace Organization) 2/52./ (Airspace structure)

*(Airspace Organization) 2/52./ (Airspace structure)

*(Airspace Organization) 2/52./ (Airspace structure)

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ATS Airspace Classification Airspace Restrictions & Reservations Design ATS Route and Sector Design Terminal Airspace Design Delegation of the Responsibility for the Provision of Air Traffic Services Free Route Airspace Design Etc.

(Airspace Organization) 2/5

* (Airspace Organization) 2/5Example: Dynamic Sectorisation

* (Airspace Organization) 2/5Airspace design process: Iterations

* (Airspace Organization) 2/5Sample: Evolution of Terminal Airspace system

* (Airspace Organization) 2/5Airspace design processes

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Provision for Airspace Organization Airspace Organization for ATS Provision Safety Measures Relating to Military Activities Civil/Military Co-ordination Airspace Restriction and Reservation Terms Associated with Airspace Delineation Controlled Airspace Airspace subject to Reservation/Restriction Published Limits and Protected Airspace Principles for the Design of Airspace Structures Essential Principles Illustrations of Delineation of Airspace boundaries

(Airspace Organization) 3/5

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Common BoundariesApplication of Protected AirspaceDefinition of Tactical RulesIllustration of Tactical RulesSafety Assessment Airspace ClassificationCurrent ICAO Requirements for Classification of ATS AirspaceNeed for Simplified and Harmonized Airspace OrganizationATS Requirements (Both Requirements for Civil and Military ATS Provisions)Commercial Air Transport RequirementsMilitary Operations RequirementsGeneral Aviation & Aerial Work Operations RequirementsTest Flights & UAV Operations Requirements

(Airspace Organization) 4/5

*(Airspace Organization) 5/5

FUA

(FLEXIBLE USE OF AIRSPACE)

Airspace Organization & Management: Concept

*Basis of the FUA Concept Airspace not designated for Civil or Military use More efficient use for both parts Flexibility and increased capacity

AMC (Airspace Management Cell), a coordination body with civil and military competence

*Fundamental principle of FUA:The 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.

*More than 33.000 flights a dayHow to reconcile 37% and 10.000.000?Flexible Use of Airspace in EUROPE37% of European airspace is somehow segregated more than 10.000.000 flights a year!

*Through the FUA Collaborative Decision Making ProcessSatisfying all the stakeholders requirements ?AIRSPACE & ROUTE AVAILABILITYASMAirspace managementATSAir Traffic Services ProvisionATFCMAir Traffic Flow & Capacity ManagementSTATESAIRPORTSMILITARY OPERATORSCFMUCIVIL OPERATORSAIRSPACE MANAGEMENT CELLSMILITARYATSAIR TRAFFIC DEMANDAIR TRAFFIC CONTROL CAPACITYCIVILATS

*AIRSPACE & ROUTE AVAILABILITYASMAirspace managementATSAir Traffic Services ProvisionATFCMAir Traffic Flow & Capacity ManagementSTATESAIRPORTSMILITARY OPERATORSCFMUCIVIL OPERATORSAIRSPACE MANAGEMENT CELLSMILITARYATSAIR TRAFFIC DEMANDAIR TRAFFIC CONTROL CAPACITYCIVILATSSatisfying all the stakeholders requirements ?

*Since 1996 through FLEXIBLE USE OFAIRSPACECONCEPTSatisfying all the stakeholders requirements ?

*Through Civil / Military Coordination

* Non-FUA vs. FUA===Normally published as occupied H24

*`Flexible Airspace Structures

*CDR 3 cannot be flight planned in advanceCDR 1 are plannable in the same way as permanent ATS routes during the times published in AIP CDR 2 availability information of the CRAM* may be used for refilingFlight Planning on CDRs*CRAM: published daily gives availability of CDR2

*Before FUA implementation D 10TRA 10FUA Concept in practice

*With FUA application a TRA can be allocated the day before operationFUA Concept in practiceTRA 10

*With FUA application as soon as a TRA is not active FUA Concept in practiceTRA 10

*FUA: Approach to Implementation

*FUA: THAI CMACTHAI

CMAC

CivilMilitaryAir Traffic ManagementCoordination

FUA(Civil/Military Cooperation and the FUA concept in Thailand)

*FUA Benefit Increase of flight economy, reduction in distance, time, fuel and emissions Increase ATC Capacity Reduction in delays for GAT More efficient way to separate OAT GAT Enhanced operational real-time coordination Reduction of ATC workload TSA in line with military requirements

*Assessment of FUA Operations

*Assessment of FUA Operations

*Q & A

Airspace Management

*Airspace Management (ASM) (Air Traffic Services Routes) (Flexible Use of Airspace) (Win-Win Situation)

(CNS Systems) (Avionics) Airspace Planning and Organization (THAI Airspace Strategy) (Transition Plan for the Implementation of the THAI Airspace Strategy) (Airspace Organization) (Airspace Management)**... *... *... *... *... *... *... *... *... *... * (Directions for Change) * (Directions for Change) ***... *SLIDE (COMPLETELY ANIMATED) ILLUSTRATES EUROPEAN NETWORK COMPLEXITY THROUGH CIVIL vs. MILITARY DEMANDNo clicks everything is animated just read headlinesAnimation ends with: How to reconcile 37% and 9.000.000? Click for next slide now

*SLIDE ILLUSTRATES COLLABORATIVE DECISION MAKING PROCESS.... CDM involves Military and Civil operators, airports, civil and military ATS units, airspace management cells and the CFMU . ___________________________________________________________to accommodate to the maximum possible extent "Airspace & Route Availability" with "Air Traffic Demand" and the "Air Traffic Control Capacity". In a summary, in this CDM context, one can say that the main purpose of the three main ATM components is :___________________________________________________________for Airspace Management (ASM) to provide from existing airspace and route structures a sufficient level of availability to address the various Traffic Demand, whereasfor Air Traffic Flow & Capacity Management (ATFCM) to ensure an optimum flow of traffic during times when demand exceeds the available Capacity of the ATC system and finallyfor Air Traffic Services (ATS) to organise the sectorisation in accordance with available airspace and route structures.___________________________________________________________

*WE ARE GOING TO CONCENTRATE ON THE ASM COMPONENT AND THE FUA CONCEPTES ROLE:.... Established at the three ASM Levels between States and involving to some extent Military and Civil operations, airports, civil and military ATS units, AMCs and the CFMU*WITH OBJECTIVE OF SATISFYING BOTH CIVIL AND MILITARY REQUIREMENTSFUA Concept was launched in 1996Today applied in majority of ECAC States (33 out of 42)*EXPLAINS THREE ASM LEVELS IN MORE DETAILASM Level 1 - Establishment of pre-determined airspace structuresThrough a permanent national high level strategic policy body: Evaluation of national airspace requirements; 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.ASM Level 2Day-today allocation of airspace according to users requirementsThrough a joint civil/military national or sub-regional Airspace Management Cell (AMC):Temporary allocation of airspace to be daily promulgated via an Airspace Use Plan (AUP);Through an ECAC Centralised Airspace Data Function (CADF) within the CFMU:Analysis of the various AUPs and compilation of a consolidated message on Conditional Route Availability (CRAM) to be issued to operators.ASM Level 3 - Real-time use of airspace allowing a safe OAT/GAT separationThrough adequate real-time civil/military co-ordination facilities and procedures:Maximum joint safe use of airspace by civil and military traffic which will reduce segregation needs;Through enhanced radar/flight data processing:Utilisation of temporary segregated airspace, allocated at level 2 and released at short notice.

*SLIDE ILLUSTRATES ICAO vs. FUA AIRSPACE RESTRICTIONS AND RESERVATIONS1st click: P, D and R are normally published as occupied H242nd click: P remains P3rd click: D equals TRA4th click:TRA turns green tactical crossing possible even when active (upon ATS coordination) - released as soon as activity stops5th click: R equals TSA 6th click: Allocated for exclusive use no crossing released as soon as activity stops

*EXPLAINS FUA STRUCTURES**ILLUSTRATES AIRSPACE RESERVATION BEFORE AND AFTER FUA APPLICATION (next three slides are actually one)1st click: AUTOMATIC2nd click: After FUA application D changes into TRA and becomes green such TRA is planned and published at ASM Level 13rd click: TRA is allocated at ASM Level 2 on D-1 by AMC4th click: CDR 2 becomes available for flight planning5th click: In FUA as soon as mil activity stops6th click: A CDR3 may be used at ASM Level 3 following a proper civ/mil ATS coordination******ILLUSTRATES GAINS IN FUEL AND CO2 EMISSIONS REALISED BY FILLING FPLs ON CDRs 1, 2 and 1/2*PROJECTING 1 DAY (if applied for 210 week days) INTO 1 YEAR NOWWe could say that Pre-tactical and Tactical ASM operations for the entire year 2008, make an overall gain of 108.000 T of fuel and saving around 87 million euros, while reducing the level of carbon emissions by 340830 T!!!

For reference:Data source: CFMU ENV database, used by FIND (for 05.05.2008, all ECAC States, FL 250-460, Flight planned data) Fuel price source: IATA (http://www.iata.org/whatwedo/economics/fuel_monitor/index.htm , as of 16.05. (1292 USD/t equals 820 EUR/t)

ICAO Guidance Methodology for Calculation of Environmental Benefits (average consumption for a flight is 0.0125 tonnes per NM, average emission for a flight is 3.15 tonnes per tonne of fuel used. )

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