eurocontrol handbook for airspace management · the eurocontrol handbook for airspace management...

EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION

EUROCONTROL

ASM.ET1.ST08.5000-HBK-02-00

EUROPEAN AIR TRAFFIC MANAGEMENT

Edition : 2.0Edition Date : 22 October 03Status : Released IssueClass : EATM

EUROCONTROLHANDBOOK

FORAIRSPACE MANAGEMENT

EUROCONTROL

EUROCONTROL HANDBOOK FOR AIRSPACE MANAGEMENT

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DOCUMENT CHARACTERISTICS

TITLE

EUROCONTROL Handbook for Airspace Management

EATMP Infocentre Reference: 031104-01

Document Identifier Edition Number: 2.0

ASM.ET1.ST08.5000-HBK-02-00 Edition Date: 22/10/03

Abstract

The EUROCONTROL Handbook for Airspace Management specifies the general AirspaceManagement (ASM) functions and Air Traffic Management (ATM) procedures needed toapply and fully exploit the Concept of the Flexible Use of Airspace.

Keywords

Contact Person(s) Tel UnitJean Paul LEMAIRE 93381 AFN BD

STATUS, AUDIENCE AND ACCESSIBILITYStatus Intended for Accessible via

Working Draft � General Public � Intranet �

Draft �EATMStakeholders � Extranet �

Proposed Issue �RestrictedAudience � Internet (www.eurocontrol.int) �

Released Issue � Printed & electronic copies of the document can beobtained from the EATM Infocentre (see page v)

ELECTRONIC SOURCEPath: P:\AOM\Library\FUA HB\ASM HBK\Edition 2.0

Host System Software SizeWindows_NT Microsoft Word 8.0b 1,95 Mb


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DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of and amendments tothe present document.

EDITION.AMENDEMENT

DATE REASON FOR CHANGE SECTIONSPAGES

AFFECTED

Edition 1.0 05/02/96 Released Issue (Agreed at ANT/8 on 23/01/96),followed by 12 Amendments with the lastAmendment 12 (Agreed at ANT/28 on 29/05/02)

All

Edition 2.0 22/10/03 Released Issue (Agreed at ANT/32 on 22/10/03) All


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CHECKLISTPage Date Page Date Page Date

i 22/10/03 3-4 22/10/03 5-7 22/10/03iii 22/10/03 3-5 22/10/03 5-8 22/10/03v 22/10/03 3-6 22/10/03 5-9 22/10/03

vii 22/10/03 3-7 22/10/03 5-10 22/10/03ix 22/10/03 3-8 22/10/03 5-11 22/10/03x 22/10/03 3-9 22/10/03 5-10 22/10/03xi 22/10/03 3-10 22/10/03 6-1 22/10/03xii 22/10/03 3-11 22/10/03 6-2 22/10/03xiii 22/10/03 3-12 22/10/03 6-3 22/10/03xv 22/10/03 3-13 22/10/03 6-4 22/10/03xvi 22/10/03 3-14 22/10/03 6-5 22/10/03xvii 22/10/03 3-15 22/10/03 6-6 22/10/03xix 22/10/03 3-16 22/10/03 7-1 22/10/03xx 22/10/03 3-17 22/10/03 7-2 22/10/03xxi 22/10/03 3-18 22/10/03 7-3 22/10/03xxii 22/10/03 3-19 22/10/03 7-4 22/10/03xxiii 22/10/03 3-20 22/10/03 7-5 22/10/03xxiv 22/10/03 3-21 22/10/03 7-6 22/10/03xxv 22/10/03 3-22 22/10/03 7-7 22/10/03xxvi 22/10/03 4-1 22/10/03 7-8 22/10/03xxvii 22/10/03 4-2 22/10/03 7-9 22/10/03xxviii 22/10/03 4-3 22/10/03 7-10 22/10/03xxix 22/10/03 4-4 22/10/03 7-11 22/10/03xxx 22/10/03 4-5 22/10/03 7-12 22/10/03xxxi 22/10/03 4-6 22/10/03xxxii 22/10/03 4-7 22/10/03 Bibliography 22/10/031-1 22/10/03 4-8 22/10/03 List of Annexes 22/10/031-2 22/10/03 4-9 22/10/03 Annex 1 22/10/031-3 22/10/03 4-10 22/10/03 Annex 2 22/10/031-4 22/10/03 4-11 22/10/03 Annex 3 22/10/032-1 22/10/03 4-12 22/10/03 Annex 4 22/10/032-2 22/10/03 4-13 22/10/03 Annex 5 22/10/032-3 22/10/03 4-14 22/10/03 Annex 6 22/10/032-4 22/10/03 4-15 22/10/03 Annex 7 22/10/032-5 22/10/03 4-16 22/10/03 Annex 8 22/10/032-6 22/10/03 4-17 22/10/03 Annex 9 22/10/032-7 22/10/03 4-18 22/10/032-8 22/10/03 4-19 22/10/032-9 22/10/03 4-20 22/10/032-10 22/10/03 5-1 22/10/032-11 22/10/03 5-2 22/10/032-12 22/10/03 5-3 22/10/033-1 22/10/03 5-4 22/10/033-2 22/10/03 5-5 22/10/033-3 22/10/03 5-6 22/10/03

Edition 2.0 dated 22/10/03 was agreed by the ANT/32 Meeting on 22/10/03.


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FOREWORD

The European Air Traffic Management (EATM) Programme is the successor to the European Air TrafficControl Harmonisation and Integration Programme (EATCHIP).

This Second Edition of the EUROCONTROL Document ASM.ET1.ST08.5000-HBK-02-00 specifiesthe general Airspace Management (ASM) functions and Air Traffic Management (ATM) proceduresneeded to apply and fully exploit the EATCHIP Concept of the Flexible Use of Airspace (FUA) adoptedin June 1994 (EUROCONTROL Document 94.70.08 dated March 1994).

The EUROCONTROL Handbook for Airspace Management must be regarded as a set of actionsimplemented by the ECAC States to be used in conjunction with the EUROCONTROL Manual forAirspace Planning to enable the harmonisation of flexible ASM throughout the ECAC area. It shall notbe considered as the substitute for official national regulations in individual ECAC States nor for theASM Part of the ICAO European Region Air Navigation Plan.

The Handbook will be updated by the Airspace & Navigation Team (ANT). Airspace managers andusers must submit proposed amendments to their representatives for consideration by the ANT.


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TABLE OF CONTENTS

Pages

DOCUMENT APPROVAL v

DOCUMENT CHANGE RECORD vii

CHECKLIST ix

FOREWORD xi

TABLE OF CONTENTS xiii

LIST OF ANNEXES xvii

ABBREVIATIONS xix

EXPLANATION OF TERMS xxiii

1. SECTION 1 - INTRODUCTION 1-1

1.1 Introduction to the Handbook 1-11.1.1 Purpose 1-11.1.2 Status 1-11.1.3 Relationship with the EUROCONTROL Manual for Airspace Planning 1-1

1.2 Background 1-11.2.1 ASM Objectives 1-11.2.2 EATCHIP/EATM 1-11.2.3 Introduction of the FUA Concept 1-2

1.3 Structure of the Handbook 1-3

2. SECTION 2 - THE CONCEPT OF THE FLEXIBLE USE OF AIRSPACE 2-1

2.1 General Introduction 2-12.1.1 Endorsement of the Concept 2-12.1.2 The Basis of the FUA Concept 2-12.1.3 Application of the FUA Concept 2-3

2.2 The three ASM Levels 2-32.2.1 Introduction 2-32.2.2 ASM LEVEL 1 – National and International Airspace Policy 2-32.2.3 ASM LEVEL 2 – Day to Day Allocation of Airspace 2-42.2.4 ASM LEVEL 3 – Real-Time Use of Airspace 2-4

2.3 Flexible Airspace Structures and Procedures 2-42.3.1 General 2-42.3.2 Conditional Routes 2-52.3.3 Temporary Airspace Allocation Process 2-62.3.4 Cross-Border Areas 2-62.3.5 Reduced/Prior Co-ordination Airspace Procedures 2-7

2.4 Application of the FUA Concept to Existing Airspace Structures 2-72.4.1 ATS Routes 2-72.4.2 Airspace Restrictions – D, R, P Areas 2-72.4.3 Controlled Airspace 2-82.4.4 ASM in the Lower Airspace 2-8


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2.5 Transition to the FUA Concept 2-92.6 ATS/ASM/ATFM Relationship 2-9

2.6.1 General 2-92.6.2 ASM/ATFM Relationship at Strategic Level – Level 1 2-102.6.3 ASM/ATFM Relationship at Pre-Tactical Level – Level 2 2-112.6.4 ASM/ATFM Relationship at Tactical Level – Level 3 2-11

3. SECTION 3 - AIRSPACE MANAGEMENT FUNCTIONS AT LEVEL 1 3-1

3.1 General 3-13.2 National Collaborative Airspace Planing 3-1

3.2.1 Strategic Objectives 3-13.2.2 Responsibilities 3-13.2.3 Principles 3-23.2.4 Collaborative Working Organisation 3-33.2.5 Common Airspace Policy Formulation and Review Process 3-43.2.6 Common Airspace Change Process 3-63.2.7 Dynamic Airspace Management 3-8

3.3 International Collaborative Airspace Planing 3-123.3.1 General 3-123.3.2 ASM over the High Seas 3-123.3.3 Collaborative Airspace Planning Process with Neighbouring States 3-133.3.4 Collaborative European Airspace Planning Process 3-18

3.4 Establishment of Priority Rules and Negotiation Process at Level 1 for 3-20the Pre-Tactical Allocation of Airspace at Level 2

3.4.1 The CDR Concept and the TAA Process 3-203.4.2 Establishment at Level 1 of Priority Rules and Negotiation Process 1 for 3-20

the Pre-Tactical Allocation of Airspace by AMC


4.1 General 4-14.2 TSA/TRA Requests - Approved Agencies (AAs) 4-14.3 CDR Requests - Approved Agencies (ACCs/FMPs) 4-24.4 Restricted/Danger Areas - Notification of Reduced Activity 4-44.5 Airspace Management Cells (AMCs) - Airspace Allocation 4-4

4.5.1 General 4-44.5.2 Responsibilities 4-54.5.3 Lead AMC Concept 4-7

4.6 Extended Holidays Period 4-74.7 International Functions 4-8

4.7.1 Centralised Airspace Data Function (CADF) 4-84.7.2 Aircraft Operators (AOs) 4-94.7.3 CFMU Environment Data Base 4-114.7.4 Integrated Initial Flight Plan Processing System (IFPS) 4-124.7.5 Aircraft Operator “What-if” Re-Route (AOWIR) Function 4-14

4.8 ASM Level 2 Timetable 4-154.8.1 Up to 48 Hours In Advance 4-154.8.2 The Day before Operations 4-154.8.3 The Day of Operations 4-16


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4.9 Use of Temporary Operational AMC/CADF Procedures 4-174.9.1 FUA Temporary Instruction (FTI) 4-174.9.2 Implementation Rules 4-174.9.3 Subsequent Treatment 4-174.9.4 Fields of Application 4-18

4.10 ASM over the High Seas 4-194.10.1 General 4-194.10.2 Activation of Danger Areas over the High Seas 4-194.10.3 Activation of CDRs over the High Seas 4-194.10.4 Alternative Method to Improve the Mechanism for the international Co-ordination 4-194.10.5 AMC Related Tasks 4-20


5.1 General 5-15.2 Modes of Real-Time Civil/military Co-ordination 5-15.3 Co-ordination Procedures for ATS Routes and Airspace Crossing 5-2

5.3.1 Co-ordination Procedures for Controlled Airspace or ATS Routes Crossings by OAT 5-25.3.2 Co-ordination Procedures for Airspace Crossings or Off-Route Flying by GAT 5-3

5.4 System Support Functions 5-45.4.1 General 5-45.4.2 Airspace Use Data Function 5-45.4.3 Basic Flight Plan Information – Identification Function 5-55.4.4 Current Flight Plan Information Function –Separate Function 5-55.4.5 Silent Co-ordination Function – Airspace Crossing Function 5-55.4.6 Airspace Crossing Intention Notification Function 5-65.4.7 Airspace Crossing Dialogue Function 5-6

5.5 Common or Shared Use of Airspace 5-65.5.1 Common Use of Airspace 5-65.5.2 Shared Use of Airspace 5-6

5.6 Additional ASM Procedures within the Lower Airspace 5-75.6.1 General 5-75.6.2 Lower Controlled Airspace 5-75.6.3 Lower Uncontrolled Airspace 5-105.6.4 Promulgation and Notification 5-11

6. SECTION 6 - PUBLICATION OF ASM INFORMATION 6-1

6.1 AIP/Notam for Level 1 Decision 6-16.2 Specific ASM Messages for Level 2 Decision 6-1

6.2.1 Airspace Use Plan (AUP) 6-16.2.2 Updated Airspace Use Plan (UUP) 6-26.2.3 Conditional Route Availability Message (CRAM) 6-3

6.3 Publication Issues on Early Access to Weekend/Conditional Routes 6-46.3.1 AIPs Publication of Weekend/Conditional Routes 6-46.3.2 Common AIP Supplement Publication 6-46.3.3 NOTAM Publication 6-46.3.4 AUPs/CRAM Publication 6-4

6.4 Up to Date Information on Current Use of Airspace at Level 3 6-5


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7. SECTION 7 – FUA INDICATORS 7-1

7.1 General 7-17.1.1 Introduction 7-17.1.2 FUA Indicators 7-17.1.3 Definitions 7-17.1.4 Acronyms 7-2

7.2 FUA Use Rates (FUR) 7-37.2.1 Rate of CDR Availability (RoCA) 7-37.2.2 Rate of Aircraft Interested (RAI) 7-47.2.3 Rate of Actual Use of CDR (RAU) 7-57.2.4 Time Window Availability (TWAI) 7-6

7.3 Flight Economy Indicator (FEI) 7-87.3.1 General 7-87.3.2 Potential –Flight Economy (PFE) 7-87.3.3 Total Potential Flight Economy (TPFE) 7-97.3.4 Flight Economy Realised (FER) 7-97.3.5 Flight Economy Lost (FEL) 7-107.3.6 Flight Economy Offered (FEO) 7-107.3.7 Actual Flight Economy (AFE) 7-11

BIBLIOGRAPHY

LIST OF ANNEXES


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LIST OF ANNEXES

Annex 1 : General Overview and Process of the FUA Concept –Handbook Cross-Reference Table

Annex 2 : ATS Route Network Planning and Development Process

Annex 3 : Common ATS/ASM/ATFM Timetable

Annex 4 : Airspace Charter.

Annex 5 : Description of the AUP Message

Annex 6 : Description of the UUP Message

Annex 7 : Description of the CRAM Message

Annex 8 : Illustrative examples of Weekend Routes publications

Annex 9 : Draft AMC Co-ordination Letter of Agreement


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ABBREVIATIONS

Abbreviations for which an explanation is given in the Handbook are marked with one asterisk *.

AA Approved Agency *ACA AUP/UUP Composition Application (software)ACC Area Control Centre*ACP Airspace Crossing Acceptance MessageADT Approved Departure TimeAFTN Aeronautical Fixed Telecommunications NetworkAIP Aeronautical Information Publication*AIS Aeronautical Information Service*AMC Airspace Management Cell*AME ATM Message ExchangeANM ATFM Notification Message*ANT EATM Airspace & Navigation TeamAO Aircraft Operator*AOWIR Aircraft Operator What-if Re-routing (CFMU Function)ARO ATS Reporting Office*ARN ATS Route NetworkASM Airspace Management*ASMSG Airspace Management Sub Group (Sub Group of ANT)ATC Air Traffic Control*ATFM Air Traffic Flow Management*ATM Air Traffic Management (ATS+ASM+ATFM)*ATS Air Traffic Services*ATSU Air Traffic Services Unit*ATZ Aerodrome Traffic ZoneAUP Airspace Use Plan*AW Arial WorkAWY Airway*

BFD Basic Flight Data Message

CADF ECAC Centralised Airspace Data Function*CAR Changed Airspace RestrictionCAS Controlled AirspaceCASA CFMU Computer Assisted Slot AllocationCBA Cross-Border Area*CDN Airspace Crossing Co-ordination MessageCDR Conditional Route*CEAC NATO Committee for European Airspace Co-ordinationCFD Change to Flight Data MessageCFL Cleared Flight Level*CFMU EUROCONTROL Central Flow Management Unit*CIDIN Common ICAO Data Interchange NetworkCIMILSYSCO Civil-Military System Supported Co-ordinationCPL Current Flight Plan*CRAM Conditional Route Availability Message*CTA Control Area*CTR Control Zone*


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D Danger AreaDAM Dynamic Airspace ManagementDES De-Suspension MessageDOC Document

EANPG ICAO European Air Navigation Planning GroupEATCHIP European Air Traffic Control Harmonisation and Integration ProgrammeEATM European Air Traffic ManagementECAC European Civil Aviation ConferenceEUR ANP ICAO European Air Navigation Plan

FDOD Flight Data Operations Division*FIR Flight Information Region*FLO Informal ATS/ATFM Co-ordination MeetingFLOE Informal ATS/ATFM Co-ordination Meeting - Europe EastFLOW Informal ATS/ATFM Co-ordination Meeting - Europe WestFLS Flight Suspension MessageFMD Flow Management Division* (CFMU)FMP Flow Management Position*FMS Flight Management SystemFMU Flow Management UnitFPL Filed Flight Plan*FPPS Flight Plan Processing SystemFTI FUA Temporary Instruction*FUA Flexible Use of Airspace*

GAT General Air Traffic*

HX No specific working hours

IATA International Air Transport AssociationIACA International Air Carriers AssociationIAOPA International Council of Aircraft Owner and Pilot AssociationsICAO International Civil Aviation OrganisationIFATCA International Federation of Air Traffic Controllers’ AssociationsIFPS Integrated Initial Flight Plan Processing System*IFR Instrument Flight Rules

LoA Letter of Agreement

MOD Ministry of DefenceMOT Ministry of Transport

NATO North Atlantic Treaty OrganisationNOTAM Notice to Airmen*

OAT Operational Air Traffic*OLDI On-Line Data Interchange

P Prohibited Area


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PCA Prior Co-ordination Airspace*

R Restricted AreaRAD Route Availability Document*RCA Reduced Co-ordination Airspace*RDPS Radar Data Processing SystemRJC Airspace Crossing Reject MessageRNAV Area Navigation*RNDSG Route Network Development Sub GroupRRN Rerouteing Notification Message

SAM Slot Allocation MessageSAR Search and RescueSID Standard Instrument Departure Route*SITA Société Internationale de Télécommunications AéronautiquesSLC Slot Cancellation MessageSRM Slot Revision MessageSSR Secondary Surveillance RadarSTAR Standard Arrival Route*

TAA Temporary Airspace Allocation Process*TACT CFMU Tactical SystemTMA Terminal Control Area*TRA Temporary Reserved Airspace*TSA Temporary Segregated Area*

UAC Upper Area Control CentreUIR Upper Flight Information RegionUTC Co-ordinated Universal TimeUUP Updated Airspace Use Plan

VFR Visual Flight RulesVMC Visual Meteorological Conditions

WGS World Geodetic Survey

XAP Airspace Crossing Counter-Proposal MessageXCM Airspace Crossing Cancellation MessageXIN Airspace Crossing Intention Notification MessageXRQ Airspace Crossing Request Message


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EXPLANATION OF TERMS

The terms used in the EUROCONTROL Handbook for Airspace Management have the followingmeanings.The ICAO definitions are identified with an (I) at the end of the text.

Some terms have an explanatory note in italics.

AAActive Mode of Real-Time Civil/Military Co-ordination is the communication mode in real-time

between civil and military units which results from an action by the controller(s).

It encompasses both "Verbal" co-ordination by speech only, and "Silent" co-ordination, thecommunication process by manual input only. See paragraph 5.2.

Ad-hoc Structures refer to airspace structures, whether routes or areas, required to meet operationalneeds at shorter notice than Level 1 process. The establishment of such ad-hoc structure atLevel 2 or Level 3 should follow the general design and safety management criteria.

Aerial Work is an aircraft operation in which an aircraft is used for specialised services such asagriculture, construction, photography, surveying, observation and patrol, search and rescue,aerial advertisement, etc. (I)

Aeronautical Information Publication (AIP) is a publication issued by or with the authority of a Statecontaining aeronautical information of a lasting character essential to air navigation. (I)

Aeronautical Information Service (AIS) A service established within the defined area of coverageresponsible for the provision of aeronautical information/data necessary for the safety,regularity and efficiency of air navigation..

Such information includes the availability of air navigation facilities and services and theprocedures associated with them, and must be provided to flight operations personnel andservices responsible for flight information service.

Aircraft Operating Agencies (AOs) are the person, organisation or enterprise engaged in, or offering toengage in, an aircraft operation. (I)

In the context of the FUA Concept, "AOs" encompass all aircraft operations other than aerialwork operations, that is to say commercial air transport operations and general aviationoperations.

Airspace Management (ASM) is a planning function with the primary objective of maximising theutilisation of available airspace by dynamic time-sharing and, at times, the segregation ofairspace among various categories of users based on short-term needs. In future systems,airspace management will also have a strategic function associated with infrastructureplanning. (I)

In the context of the FUA Concept, airspace management is a generic term covering anymanagement activity at the three Strategic, Pre-tactical and Tactical Levels, provided for thepurpose of achieving the most efficient use of airspace based on actual needs and, wherepossible, avoiding permanent airspace segregation.


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Airspace Management Cell (AMC) is a joint civil/military cell responsible for the day-to-daymanagement and temporary allocation of national or sub-regional airspace under thejurisdiction of one or more ECAC state(s).

Airspace Reservation is a defined volume of airspace normally under the jurisdiction of one aviationauthority and temporarily reserved, by common agreement, for exclusive use by anotheraviation authority. (I)

In the context of the FUA Concept, airspace reservation include “Temporary Reserved Area”(TRA) and “Temporary Segregated Area” (TSA).

Airspace Structures are specific portions of airspace designed to accommodate the safe operation ofaircraft.

In the context of the FUA Concept, "Airspace Structures" include Controlled Airspace, ATSRoute, ATC Sectors, Danger Area (D), Restricted Area (R), Prohibited Area (P), TemporarySegregated Area (TSA), Temporary Reserved Area (TRA), Cross-Border Area (CBA),.....

Airspace Use Plan (AUP) is an ASM message of NOTAM status notifying the daily decision of anAirspace Management Cell on the temporary allocation of the airspace within its jurisdictionfor a specific time period, by means of a standard message format.

Air Traffic encompasses all aircraft in flight or operating on the manoeuvring area of an aerodrome. (I)

Air Traffic Control Clearance is an authorisation for an aircraft to proceed under conditions specifiedby an Air Traffic Control unit. (I)

For convenience, the term “Air Traffic Control Clearance” is frequently abbreviated to“ATC Clearance” or “Clearance” when used in appropriate contexts.

The abbreviated term “Clearance” may be prefixed by the words “taxi”, “take-off”,“departure”, “en-route”, “approach” or “landing” to indicate the particular portion offlight to which the Air Traffic Control Clearance relates. (I)

Air Traffic Control Service (ATC) is a service provided for the purpose of:

a) preventing collisions:

1) between aircraft, and

2) on the manoeuvring area between aircraft and obstructions, and

b) expediting and maintaining an orderly flow of air traffic. (I)

Air Traffic Flow Management (ATFM) is a service established with the objective of contributing to asafe, orderly and expeditious flow of air traffic by ensuring that ATC capacity is utilised tothe maximum extent possible, and that the traffic volume is compatible with the capacitiesdeclared by the appropriate ATS authority. (I)

Air Traffic Flow Management Notification Message (ANM) is the official medium for thenotification of ATFM measures. It is produced by the CFMU the day before the day ofoperation to provide a summary of planned ATFM measures and to promulgate any specificinstructions or communications requirements associated with those measures.


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Air Traffic Management (ATM) is the aggregation of the airborne functions and ground-basedfunctions (air traffic services, airspace management and air traffic flow management)required to ensure the safe and efficient movement of aircraft during all phases ofoperations. (I)

The general objective of ATM is to enable aircraft operators to meet their planned departureand arrival times and to adhere to their preferred flight profiles with the minimumconstraints, without compromising agreed levels of safety.

Air Traffic Services (ATS) is a generic term meaning variously, Flight Information Service (FIS),Alerting Service, Air Traffic Advisory Service, Air Traffic Control (ATC) Service (AreaControl Service, Approach Control Service or Aerodrome Control Service). (I)

Air Traffic Services Unit (ATSU) is a generic term meaning variously, air traffic control unit, flightinformation centre or air traffic services reporting office. (I)

Airway (AWY) is a control area or portion thereof established in the form of a corridor. (I)

AMC-Manageable Area is an area subject to management and allocation by an AMC at Level 2.

Under the TAA Process, these manageable areas are either formal structures entitled “TSAsor TRAs” or R and D Areas that are manageable at Level 2 in the same way as TSA/TRAs.

Approved Agencies (AAs) are units, which are authorised by a State to deal with an AirspaceManagement Cell for airspace allocation and utilisation matters.

Area Control Centre (ACC) is a unit established to provide air traffic control service to controlledflights in control areas under its jurisdiction. (I)

Area Navigation (RNAV) is a method of navigation which permits aircraft operation on any desiredflight path within the coverage of station-referenced navigation aids or within the limits ofthe capability of self-contained aids, or a combination of these. (I)

ATC Clearance (see Air Traffic Control Clearance)

ATC Co-ordination is the process of communication between ATC units, or controllers within suchunits, of the necessary flight plan data, radar data and control information with a view toreaching an agreed course of action as the controlled flight(s) progress(es).

ATC Instructions are directives issued by air traffic control for the purpose of requiring a pilot to takea specific action. (I)

ATC Unit is a generic term meaning variously, area control centre (ACC), approach control office oraerodrome control tower. (I)

ATS Airspace (Class A to G) are airspaces of defined dimensions, alphabetically designated, withinwhich specific types of flights may operate and for which air traffic services and rules ofoperation are specified. (I)

ATS airspaces are classified as Class A to G (I).


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ATS Environment Data Base is a specific part of the CFMU Data Base containing all environmentdata concerning airspace organisation and structure, ACC operational organisation and ATCcapacities. The ATS Environment Data Base is used by the CFMU systems for thecalculation of flight profiles taking account of all the airspace constraints.

ATS Reporting Office (ARO) is a unit established for the purpose of receiving reports concerning airtraffic services and flight plans submitted before departure. (I)

ATS Route is a specified part of the airspace structure designed for channelling the flow of traffic asnecessary for the provision of air traffic services. (I)

In the context of the FUA Concept, the term "ATS route" is used to mean variously Upper AirRoute, Airway, Advisory Route, Standard Instrument Departure or Standard Arrival Route,RNAV Route, Permanent Route and Conditional Route.

CCCentral Flow Management Unit (CFMU) is an EUROCONTROL Directorate established in

accordance with the ICAO Centralised ATFM Organisation to provide the ATFM Service,on behalf of the participant States, in a specified part of the EUR Region. The CFMUcomprises the Flow Management Division (FMD) and the Flight Data Operations Divisionwith the Integrated Initial Flight Plan Processing System (IFPS). For ASM purposes, theCFMU is also entrusted with the Centralised Airspace Data Function (CADF).

Centralised Airspace Data Function (CADF) is an ASM function entrusted to the CFMU by theECAC States for extracting Conditional Route (CDR) information contained in the variousnational AUPs. The CADF compiles it into a single coherent list, the Conditional RouteAvailability Message (CRAM).

Changed Airspace Restriction (CAR) concerns any Danger or Restricted Area not suitable for Pre-Tactical management, but for which changed use, either in time or size, could be notified toAMC the day before activity for publication in the List "DELTA" of AUP/UUP.

Civil/Military Co-ordination is the communication between civil and military elements (human and/ortechnical) necessary to ensure safe, efficient and harmonious use of the airspace.

See paragraph 5.2.

Clearance (see Air Traffic Control Clearance) (I)

Cleared Flight Level (CFL) is the flight level at or to which an aircraft is authorised to proceed underconditions specified by an ATC unit.

Conditional Route (CDR) is an ATS route or a portion thereof which can be planned and used undercertain specified conditions.

CDRs can be divided into different categories according to their foreseen availability, flight-planning possibilities and the expected level of activity of the possible associated TSAs/TRAs.A CDR can be established in one or more of the three following categories:

a) Category One - Permanently Plannable CDR,

b) Category Two - Non-Permanently Plannable CDR, and

c) Category Three - Not Plannable CDR.


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Conditional Route Availability Message (CRAM) is a special consolidated ASM message issued dailyby the CADF to promulgate in one message, on behalf of ECAC States, the AMC decisionson Conditional Routes (CDRs) availability notified by the AUPs for all the ECAC area. TheCRAM is used by Aircraft Operators for flight planning purposes.

Control Area (CTA) is a controlled airspace extending upwards from a specified limit above the earth.(I)

Control Zone (CTR) is a controlled airspace extending upwards from the surface of the earth to aspecified upper limit. (I)

Controlled Airspace is an airspace of defined dimensions within which air traffic control services areprovided to IFR flights and to VFR flights in accordance with the airspace classification. (I)

Controlled Airspace is a generic term, which covers ATS airspace classes A, B, C, D & E.

Controlled Airspace includes Control Area (CTA), Terminal Control Area (TMA), Airway(AWY) and Control Zone (CTR). (I)

Controlled Flight is any flight, which is subject to an ATC clearance. (I)

Controller’s Intentions are updated flight data, which shall be exchanged, as laid down in LoAs, eithersimultaneously with or before, the corresponding ATC clearance is issued.

Cross-Border Area (CBA) is a Temporary Segregated Area established over international boundariesfor specific operational requirements.

Current Flight Plan (CPL) is the flight plan, including changes, if any, brought about by subsequentclearances. (I)

When the word “message” is used as a suffix to this term, it denotes the content and format ofthe current flight plan data sent from one unit to another. (I)

DDDanger Area (D) is an airspace of defined dimensions within which activities dangerous to the flight of

aircraft may exist at specified times. (I)

In the context of the FUA Concept, some Danger Areas subject to management and allocationat Level 2 are established at Level 1 as “AMC-manageable areas” and identified as such inAIP.

FFFiled Flight Plan (FPL) is the flight plan as filed with an ATS unit by the pilot or a designated

representative, without any subsequent changes. (I)

When the word “message” is used as a suffix to this term, it denotes the content and format ofthe filed flight plan data as transmitted. (I)

Flexible Use of Airspace (FUA) Concept is based on the fundamental principle that airspace should notbe designated as either pure civil or military airspace, but rather be considered as onecontinuum in which all user requirements have to be accommodated to the extent possible.


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Flight Data Operation Division (FDOD) is the CFMU unit responsible for the collection, updating,processing and dissemination of data on flight operations and on the air navigationinfrastructure. This includes the running of, amongst other systems, the Integrated InitialFlight Plan Processing System (IFPS) and the ATS Environment Data Base.

Flight Information Region (FIR) is an airspace of defined dimensions within which flight informationservice and alerting service are provided. (I)

Flight Management System (FMS) is an integrated system, consisting of airborne sensor, receiver andcomputer with both navigation and aircraft performance data bases, which providesperformance and RNAV guidance to a display and automatic flight control system.

Flight Plan contains specified information provided to air traffic services units, relative to an intendedflight or portion of a flight of an aircraft. (I)

Flow Management Division (FMD) is the CFMU unit responsible for the planning, co-ordination andexecution of the Strategic, Pre-Tactical and Tactical Air Traffic Flow Management.

Flow Management Position (FMP) is a working position established within an ACC to ensure thenecessary interface with the CEU on matters concerning the provision of the ATFM Serviceand the interface with national AMCs on matters concerning the ASM Service.

FUA Temporary Instruction (FTI) is a temporary instruction published by the CFMU andagreed/applied by appropriate AMCs and the CFMU/CADF for all or for a part, of the FUAarea.

See Section 4 paragraph 4.9

GGGeneral Air Traffic (GAT) encompasses all flights conducted in accordance with the rules and

procedures of ICAO and/or the national civil aviation regulations and legislation.

GAT can include military flights for which ICAO rules and procedures satisfy entirely theiroperational requirements.

General Aviation encompasses all civil aviation operations other than scheduled air services and non-scheduled air transport operations for remuneration or hire. (I)

IIIntegrated Initial Flight Plan Processing System (IFPS) is the CFMU system in charge of receiving

and processing the GAT IFR flight plan data and associated update messages for the areacovered by the participating States. It subsequently distributes these messages in a format,which can be received and processed automatically by ATC Flight Plan Processing Systems(FPPS) and the CEU (West) without further intervention. The IFPS is installed in twogeographical sites.

KKnown Traffic Environment (KTE) is the environment within which all traffic is known to ATS.


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LLLevel 1 - Strategic ASM is the act of defining and reviewing, as required, the national airspace policy

taking into account national and international airspace requirements.

Level 2 - Pre-Tactical ASM is the act of conducting operational management within the framework ofpre-determined existing ATM structure and procedures defined in Level 1 and of reachingspecific agreement between civil and military authorities involved.

Level 3 - Tactical ASM is the act, on the day of operation, of activating, de-activating or real-timereallocating of airspace allocated in Level 2 and of solving specific airspace problems and/orof individual OAT/GAT traffic situations in real-time between civil and military ATS unitsand/or controllers, as appropriate. This co-ordination can take place either in active or passivemode with or without action by the controller.

MMManoeuvring Area is that part of an aerodrome to be used for the take-off, landing and taxiing of

aircraft, excluding aprons. (I)

NNNotice to Airmen (NOTAM) is a notice distributed by means of telecommunication containing

information concerning the establishment, condition or change in any aeronautical facility,service, procedure or hazard, the timely knowledge of which is essential to personnelconcerned with flight operations. (I)

OOOff-Route Traffic encompasses all GAT flying outside the published ATS Routes Network.

On-Route Traffic encompasses all GAT flying along the published ATS Routes Network.

Operational Air Traffic (OAT) encompasses all flights which do not comply with the provisions statedfor GAT and for which rules and procedures have been specified by appropriate nationalauthorities.

OAT can include civil flights such as test-flights, which require some deviation from ICAOrules to satisfy their operational requirements.

PPPassive Mode of Real-Time Civil/Military Co-ordination is the system-supported communication

mode of information in real-time between civil and military units without any action by thecontroller(s).

See paragraph 5.2.


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Permanent ATS Route is a permanently designated ATS route which is not subject to dailymanagement at Level 2 by AMCs.

See paragraph 2.4.1.

Pre-Tactical Civil/Military Co-ordination (see definition of Level 2 - Pre-Tactical ASM).

See Section 4.

Prior Co-ordination Airspace (PCA) is a portion of airspace of defined dimensions within whichindividual GAT is permitted to fly "off-route" only after prior co-ordination initiated by GATcontrollers with OAT controllers.

Prohibited Area (P) is an airspace of defined dimensions, above the land area or territorial waters of aState, within which the flight of aircraft is prohibited. (I)

RRReal-Time Civil/Military Co-ordination (see definition of Level 3 - Tactical ASM).

See Section 5.

Reduced Co-ordination Airspace (RCA) is a portion of airspace of defined dimensions within whichGAT is permitted to fly "off-route" without requiring GAT controllers to initiate co-ordination with OAT controllers.

Restricted Area (R) is an airspace of defined dimensions, above the land areas or territorial waters of aState, within which the flight of aircraft is restricted in accordance with specific conditions. (I)

In the context of the FUA Concept, some Restricted Areas are subject to management andallocation at Level 2 are established at Level 1 as “AMC-manageable areas” and identifiedas such in AIP.

Route Availability Document (RAD) is a strategically planned routing system for the CFMU areaagreed at the annual ICAO Stratplan meeting. The RAD is designed as a part of the CFMUATFM operation to make the most effective use of ATC capacity while allowing aircraftoperators flight planning flexibility. The RAD enables ATC to maximise capacity bydefining routings that provide an organised system of major traffic flows through congestedareas and reduce the crossing of major flows at critical points

SSSilent Co-ordination (see definition of Active Mode of Real-Time Co-ordination)

See paragraph 5.2.

Standard Arrival Route (STAR) is a standard ATS route identified in an approach procedure by whichaircraft should proceed from the en-route phase to an initial approach fix.

Standard Instrument Departure Route (SID) is a standard ATS route identified in an instrumentdeparture procedure by which aircraft should proceed from take-off phase to the en-routephase.

Strategic Civil/Military Co-ordination (see definition of Level 1 - Strategic ASM).

See Section 3.


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TTTactical Civil/Military Co-ordination (see definition of Level 3 - Tactical ASM).

See Section 5.

Temporary Airspace Allocation Process consists in the allocation process of an airspace of defineddimensions assigned for the temporary reservation (TRA/TSA) or restriction (D/R) andidentified more generally as an "AMC-manageable" area. (See EUROCONTROLMANUAL FOR AIRSPACE PLANNING Vol.2 – Section 3).

Temporary Reserved Area (TRA) is a defined volume of airspace normally under the jurisdiction ofone aviation authority and temporarily reserved, by common agreement, for the specificuse by another aviation authority and through which other traffic may be allowed to transit,under ATC clearance.

Temporary Segregated Area (TSA) is a defined volume of airspace normally under the jurisdictionof one aviation authority and temporarily segregated, by common agreement, for theexclusive use by another aviation authority and through which other traffic will not beallowed to transit.

In the context of the FUA Concept, all TRAs and TSAs are airspace reservations subject tomanagement and allocation at Level 2.

Note: Pending results from consultation with ICAO on above definitions, the current TSA definitionis maintained i.e. :“Temporary Segregated Area (TSA) is an airspace of defined dimensions withinwhich activities require the reservation of airspace for the exclusive use of specificusers during a determined period of time”.

Terminal Airspace is a generic term encompassing Terminal Control Area (TMA), Control Area(CTA), Control Zone (CTR), Special Rules Zone (SRZ), Aerodrome Traffic Zone (ATZ),or any other nomenclature, such as Traffic Information Area (TIA) or Traffic InformationZone (TIZ) and Airspace Classification, used to describe the airspace around an airport.

Terminal Control Area (TMA) is a control area normally established at the confluence of ATS routesin the vicinity of one or more major aerodromes. (I)

UUUnknown Traffic Environment (UTE) is the environment within which not all traffic is known to

ATS.

Updated Airspace Use Plan (UUP) is an ASM message of NOTAM status issued by an AMC on theday of operation to update AUP information.

VVVerbal Co-ordination (see definition of Active Mode of Real-Time Co-ordination)

See paragraph 5.2.


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SECTION 1

INTRODUCTION

1.1 INTRODUCTION TO THE HANDBOOK

1.1.1 Purpose

The purpose of the EUROCONTROL Handbook for Airspace Management is to provide,under a single cover, the general ASM functions and Air Traffic Management (ATM) relatedprocedures that are required to apply and fully exploit the Flexible Use of Airspace (FUA)Concept in the European Civil Aviation Conference (ECAC) Member States.

1.1.2 Status

The EUROCONTROL Handbook for Airspace Management should be regarded as a set ofactions intended as Recommended Practices to support the harmonisation of flexible ASMthroughout the ECAC area. It should not be considered as the substitute for official nationalregulations in individual ECAC States nor for the ASM Part of the ICAO European RegionAir Navigation Plan.

1.1.3 Relationship with the EUROCONTROL Manual for Airspace Planning

The purpose of the EUROCONTROL Manual for Airspace Planning – Volume 2(EUROCONTROL Document ASM.ET1.ST03.4000.EAPM.02.02 – 22 October 2003) is toprovide guidelines and criteria for an uniform airspace design and change process for ECACStates to be mirrored in their own national Airspace Guidance Material. The application ofthese guidelines will ensure harmonisation of airspace organisations between all ECACStates. The EUROCONTROL HANDBOOK FOR AIRSPACE MANAGEMENT isintended to supplement the provisions specified in the EUROCONTROL MANUAL FORAIRSPACE PLANNING and should therefore be used in conjunction with this document.

1.2 BACKGROUND

1.2.1 ASM Objectives

1.2.1.1 The objective of ASM is to achieve the most efficient use of the airspace based on actualneeds and, where possible, to avoid permanent airspace segregation.

1.2.1.2 Inflexible airspace structures and airspace reservations have resulted in the inefficient useof airspace. The need for improved ASM in Europe was recognised in the late 1980s whenthe continuing growth of aircraft movements exceeded the capacity of the Air TrafficServices Systems causing serious delays.

1.2.2 EATCHIP/EATM

1.2.2.1 In 1990, ECAC adopted an En-Route Strategy and the European Air Traffic ControlHarmonisation and Integration Programme (EATCHIP) to achieve the objectives of thisstrategy. The aim of the En-Route Strategy was to complete the harmonisation of EuropeanAir Traffic Control systems between 1995 and 1998, and to then integrate them by theearly years of the 21st century.


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1.2.2.2 In addition to the adaptation of the airspace structure to traffic flows and theimplementation of area navigation, a major ASM objective of the ECAC Strategy andEATCHIP was the implementation of the FUA Concept. This Concept was developed bythe civil and military representatives of the ECAC States together with representatives ofAircraft Operators (AOs).

1.2.2.3 As successor to the EATCHIP, the European Air Traffic Management (EATM) Programmeis now responsible for FUA matters.

1.2.3 Introduction of the FUA Concept

1.2.3.1 The ECAC States representatives, and the European Organisation for the Safety of AirNavigation (EUROCONTROL), as the manager of EATM, developed, within the Airspace& Navigation Team (ANT), three documents to assist with the Implementation and theApplication of the FUA Concept :

a) The “ANT Report on Organisational Structures and Procedures Required for theApplication of the Concept of the Flexible Use of Airspace”;

b) The “Guidance Document for the Implementation of the FUA Concept” which providethe necessary information to plan for the implementation of the Concept;

c) The “EUROCONTROL Handbook for Airspace Management” which is designed toassist the application of the Concept in the ECAC States.

1.2.3.2 The ANT Report on the Organisational Structures and Procedures Required for theApplication of the Concept of the Flexible Use of Airspace, [EUROCONTROL Doc. 94.70. 08] published in March 1994, was adopted by the 4th Meeting of the ECAC Ministersof Transport (MATSE/4) on the 10th June 1994. The ANT Report made 18 specificrecommendations which were developed and formed the basis of the Guidance Documentfor the Implementation of the Concept and the original Handbook for the Application ofthe Concept.

1.2.3.3 The Guidance Document for the Implementation of the FUA Concept was developed toassist States and users to implement the FUA Concept. The Guidance Document includes:the agreed Minimum Requirements for the Implementation of the FUA Concept, the Listof Appropriate Actions for the Phased Introduction of the FUA Concept, the Guidelinesfor Possible System-Support Equipment, the Trial Periods and the Progress Reports to beprovided by each State. The Second Edition of the Guidance Document for theImplementation of the FUA Concept was published on 18 August 2003.[EUROCONTROL Document ASM.ET1.ST08.5000-GUI-02-00].



1.3 STRUCTURE OF THE HANDBOOK

1.3.1 The Handbook consists of 8 sections preceded by the Record of Amendments, a Checklist,the Foreword, a Table of Contents, Abbreviations and an Explanation of Terms.

Section 1 contains an Introduction and historical background.

Section 2 contains a brief overview of the FUA Concept , describes the flexibleairspace structures and procedures, explains the relationship betweenthe FUA Concept and existing Airspace Structures, and the relationshipbetween the three components of the Air Traffic Management (ATM):Air Traffic Services (ATS), Airspace Management (ASM) and AirTraffic Flow Management (ATFM).

Section 3 explains in detail how the ASM Functions have to be applied at theStrategic ASM Level 1 to develop, approve and enforce commonnational policies through National and International CollaborativeAirspace Planning taking into account neighbouring States andEuropean requirements.

Section 4 explains in detail how the ASM Functions have to be applied at thePre-Tactical ASM Level 2 to fully exploit the FUA Concept .

Section 5 explains in detail how the ASM Functions have to be applied at theTactical ASM Level 3 to fully exploit the FUA Concept.

Section 6 summarises the various methods for the publication of ASMinformation in support of the FUA Concept at the three Levels.

Section 7 explains the methods used to evaluate the effectiveness of the currentapplication FUA concept (FUA Indicators etc)

A Bibliography of reference documents is also presented prior to the Annexes toprovide more detailed information on the implementation of the FUAConcept.

Annexes



SECTION 2

THE CONCEPT OF THE FLEXIBLE USE OF AIRSPACE

2.1 GENERAL INTRODUCTION

2.1.1 Endorsement of the Concept

2.1.1.1 In 1992 the EATCHIP Task Force on Airspace Structure and Management established a firstset of principles for the proper functioning of each of the three ASM Levels - Level 1 -Strategic, Level 2 - Pre-Tactical and Level 3 - Tactical. These were endorsed by theEATCHIP Project Board in July 1992.[EUROCONTROL Doc. 92. 10. 13].

2.1.1.2 The three ASM Levels of the FUA Concept were further developed by the ANT during 1993and 1994. The Report on the Organisational Structures and Procedures Required for theApplication of the Concept of the Flexible Use of Airspace was published in March 1994. Itwas subsequently supported by the EATCHIP Project Board in April 1994, by the NATOCommittee for European Airspace Co-ordination (CEAC) in May 1994 and endorsed by the4th Meeting of the European Ministers of Transport (MATSE/4) in June 1994 with twoStates still reserving their position.[EUROCONTROL Doc. 94. 70. 08].

2.1.1.3 The successor to EATCHIP, the European Air Traffic Management (EATM) Programme, isnow responsible for FUA matters.

2.1.2 The Basis of the FUA Concept

2.1.2.1 The basis for the FUA Concept is that airspace should no longer be designated as eithermilitary or civil airspace but should be considered as one continuum and used flexibly on aday-to-day basis. Consequently, any necessary airspace segregation should be only of atemporary nature.

2.1.2.2 One of the major objectives of EATM is the more efficient use of airspace by civil andmilitary users through the implementation of the FUA Concept. Airspace Management Cells(AMCs) will ensure that there is a more effective sharing of ECAC airspace through jointcivil/military strategic planning and pre-tactical airspace allocation.

2.1.2.3 The FUA Concept has increased the flexibility of airspace use and has provided ATM withthe potential to increase the capacity of the air traffic system. The FUA Concept allows themaximum joint use of airspace by appropriate civil/military co-ordination to achieve therequired OAT/GAT separation. The application of the FUA Concept also ensures, throughthe daily allocation of flexible airspace structures, that any necessary segregation of airspaceis based on real usage within a specific time period (See Figure 1).



Figure 1 : Process to determine requirement for temporary segregation of airspacewithin the FUA Concept

2.1.2.4 The application of the Concept leads to:

a) an increase of flight economy offered through a reduction in distance, time and fuel;

b) the establishment of enhanced Air Traffic Services (ATS) route network andassociated sectorisation providing :

- an increase in Air Traffic Control (ATC ) capacity;- a reduction in delays to General Air Traffic;

c) more efficient ways to separate Operational and General Air Traffic;

d) an enhanced real-time civil/military co-ordination;

ASM ATC

Nature andextent of Civil

& Militaryactivities

Civil/MilitaryCo-ordination

Capability

Potentialhazard to

participatingand non-

participatingaircraft ?

AdequateCo-ordination

&Access to allnecessary

Flight/RadarData ?

Need forProtection

Airspacetemporarilysegregated

Joint Use of

Airspace

N

N

Y

Y



e) a reduction of ATC workload;

f) a reduction in airspace segregation needs;

g) the definition and use of Temporary Segregated Areas that are more closely in linewith military operational requirements and more generally that better respond tospecific military requirements in tactical phase.

2.1.3 Application of the FUA Concept

2.1.3.1 Effective application of the FUA Concept requires the establishment in each of the ECACStates of a national high-level airspace policy body. This body is tasked with the re-assessment of national airspace, the progressive establishment of new flexible airspacestructures and the introduction of procedures for the allocation of these airspace structures ona day-by-day basis. The States also require to establish adequate real-time civil/military co-ordination facilities and procedures so as to fully exploit the FUA Concept. The practicalapplication of the FUA Concept relies on National Airspace Management Cells (AMCs) forthe daily allocation and promulgation of flexible airspace structures, and on the CentralisedAirspace Data Function (CADF) within the EUROCONTROL Central Flow ManagementUnit (CFMU) for the dissemination to aircraft operators of the daily availability of non-permanent ATS routes.

2.1.3.2 Information on the implementation of the FUA Concept is contained in the “GuidanceDocument for the Implementation of the FUA Concept” [EUROCONTROL DocumentASM.ET1.ST08.5000-GUI-02-00].

2.2 THE THREE ASM LEVELS

2.2.1 Introduction

2.2.1.1 The FUA Concept is based on three Levels of ASM which have been identified as:

a) Strategic ASM - Level 1,

b) Pre-Tactical ASM - Level 2, and

c) Tactical ASM - Level 3.

2.2.1.2 The three ASM Levels correspond with civil/military ATM co-ordination tasks. Each Levelis related directly to, and impacts on, the others. The following paragraphs describe the FUAConcept in operation at the three ASM Levels.

2.2.2 ASM LEVEL 1 –National and International Airspace Policy

2.2.2.1 Strategic ASM at Level 1 consists of a joint civil and military process within a high-levelcivil/military national body, which formulates the national ASM policy and carries out thenecessary strategic planning work, taking into account national and international airspaceusers requirements.

2.2.2.2 In order to maintain a flexible airspace organisation, ECAC States assess and re-assess theirnational airspace and routes structures. At Level 1, the States determine the workingstructures for ASM Levels 2 and 3, and give them the agreed minimum authority to carry outtheir tasks. The States lay down the procedures to be followed at these tactical and pre-tactical levels and agree priority rules and negotiation procedures for airspace allocation atLevel 2 and Level 3.



2.2.2.3 To enable a continual improvement of the efficiency of airspace use, the States will conducta periodic review of national airspace and route structures. This periodic review will includethe detailed analysis of ASM planning and operations at Levels 1, 2 and 3.

2.2.3 ASM LEVEL 2 – Day to Day allocation of airspace

2.2.3.1 Pre-Tactical ASM at Level 2 consists of the day-to-day management and temporaryallocation of airspace through national or sub-regional AMCs.

2.2.3.2 AMCs are joint civil/military ASM focal-points which have the authority to conductoperational ASM within the framework of the States airspace structures, priority rules andnegotiation procedures as laid down by the national policy body. AMCs collect and analyseall airspace requests and decide the daily airspace allocation. AMCs promulgate the airspaceallocation as an Airspace Use Plan (AUP) and amendments thereto through UpdatedAirspace Use Plans (UUPs).

2.2.3.3 The ECAC Centralised Airspace Data Function (CADF) is established within the CFMU.The CADF collects availability information on non-permanent ATS Routes calledConditional Routes (CDR) from the various AUPs and compiles it into a consolidated listcalled the Conditional Route Availability Message (CRAM) and, when necessary, a CRAMCorrection Message The CRAM and CRAM Correction Messages are used by AircraftOperators (AOs) for flight planning purposes.

2.2.4 ASM LEVEL 3 – Real-Time use of airspace

2.2.4.1 Tactical ASM Level 3 consists of the real-time activation, deactivation or real-timereallocation of the airspace allocated at Level 2 and the resolution of specific airspaceproblems and/or traffic situations between civil and military ATS units and/or controllers, asappropriate.

2.2.4.2 Flexibility in the use of airspace is enhanced by real-time civil/military co-ordinationcapability. This flexibility depends on the potential offered by the joint use of airspace bycivil and military traffic.

2.2.4.3 Real-time access to all necessary flight data, including controller’s intentions, with or withoutsystem support, permits the optimised use of airspace and reduces the need to segregateairspace(see figure 1).

2.3 FLEXIBLE AIRSPACE STRUCTURES AND PROCEDURES

2.3.1 General

2.3.1.1. The FUA Concept uses airspace structures that are particularly suited for temporaryallocation and/or utilisation. The different airspace structures such as Conditional Routes(CDRs), Temporary Reserved Areas (TRAs), Temporary Segregated areas (TSAs), or Cross-Border Areas (CBAs) and Prior Co-ordination Airspace (PCA) or Reduced Co-ordinationAirspace (RCA) procedures used for flexible airspace management are detailed hereafter.

2.3.1.2. Planning considerations for the establishment of Conditional Routes (CDR Concept) and theTemporary Airspace Allocation (TAA Process) can be found in the Section 3 of theEUROCONTROL Manual for Airspace Planning – Volume 2.



2.3.2 Conditional Routes

2.3.2.1 A Conditional Route (CDR) is a non-permanent ATS route or a portion thereof which canbe planned and used only under certain specified conditions. CDRs permit the definition ofmore direct and alternative routes by complementing and linking to the existing ATS routenetwork.

2.3.2.2 CDRs are non-permanent parts of the published ATS route network that can be establishedby Level 1 :- through areas of potential temporary reservation (e.g. TRA or TSA), with CDR

opening/closure resulting from associated military activities, and/or -- to address specific ATC conditions (e.g. traffic restrictions or ATC sectorisation

compatibility) with CDR opening/closure resulting from purely civil needs.

2.3.2.3 The properties of CDRs, including their categories, alignment and route designator, arepublished in national AIPs. The conditions of use of those CDRs allocated at Level 2, interms of time and flight levels, are notified to the CADF in the daily national AUPs andpromulgated by the CADF in the daily CRAM.

2.3.2.4 CDRs are divided into different categories according to their estimated availability and flightplanning possibilities. A CDR can be established at Level 1 in one or more of the threefollowing categories:

2.3.2.4.1 CATEGORY ONE (CDR 1) - Permanently Plannable CDR during the times published inNational Aeronautical Information Publications (AIPs)

2.3.2.4.1.1 When a CDR is expected to be available for most of the time, it should be declared aspermanently plannable for stated time periods and published as a CDR 1 in AIPs. CDRs 1can either be established on a H 24 basis or for fixed time periods.

2.3.2.4.1.2 CDRs 1 form part of the strategic ATS route planning process and complement thepermanent ATS route network. Consequently, CDRs 1 are expected to be available for thetime period declared in the AIP. Any very rare closure of a CDR 1, which needs action torefile the flight plan, has therefore to be published with appropriate advance AIS notice.

2.3.2.4.2 CATEGORY TWO (CDR 2) - Non-Permanently Plannable CDR

2.3.2.4.2.1 CDRs 2 form part of pre-defined routing scenarios depending on the allocation of associatedAMC-manageable areas. Category Two CDRs will be established and utilised with the aimof maximising one or more of the following benefits: - Better Traffic Distribution, Increasein Overall ATC Capacity and Flight Economy.

2.3.2.4.2.2 CDRs 2 availability can be requested to adjust traffic flow, when a capacity shortfall hasbeen identified and after consideration of relevant ACC factors has been made by theFMPs/ACCs concerned

2.3.2.4.2.3 Flights on Category CDRs 2 may be flight planned only when the CDR is made available inthe CRAM.

2.3.2.4.3 CATEGORY THREE (CDR 3) - Not Plannable CDR

2.3.2.4.3.1 CDRs 3 are those CDRs that are expected to be available at short notice when the pre-notified activity in the associated TSAs or TRAs, or R or D Areas has ceased. Flights will beplanned on the basis of the utilisation of the permanent ATS route network around the areas.



2.3.2.4.3.2 After co-ordination with the military unit(s) in charge of the associated TSA(s) or TRA(s), orR or D Area(s), the GAT controller may offer an aircraft a short-notice routing through thearea using a pre-defined CDR 3.

2.3.2.4.3.3 CDRs 3 are published in AIPs as CDRs usable on ATC instructions only. CDRs 3, not beingsubject to allocation the day before by AMCs, do not form part of the AUP nor the CRAM.

2.3.3 Temporary Airspace Allocation (TAA) Process

2.3.3.1 The Temporary Airspace Allocation (TAA) Process consists in the allocation process ofan airspace of defined dimensions assigned for the temporary reservation (TRA/TSA) orrestriction (D/R) and identified more generally as an "AMC-manageable" area (seeEUROCONTROL MANUAL FOR AIRSPACE PLANNING Vol.2 – Section 3, Chapter3.9).

2.3.3.2 Two different types of airspace reservation can be established taking into consideration theactivity that would take place associated with the transit possibility :

- Temporary Reserved Area (TRA) is a defined volume of airspace normally underthe jurisdiction of one aviation authority and temporarily reserved, by commonagreement, for the specific use by another aviation authority and through which othertraffic may be allowed to transit, under ATC clearance;

- Temporary Segregated Area (TSA) is a defined volume of airspace normally underthe jurisdiction of one aviation authority and temporarily segregated, by commonagreement, for the exclusive use by another aviation authority and through which othertraffic will not be allowed to transit.

Note: Pending results from consultation with ICAO on above definitions, the current TSA definitionis maintained i.e. :“Temporary Segregated Area (TSA) is an airspace of defined dimensions withinwhich activities require the reservation of airspace for the exclusive use of specificusers during a determined period of time”.

2.3.3.3 The TAA Process give States considerable flexibility in the use of airspace. TSAs/TRAs areestablished at Level 1, allocated by AMCs at Level 2 in response to daily requests forspecific periods, and activated at Level 3 for periods corresponding as closely as possible tothe real-time civil or military airspace users requirement. In order to conduct severalactivities in the area, the TSA and TRA may be subdivided at Level 1 and published as suchin AIP. Activation/de-activation process of the subdivided areas allows to accommodate thedaily changes in traffic situations and airspace users requirements.

2.3.3.4 TSAs/TRAs are established in response to the need for civil, military, R&D, training, test-flights or activities of a temporary nature which, due to the nature of their activities, needsegregation to protect both them and non-participating traffic. TSAs/TRAs are established inaccordance with national policy and allocated by AMCs for specific activities.

2.3.3.5 In addition, TSAs/TRAs, as AMC-manageable airspace structures, supplement, replace ormodify, where possible, existing airspace structures such as Danger or Restricted Areas.However, in some situations, for example in airspace over the High Seas, or because ofdifficulty in the notification of airspace status to airspace users in some ATS classes ofairspace, or because of national legal requirements, States may have a continuingrequirement to retain Danger (D) and Restricted (R) Areas (see para 2.4.2).



2.3.4 Cross-Border Areas

2.3.4.1 A Cross-Border Area (CBA) is an airspace reservation (TSA or TRA) established forspecific operational requirements over international boundaries. CBAs are established toallow military training and other operational flights on both sides of a border. CBAs, notbeing constrained by national boundaries, can be located so as to benefit both GAT and OAToperations. CBAs, combined with the potential use of CDRs through them, permit theimprovement of the airspace structure in border areas and assist in the improvement of theATS route network.

2.3.4.2 Political and military agreements between the States concerned are required prior to theestablishment of CBAs. Formal agreements for the establishment and use of CBAs have toaddress issues of Sovereignty, Defence, Legality, Operations, the Environment and Searchand Rescue.

2.3.5 Prior/Reduced Co-ordination Airspace Procedures

2.3.5.1 A Prior Co-ordination Airspace (PCA) is a portion of airspace of defined dimensionswithin which individual GAT is permitted to fly "off-route" only after prior co-ordinationinitiated by GAT controllers with OAT controllers.

2.3.5.2 The PCA procedure, as another way of booking airspace, involves a given block ofcontrolled airspace within which military activities can take place on an ad-hoc basis withindividual GAT transit allowed under rules specified in LoAs between units concerned.

2.3.5.3 A Reduced Co-ordination Airspace (RCA) is a portion of airspace of defined dimensionswithin which GAT is permitted to fly "off-route" without requiring GAT controllers toinitiate co-ordination with OAT controllers.

2.3.5.4 When OAT traffic is of low intensity, the need for civil/military co-ordination of off-routeGAT unnecessarily increases controller workload. The RCA procedure is usually appliedfor a very large area such as the entire FIR/UIR, but also for critical ACC sectors whichhave different capacity figures according to the existence of military activity or not.

2.3.5.5 Before GAT is permitted “off-route”, the OAT controller who is responsible for theseparation between OAT and GAT, must have ready access to all necessary flight and radardata, including controller’s intentions, on all relevant GAT within his area of responsibility.

2.4 APPLICATION OF THE FUA CONCEPT TO EXISTING AIRSPACE STRUCTURES

2.4.1 ATS Routes

2.4.1.1 Under ICAO provisions, an ATS Route is a specified route designated for the routing ofGAT and for the provision of air traffic services. The term "ATS route" is used in theHandbook to mean variously: Upper Air Route, Airway, Advisory Route, StandardInstrument Departure or Standard Arrival Route, RNAV Route or Conditional Route.

2.4.1.2 The term “Permanent ATS Route" is used in this Handbook to designate all ATS Routesother than Conditional Routes (CDRs). A Permanent ATS Route is therefore a permanentlydesignated route which is not subject to daily management at Level 2 by AMCs.Nevertheless, a Permanent ATS Route can be closed, but only under specific conditionsspecified at Level 1 and published by NOTAM, e.g. for large scale military exercises.



2.4.2 Airspace Restrictions - D, R, P Areas

2.4.2.1 Some aerial activities which pose a potential risk to other users may not be capable ofbeing planned the day before operation. In these circumstances, States may retain orestablish Danger (D), Restricted (R) and Prohibited (P) Areas for safety and notificationreasons.

2.4.2.2 When an airspace restriction is manageable at Level 2, the FUA Concept recommends thatwhere possible, D and R Areas are replaced or modified by TSAs or TRAs. Those Stateswhich have a continuing requirement to retain D and R Areas should, however, allocateand activate such areas in the same way as TSAs or TRAs. The AIP identifies as “AMC-manageable areas” those D and R areas managed and allocated at Level 2.

2.4.2.3 Any remaining D, R and P Areas that are not suitable for Level 2 management remainunaltered from traditional utilisation and are identified as such in the AIP.

2.4.3 Controlled Airspace

2.4.3.1 Controlled airspace is established for the purpose of protecting aircraft flying in accordancewith the Instrument Flight Rules (IFR) during the departure, en-route and arrival phases offlight by providing an Air Traffic Control Service to IFR flights and to VFR flights inaccordance with the airspace classification.

2.4.3.2 When controlled airspace is established in the whole airspace as a control area, CategoriesOne & Two CDRs and TSAs/TRAs are designated at Level 1 as “pre-determined” airspacestructures to be allocated or de-activated at Level 2 by AMCs on a day-to-day basis and usedat Level 3 under conditions known by both civil and military airspace users and control unitsinvolved.

2.4.4 ASM in the Lower Airspace

2.4.4.1 It is recognised that a major difference between Upper and Lower Airspace, and thereforea potential difficulty, is that the Lower Airspace introduces the element of UncontrolledAirspace and therefore an Unknown Traffic Environment (UTE). This is particularly thecase where a portion of Controlled Airspace (CAS), ICAO classification A to E inclusive,borders a portion of Uncontrolled Airspace, classification F or G.

2.4.4.2 Under the ICAO Airspace Classification system the classification A precludes VFR; B, Cand D require VFR traffic to obtain an ATC clearance, to operate in the airspace, andtherefore these airspace classifications can be considered as a Known Traffic Environment(KTE). Classification E, although under the heading of Controlled Airspace, does notrequire VFR traffic to obtain an ATC clearance, or carry a radio, and therefore has to beconsidered as an Unknown Traffic Environment (UTE). In classification E, IFR flightsreceive an ATC service in respect to other IFR flights and in respect to VFR flights, trafficinformation, as far as practicable, is provided.

2.4.4.3 The implementation of FUA in the Lower Airspace requires to make a distinction betweenthe FUA in a known traffic environment including the Terminal Areas (CTA,TMA, CTR,ATZ) and the FUA in an unknown traffic environment .

2.4.4.4 As with the Upper Airspace, the application of FUA in the Lower Controlled Airspace, iscentred upon flexible airspace structures (see para 2.3) being made available to the varioususers according to the usual FUA procedures (see para 2.2).



2.4.4.5 The main difficulty related to the application of FUA in the Lower Uncontrolled Airspace isthe way of informing in real-time the users and/or the ATS Providers about the currentairspace structure and associated status. In order to guarantee the safety and the access to theairspace information to the wider audience, the implementation of FUA in the unknowntraffic environment has to be limited to airspace structures (see EUROCONTROLMANUAL FOR AIRSPACE PLANNING Volume 2 Section 3) compulsorily published inthe AIP with pre-defined activation/de-activation time that shall be strictly respected.

2.5 TRANSITION TO THE FUA CONCEPT

2.5.1 The State adopting the FUA Concept is committed to re-assess current national airspace androute structures with the aim of implementing a flexible airspace organisation.

2.5.2 In order to assist the States, the main actions required for the establishment of the FUAConcept have been summarised in the ECAC Guidance Document (ASM.ET1.ST08.5000-GUI-01-00). This document provides also the cross-references between the required actionsand the related ASM documents.

2.5.3 The resulting transition from its current airspace situation into the flexible airspaceorganisation under the FUA Concept can be summarised as follows:

CURRENT SITUATION FLEXIBLE ORGANISATIONBasic ATS Routes

�“Permanent” ATS Routes

Temporary Routes, Week-end Routes,Complementary Routes, Selected Tracks,Link Routes, Off-load Routes, etc......

�CDR Category One, Two and/or Three.

TRAs, MTAs, Type C Areas, etc....�

TSAs or TRAs and, where applicable, CBAs(TSA or TRA by its nature)

R (TRA) or D (TRA)

D or R to be manageable at Level 2

�TSAs or TRAs, or, if not possible, D or RAreas manageable in the same way as TSAs,or TRAs.

D or R not manageable at Level 2�

D or R with possibility of reduced useknown by the AMCs the day beforeoperations

Different blanket approval and/or prior co-ordination procedures for off-route GAT

�PCA/RCA Procedures

Figure 2 : Transition to the FUA Concept



2.6 ATS/ASM/ATFM RELATIONSHIP

2.6.1 General

2.6.1.1 As an integral part of Air Traffic Management (ATM), Airspace Management (ASM) shouldwork in close co-operation with both Air Traffic Services (ATS) and Air Traffic FlowManagement (ATFM).

2.6.1.2 An airspace structure reorganised to increase the accessibility of more airspace is accepted asessential to increasing the capacity of the ATS system and reducing GAT delays. Therefore,ACC sector capacity figures will improve in response to the different route and airspaceorganisation resulting from the daily AMC allocation.

2.6.1.3 In order to achieve an improvement in airspace use, the link between ASM and ATFM isharmonised at all the three Levels including compatibility between ATS, ASM and ATFMprocedures and timetables.

2.6.1.4 During an initial phase, all related pre-tactical ASM and ATFM activities, in particular thepromulgation of AMCs deliverables (AUPs & UUPs) and CFMU deliverables (CRAM &ANM), will take place within a common agreed timetable� as illustrated in Annex 3

2.6.2 ASM/ATFM Relationship at Strategic Level - Level 1

2.6.2.1 Both ASM and ATFM have a Strategic Planning Phase. In Level 1 ASM this consists of aperiodical review of the use made of the airspace using traffic statistics and forecasts.

2.6.2.2 Level 1 ATFM identifies the choke points, sector capacity and demand imbalances whichshould be examined in parallel with the ASM Level 1 review. This national periodicalreview process involving both airspace & route planners, ACCs/FMPs and AMC shouldkeep pace with the development of improved navigation capabilities, advanced ATCtechniques and changes in user requirements [see para. 3.2.2 i), j) & k)].

2.6.2.3 The planning and establishment of Permanent ATS Routes and CDRs is conducted nationallywithin the framework of a co-ordinated and co-operative European-wide ATS RouteStructure. Through this co-operative and continuous planning process done within thespecialised EATM ANT Sub-Group (RNDSG), European medium term and longer termplans are developed to improve and upgrade the ATS Route Network in the ECAC area ofthe ICAO European Region (See Paragraph 3.3.3.1).

2.6.2.4 The national airspace review of CDRs also assists the annual ICAO StratPlan meetings,organised by the EUROCONTROL CFMU, to establish solutions of identified bottlenecksfor the following summer.

2.6.2.5 The Route Availability Document (RAD) enables ATC to maximise capacity by definingroute restrictions that provide an organised system of major traffic flows while allowingaircraft operators flight planning flexibility. The RAD is therefore based primarily onpermanent ATS Routes and CDR1s and includes route restrictions as published in thenational AIPs, LOAs, NOTAMs and AIP Supplements. The RAD includes a number ofpermanent routeing suggestions to assist AOs in the preparation of their flight plans, thesesuggestions are advisory and not mandatory.

Note � The time parameters to be used during an initial period take into account only existing development

programmes and current constraints. They would be considered as the initial target to be aimed at by both themilitary and civil users as well as the CFMU.



2.6.2.6 In addition, routeing scenarios in conformity with the RAD are implemented by the FMDafter co-ordination, through the tele-conference procedure, with FMPs and AOs concerned.These routeing scenarios become mandatory for the period expected to be critical.Exceptions are made for State aircraft where the scenario would compromise a diplomaticclearance.

2.6.2.7 An international review of CDRs has also to be undertaken periodically for a given region toassess from practical experience of ACCs/FMPs and AMCs the benefits gained from the useof CDRs in terms of sector capacity increase and/or better traffic distribution in addition tothe shorter routeing provided. This review of CDRs usage will allow the identification ofpre-defined CDR 2 scenarios, if possible for the following summer, to be used during thepre-tactical ATFM phase by the CFMU/FMD in co-ordination with FMPs concerned tosolve any ATFM problems.

2.6.3 ASM/ATFM Relationship at Pre-Tactical Level - Level 2

2.6.3.1 In the pre-tactical ATFM phase, the FMD highlights areas of insufficient ATC capacity.Routeing scenarios following the RAD or using, pre-defined CDRs 2 and/or RCAapplication for critical ACC sectors have then to be considered to solve those capacityshortfall in co-ordination with ACCs/FMPs concerned (see para. 4.3).

2.6.3.2 User requirements necessitating segregated airspace form the basis for requests andallocation of TSAs and TRAs (see para. 4.2).

2.6.4 ATC/ASM/ATFM Relationship at Tactical Level - Level 3

2.6.4.1 If a reduction in the activation time of a TSA or TRA is agreed between units, the subsequentrelease of airspace enables civil ACCs to open certain CDRs and re-route traffic flows at ashort notice. Similarly, military ATS units are able to use TSAs or TRAs at short-notice whenthey do not affect the general ATFM plan. To enlarge or combine TSAs or TRAs civil ACCsmay be able to allocate, at short notice, some flight levels of an ATS route segment fortemporary OAT use.

2.6.4.2 The use of RCA procedure, by direct agreement between the control units involved, reducesthe GAT controller's workload by suppressing the need for the individual co-ordination ofany off-route GAT under PCA procedure and allows more direct routings and permits radarvectoring around major high density crossing-points.

2.6.4.3 Under these circumstances the difference between ATS, ASM and ATFM may becomeblurred. A civil ATC unit can be tasked with ATC, ASM and, through its FMP, ATFMresponsibilities simultaneously.

2.6.4.4 For example, the identification by the ACC of a TSA or TRA deactivated early and availablefor use as a CDR is a Level 3 ASM task. The identification of particular CDRs required toresolve the ACC/sector or another ACCs capacity problem is more a Pre-Tactical ATFM task..The consequent re-routing of the GAT flow at short notice is a tactical ATFM task. Finally,the control of the GAT on the newly re-opened CDR is an ATS task of the ACC. The control,co-ordination, safe and expeditious conduct of air traffic, including the resolution of GAT andOAT conflicts, remains within the ATS remit.



SECTION 3

AIRSPACE MANAGEMENT LEVEL 1 FUNCTIONS

3.1 GENERAL

3.1.1 Strategic ASM at Level 1 consists of a joint civil and military process established in eachECAC State by the "National High-Level Airspace Policy Body". The National High-LevelAirspace Policy Body formulates the national ASM policy and carries out the necessarystrategic planning work, taking into account national and international airspace users andATS providers requirements.

3.1.2 The main function of the National High-Level Airspace Policy Body is therefore to ensure asafe and efficient use of the national airspace structure and ATS route network and toprovide a continuum and transparency of operational handling at national boundaries basedon harmonised agreements derived from collaborative airspace planning with neighbouringStates.

3.1.3 This is to be achieved through the development, approval and enforcement of commonnational policies for an effective airspace allocation and review process, taking intoaccount the needs of all stakeholders, including national security and defence needs,environmental issues as well as any particular neighbouring States requirements.

3.2 NATIONAL COLLABORATIVE AIRSPACE PLANNING

3.2.1 Strategic Objectives

The Strategic Objectives for the National High-Level Airspace Policy Body are :

a) To maintain and actively seek to improve the safe and effective management of theairspace and its supporting infrastructure.

b) To carry out fair and effective regulation of the airspace system.

c) To build confidence and respect between airspace regulators and all other stakeholdersthrough consultation and co-operation.

d) To maintain and improve standards of service through effective planning andmonitoring of the high-level body’s key processes and activities.

e) To accommodate shared use of national airspace by all user groups.

f) To harmonise airspace management procedures with neighbouring States.

3.2.2 Responsibilities

The permanent National High-Level Airspace Policy Body is required to establish a jointcivil and military process to perform the following minimum functions:

a) To formulate the national policy for airspace management based on the "AirspaceCharter" template as presented at Annex 4;



b) To reassess the national airspace structure and ATS route network periodically with theaim of planning, as far as possible, for flexible airspace structures and procedures in theUpper and in the Lower Airspace (including Terminal Areas);

c) To validate activities requiring airspace segregation and assess the level of risk for otherairspace users;

d) To plan the establishment of CDRs, TSAs, TRAs, CBAs and RCAs in the Upper andLower Airspace and to conduct, if required, associated safety assessment;

e) To change or modify, if required and if practicable, Danger and Restricted Areas intoTSAs orTRAs;

f) To establish controlled airspace and ATS airspace classifications taking into account theFUA concept;

g) To publish in the national AIP the status of airspace structures and ATS routes under itsjurisdiction;

h) To co-ordinate major events planned well in advance of the day of operation, whichrequire additional segregated airspace such as large scale military exercises, and notifythese activities by AIS-publication;

i) Establish a list of days covering extended holiday periods when military operations arelikely to be reduced, allowing the temporary conversion of some CDRs 2 as CDRs 1 andnotify this status change by AIS publication (AIP Supplement);

j) To periodically review the national airspace needs and, where applicable, cross-borderairspace utilisation;

k) To periodically review the procedures and efficiency of Level 2 operations, thesubmission of airspace requests by the national Approved Agencies (AAs), and thenegotiating procedures and priority rules for AMC airspace allocation;

l) To periodically review the procedures and efficiency of Level 3 operations, the promptexchange and dynamic update of all necessary flight plan and radar data, and the use ofadequate civil/military co-ordination facilities;

m) To provide a continuum and transparency of operational handling at nationalboundaries through collaborative airspace planning and harmonised airspacemanagement procedures with neighbouring States.

3.2.3 Principles

3.2.3.1 General

3.2.3.1.1 Principles sustaining the above Strategic Objectives and Functions of the National High-Level Body are mainly related to Safety, Consultation, Co-operation and Environmentissues.

3.2.3.2 Safety

3.2.3.2.1 Safety is the paramount concern for the National High-Level Airspace Policy Body incarrying out its responsibilities. Safety performance levels shall be maintained orenhanced, and the planning of airspace arrangements shall take account of obligationsimposed by higher authorities and safety regulation requirements.

3.2.3.2.2 The National High-Level Airspace Policy Body will conform with international bestpractices and will ensure that the Airspace Change Processes, procedures and instructionsare compatible with appropriate Military and Civil Aviation safety procedures.



3.2.3.2.3 When considering and refining a proposal for an airspace change, the National High-LevelAirspace Policy Body will review, if required, the safety assessment of each case assupplied by the customer, to ensure that national and international plans evolve in anoverall risk-reducing manner. In particular, a risk assessment will be systematicallyconducted by each ECAC State before implementing FUA procedures in the LowerAirspace (see para. 5.6.3).

3.2.3.3 Consultation

3.2.3.3.1 Consultation with airspace users, service providers and other relevant bodies will beconducted with the aim of obtaining consensus, wherever possible, before making changesin the planning or design of airspace arrangements.

3.2.3.3.2 The National High-Level Airspace Policy Body is charged with reconciling civil andmilitary operational needs, without affording preferential treatment to either, and ensuringthat airspace planning takes into account all user interests.

3.2.3.4 Co-operation

3.2.3.4.1 Close co-operation will be maintained with national and international partners to ensurethat national airspace planning and policies are consistent with national and internationalcommitments and programmes.

3.2.3.5 Environment

3.2.3.5.1 The environmental impact of airspace design and planning is to be taken into account atthe earliest possible stage when revising airspace procedures and arrangements.

3.2.3.5.2 The National High-Level Airspace Policy Body is also required to ensure, whereappropriate, that any changes, which may have an adverse impact on the noise disturbancein the vicinity of an airport, are the subject of proper consultation with all those concerned.

3.2.4 Collaborative Working Organisation �

3.2.4.1 A National Airspace Management Advisory Committee should be established by theNational High-Level Airspace Policy Body. This advisory body will be consulted for adviceand views on any major matter concerned with airspace management. However, dependingon the size of the ATS organisation and the mandate of the National High-Level AirspacePolicy Body, the tasks dedicated to the National Airspace Management Advisory Committeecan be carried out inside the National High-Level Airspace Policy Body, as a supplementaryfunction.

3.2.4.2 The main task of National Airspace Management Advisory Committee is to assist theNational High-Level Airspace Policy Body in the development of airspace policies,configurations and procedures in order that due attention is given to the diverserequirements of all airspace users and ATS providers, civil and military.

3.2.4.3 The Committee may be chaired by the Chairman of the National High-Level AirspacePolicy Body, with membership covering the whole spectrum of the State aviationcommunity and remaining under constant review.

3.2.4.4 Most of the National Airspace Management Advisory Committee business will beconducted by correspondence, but the Committee will meet in Plenary Session on request.

Note: � As defined in the paragraph 1.1.2 the "Collaborative Working Organisation" and the associated activities must

be considered as "recommended practices".



3.2.4.5 A proposal, which may originate within the National High-Level Airspace Policy Body orbe initiated by a member organisation, will be circulated for National AirspaceManagement Advisory Committee members comments. If the proposal does not originatewithin the National High-Level Airspace Policy Body itself, then the National High-LevelAirspace Policy Body’s views need also to be circulated.

3.2.4.6 If the matter is straightforward, a consensus will easily emerge from which the NationalHigh-Level Airspace Policy Body will then frame associated changes to legislation and/oralter airspace boundaries or associated procedures.

3.2.4.7 If the matter is more complex, then a sub-committee or working group may be set up bythe National High-Level Airspace Policy Body in which all interested members may play apart in formulating a report. A Plenary Session of the Committee will then be required todiscuss the report and offer advice to the National High-Level Airspace Policy Body.

3.2.4.8 National Airspace Management Advisory Committee should be seen as a discussion boardwhich operates on the principle that those who have a voice in the formulation of policiesare more likely to abide by those policies. Such a principle therefore relies heavily onmutual trust and interest.

3.2.5 Common Airspace Policy Formulation and Review Process

3.2.5.1 This procedure will be commonly applied by each ECAC State to the development of allPolicies relevant to the planning of en-route and off-route airspace arrangements, airspaceand related procedures, and regulatory functions which the National High-Level AirspacePolicy Body exercises on behalf of all airspace users (civil and military) and ATSproviders.

3.2.5.2 In the context of the Common Airspace Policy Formulation and Review Process, "Policy"refers to: “a standing decision rule which gives guidance on acceptable and unacceptabletypes of action to those with executive responsibility.”

3.2.5.3 The Common Airspace Policy Formulation and Review Process falls into six stages:1. identification of need;2. analysis of the potential impact;3. decision to proceed;4. consultation;5. approval and6. publication.

3.2.5.4 The flowchart presented at Figure 1 illustrates the activities, considerations andrequirements of the Common Airspace Policy Formulation and Review Process.

3.2.5.5 Proper co-ordination and agreement with the appropriate Civil and Military AviationOrganisations is a critical element of the process and should be carried out before anyexternal consultation takes place.

3.2.5.6 An Impact Assessment (IA) describing the overall impact of a Regulatory Measure orPolicy Change and including a safety case, an environmental assessment, a legalassessment and a cost benefit analysis will be initiated and/or conducted, if required, bythe High-Level Airspace Policy Body when formulating Policy or initiating legislativechange.

3.2.5.7 Policies are to be subject to periodic reviews. The criteria for review will be set out in thepolicy statement. The length of the review period shall take into account the scale ofimpact of the new or revised policy.



Figure 1 : Common Airspace Policy Formulation and Review Process

YES

State Strategic ImplicationsDraft Impact Assessment (IA)R & D Programme ....

Analysis and Preparation of Policyby Originator and/or National High-

Level Airspace Policy Body.

Co-ordination andAgreement withappropriate Civil

and MilitaryAviation

Organisations

International Co-ordination(and Agreement) with

neighbouring States (and/orother ECAC States)

AllAirspace Users

concerned?

Full Advisory CommitteeConsultation including draft IAand International Agreements

Review Consultation Results

Submit to National High-LevelAirspace Policy Body

for Approval.

Revise Draft IA andInternational Agreement,

if necessary.

REFER

REFER TOORIGINATOR

REFER

PROMULGATION

ANALYSIS &INITIAL

CONSULTATION

DECISION TOPROCEED

FORMALCONSULTATION

APPROVAL

PUBLICATION

YES

NO

YES

YES

SOME

NO

YESNO

Submit to National High-LevelAirspace Policy Body

for Decision to proceed.

Is a PolicyRequired?

NOFURTHERACTION

IDENTIFICATIONNO

Originator:e.g. ICAO, EUEUROCONTROLNATOCivil Aviation AuthoritiesMilitary Aviation AuthoritiesNational AirspaceManagement AdvisoryCommittee

National AirspaceManagement AdvisoryCommittee Information

Is PolicyAgreed by

the AdvisoryCommittee?



3.2.6 Common Airspace Change Process

3.2.6.1 This procedure will be applied to the development of a common "Airspace ChangeProcess" to be established by each ECAC State to ensure that proposed changes to airspaceare initiated, considered, refined, approved and implemented in a safe and controlledmanner, and in accordance with the policies and procedures laid down by the NationalHigh-Level Airspace Policy Body.

3.2.6.2 In the context of the Common Airspace Change Process, "Clients" refers to: “thoseallowed to request changes to airspace" (e.g. airspace users, ATS providers etc.).

3.2.6.3 The Client, on identifying a possible requirement to change airspace, will inform theNational High-Level Airspace Policy Body, which will then be available to offer advice onaspects concerning the Guidelines, design, safety management and consultation exercise.Ownership of the proposal will always remain with the Client.

3.2.6.4 The Client will carry out, if required, initial informal consultation and in the event of adeadlock situation or undue delay may refer the problem to the National High-LevelAirspace Policy Body for advice. The National High-Level Airspace Policy Body may thentake a judgement, perhaps after further consultation with the objector, to decide how theobjection should be handled.

3.2.6.5 On completion of informal consultation, the Client will submit a formal proposal with fulldetails of the change.

3.2.6.6 The National High-Level Airspace Policy Body will be responsible, where necessary, forconducting the case study, formal consultation, proposal refinement, approval andestablishment phases of the process.

3.2.6.7 The flowchart presented at Figure 2 illustrates the phases and activities of the CommonAirspace Change Process.

3.2.6.8 On completion of the formal consultation and eventual refinement, the National High-LevelAirspace Policy Body will formally accept the project and agree a completion date with theClient. The Client will be responsible for developing and subsequently publishing the ATCoperational procedures, if so required.

3.2.6.9 For some major changes (e.g. involving extensive new procedures, cross-border airspaceetc...), States should estimate a sufficient time (which must be reflected in the targetcompletion date) to conduct the formal process in order to comply with the two AIRACCycles required by ICAO for promulgation. Some changes may be concluded in less thanthe stated period, but where such changes are subject to publication by AIRAC Cycle,unless a full AIRAC cycle can be gained, no reduction can be initiated.

3.2.6.10 All significant airspace changes will be subject to review by the National High-LevelAirspace Policy Body to ensure that they efficiently serve the purposes for which they weredesigned. The period between introduction and review will vary according to thecomplexity and purpose of the airspace. The time of the review will be agreed by theNational High-Level Airspace Policy Body and the Client prior to introduction of thechanges.



Figure 2 : Common Airspace Change Process

PROMULGATION

Requirements Identified by:- Airspace Users- ATS Providers- National High Level

Airspace Policy Body(SEE NOTE 1)

Client Study against

Does itcomply?

Rejected

Develop ProposalClient SafetyAssessment

Conduct preliminary informal consultation withAirspace Users/ATS Providers affected

Do theyaccept theProposal?

Deadlock

National High LevelAirspace Policy Body toresolve in liaison with

other parties, as requiredSubmit formal

Proposal

Case Study led by National HighLevel Airspace Policy Body with

participation from all Civil and MilitaryAviation Organisations concerned

State Strategic ImplicationsDraft Impact Assessment(IA)

International co-ordination &Agreement with neighbouringStates (and/or ECAC States)

Does it comply with allrequirements? ??

REFER TO CLIENT

Full Advisory Committee Consultation including draft IA, InternationalAgreements & proposal refinement, if necessary

Review Consultation Results

SUBMIT TO NATIONAL HIGH-LEVELAIRSPACE POLICY BODY FOR APPROVAL

REFER TO CLIENT

DESIGN PHASE

INITIALCONSULTATION

CASECONSIDERATION

FORMALCONSULTATION& REFINEMENT

APPROVAL

Consultation with the National High LevelAirspace Policy Body on

Policy, Charter & Guidelines

Modify Proposal

REFER TO CLIENT

Revise Draft IA &International Agreements, if

necessary

NO

YES

NO

YES

SEE NOTE 1

NO

YES

NO

YES

NO

For change proposalsinitiated by the NationalHigh-Level Airspace PolicyBody, a shortcut version ofthis process will be utilised,commencing from the "CaseStudy" point.

NOTE 1

IMPLEMENTATIONYES

Proposal acceptedby the Advisory

Committee?



3.2.7 Dynamic Airspace Management

3.2.7.1 General

3.2.7.1.1 The intent of Dynamic Airspace Management is to describe a process allowing thedelineation of ad-hoc structures at Levels 2 and 3, limited initially to specific re-routingscenarios and to different allocation scenarios.

3.2.7.1.2 The Dynamic Airspace Management process refers to the use of additional proceduresfor the delineation and allocation of airspace, and associated dissemination ofinformation with the aim of enhancing the current Basic FUA process to respond tospecific short-notice airspace requirements and route optimisation.

3.2.7.1.3 Dynamic Airspace Management addresses the development of airspace in the form of ad-hoc volumes or routes that have not been pre-defined at Level 1, but that could match themilitary requirements in a better way and / or enable civil capacity requirements, in real-time and at Level 2. The type of ad-hoc structures that can be created should not only focuson the current FUA structures, but should be reflected in the Dynamic AirspaceManagement concept, based on a more generic terminology.

3.2.7.1.4 As such, 'Ad-hoc Structures' refer to airspace structures, whether routes or areas,required to meet operational needs at shorter notice than Level 1 process. Theestablishment of such ad-hoc structure at Level 2 or Level 3 should follow the generaldesign and safety management criteria.

3.2.7.1.5 Prior to implementing any Dynamic Airspace Management process at the three ASMlevels, the following topics must be addressed in order to enhance the Basic FUA conceptand refer to:� Airspace Delineation: Level 1 defines and establishes the process allowing the Levels

2 and 3 to create ad-hoc structures.� Airspace Allocation: At Level 2, the current AMC process will be enhanced in order

to allocate ad-hoc airspace structures created in accordance with Level 1 policy. AtLevel 3, a decision-making process needs to be implemented, allowing all partnersinvolved to discuss, modify and agree at short notice (i.e. as near real-time aspossible) on the allocation / re-allocation of airspace on the day of operations.

� Dissemination of Information: New system supported tools (e.g., EAD or data-link)will have to be used at Levels 2 and 3, in order to inform all airspace users andproviders on any airspace changes.

3.2.7.1.6 In the following paragraphs only airspace delineation issues are addressed. Enhancedprocesses required by Dynamic Airspace Management for airspace allocation anddissemination of information are still under development.

3.2.7.2 Delineation of ad-hoc structures

3.2.7.2.1 Level 1 Process allowing the delineation of ad-hoc structures at Levels 2 and 3

3.2.7.2.1.1 With reference to the definition of Dynamic Airspace Management contained in §3.2.7.1.4, the daily delineation of ad-hoc structures at Levels 2 and 3 shall be based on clearcriteria established at Level 1.

3.2.7.2.1.2 Ensuing from the National Collaborative / Integrated Airspace Planning, States shouldapply the 5 principles contained in Section 3 of the EUROCONTROL Manual for AirspacePlanning as regards the delineation of airspace volumes. These principles must beconsidered as a common development process and are aimed at:



a. Defining clearly the assumptions to be taken into consideration when delineating theairspace;

b. Guaranteeing that these assumptions will be published in the appropriate LoAs inorder to maintain a reference for subsequent future reviews of the airspace structure;

c. Making a clear distinction between the Strategic delineation of the airspace and theoperational use of it at Tactical level.

3.2.7.2.1.3 National High-level Policy bodies will be required to establish the defined criteria, takinginto account all airspace users and ATS providers, as well as the various issues regardingthe impact of the potential ad-hoc structure on the current airspace structure, proceduresand ATFM measures in force:

d. the location of the ad-hoc structure (inside a State’s airspace, adjacent to the border,cross-border location);

e. the classification of the airspace within which the ad-hoc structure will beimplemented;

f. the airspace status (segregated, reserved, permeable, PCA/RCA);g. the associated Altitude and / or Level blocks;h. the impact of the ad-hoc structure on the current airspace structure;i. the impact of the ad-hoc structure on the capacity of the ATC sector(s);j. the separation criteria between traffic inside the ad-hoc structure and transiting and /

or circumnavigating traffic;k. the airspace users allowed to request and use the ad-hoc structure;l. the ATS providers and Air Defence (AD) units allowed to delineate and to control, if

required, the ad-hoc structure;m. the mandatory ATS means;n. the mandatory co-ordination process, both national and international in the case of

locations adjacent to or over a national border;o. the mandatory co-ordination means;p. the required airspace design tool allowing to display the ad-hoc structure on the

Controller Working Positions (CWP) concerned.

3.2.7.2.1.4 In busy and congested airspace, a significant amount of flights will operate on structuredroutes. In less constrained airspace there will be more freedom to manoeuvre and optimisethe flight trajectory. Both cases however, offer a possibility of ad-hoc routeing delineationat Levels 2 and 3, subject to sector workload, e.g. in case of early closure of an AMC-manageable area. The flight trajectory will be continuously optimised to strike the bestbalance at any point in time between the user’s needs, the prevailing flight circumstances,and the requirement to ensure both the safety and overall ATM efficiency, taking intoaccount actual weather conditions, airspace availability and capacity / load relationships inthe en-route or terminal airspace, or at airports. The ad-hoc routeing could be definedbased on:a. specific tracks between published reporting points;b. specific tracks based on headings;c. random co-ordination transfer points.

3.2.7.2.1.5 Similarly, and in order to better match the airspace users’ requirements, Levels 2 and 3 willbe allowed to delineate ad-hoc areas according to short notice and/or real-time demands.



3.2.7.2.1.6 These areas would encompass all current FUA structures (TSA/TRA, CBA, PCA/RCA, P,D or R) associated with the appropriate required segregation, as well as additional areasacting as holding areas or extended TMA airspace, created in order to guarantee flightsafety in case of any ATFM constraints (e.g., circumnavigation of storm depressions,technical limitations of ATS ground equipment, etc.).

3.2.7.2.1.7 Different methods could be adopted when delineating ad-hoc areas :a) latitude and longitude of the dedicated points, associated with the level block;b) the radius of the area centred on a point (defined with co-ordinates), associated with

the level block;c) a specific volume around a flight (e.g., 5 NM from a VIP flight);d) specific tracks flown between published reporting points or based on a drawing on a

visual chart (e.g., civil photo mission);e) in relation to a navigational beacon (e.g., TACAN).

3.2.7.2.1.8 The use of a common airspace design tool allowing the representation of the area and itsdisplay on the current traffic situation picture could be required. It would ease thecollaborative decision-making process between the partners concerned in presenting the ad-hoc area within the current traffic environment (impact assessment) and in avoiding anymisunderstanding in the definition of its volume and its location.

3.2.7.2.1.9 The national High-level Policy Body shall establish an efficient co-ordination processbetween all airspace users and ATS providers, allowing the delineation of ad-hoc structuresat Levels 2 and 3. During the process development, care will be taken that short-noticeoperations will not be hindered by other activities already allocated; furthermore, thenational High-level Policy Body will be informed of any discrepancies in order to reviewthe process, ensuring that it serves efficiently the purposes for which it was designedinitially.

3.2.7.2.1.10 The Level 2 and 3 negotiation rules will be published in the LoAs established at Level 1.These rules will clearly define the civil / military co-ordination process, the circumstances(nature of activity, civil / military co-ordination capability, etc.) and the conditions (ad-hocairspace classification, co-ordination procedures, etc.) under which the ad-hoc structurescould be delineated. An as near real-time as possible co-ordination between all partiesinvolved (airspace users, ATS providers, AOs, CFMU, adjacent AMCs), will be conductedin order to maintain consistency with the current airspace structure, while ensuring that alloperational and safety requirements are taken into consideration and that ad-hoc structuresdo not impact on ATFM measures in force.

3.2.7.2.2 Delineation of ad-hoc structures at Level 2

3.2.7.2.2.1 According to the criteria and processes established at Level 1, the AMCs will be allowed toperform ad-hoc structure delineation at short notice in order to respond quickly andeffectively to airspace users’ requirements.

3.2.7.2.2.2 The AMCs will apply the standard procedures, including the collection, analysis andconflict resolution of the airspace requests and the airspace allocation. However, due to theinherent short time span, these basic procedures will be conducted simultaneously with aclose co-ordination process involving all airspace users, ATS providers, adjacent AMCsconcerned and the CFMU.

3.2.7.2.2.3 The methods used to delineate ad-hoc routeing and areas will comply with the guidelinesestablished at Level 1.



3.2.7.2.2.4 The use of a common airspace design tool will ease the co-ordination process inguaranteeing the exchange of harmonised airspace data information and in ensuring thatshort-notice operations and associated ad-hoc airspace delineation will not be hindered byother activities that have already been allocated at Level 2 but are not yet occurring.

3.2.7.2.3 Delineation of ad-hoc structures at Level 3

3.2.7.2.3.1 According to Level 1 criteria and processes, Level 3 will be allowed to perform real-timedelineation of ad-hoc airspace structures in order to better match the airspace users’ needsand to accommodate the traffic flow requirements in optimising the flights’ trajectory.

3.2.7.2.3.2 Adequate real-time co-ordination facilities (airspace design tool, direct controller-to-controller communication means, etc.) will be required and accurate procedures will haveto be published in relevant LoAs.

3.2.7.2.3.3 The methods used to delineate ad-hoc routeing and areas will comply with the guidelinesestablished at Level 1.

3.2.7.2.3.4 The use of a common airspace design tool will ease the co-ordination process inguaranteeing the exchange of harmonised airspace data information and in allowing allparties concerned to assess in real-time the impact of the ad-hoc structure on the current airtraffic picture. It will also permit to display automatically and simultaneously the newairspace volume on all Controller Working Positions concerned.

3.2.7.2.3.5 Summary table:

ASM Level 1 Level 2 Level3

Basic FUA- Proces

- Strurcture (includingsubset scenarions)Airspace

Delineation DynamicAirspace

ManagementProcess Ad-hoc structure Ad-hoc structure

Basic FUA Strategic Current AMC Process Real-time activation / de-activation

AirspaceAllocation Dynamic

AirspaceManagement

Enhanced AMC ProcessCollaborative Decision-making Process at short

notice

Basic FUA AIP NOTAM AUP CRAMTel / Fax / Radio /

NOTAM / DataProcessingInformation

Dissemination DynamicAirspace

ManagementAirspace Data Repository Tel / Radio / Data Link

Figure 3: Enhanced Basic FUA Process with Dynamic Airspace Management



3.3 INTERNATIONAL COLLABORATIVE AIRSPACE PLANNING

3.3.1 General

3.3.1.1 Airspace organisation and management will evolve to a more collaborative function atinternational level in order to support ECAC collective responsibility for all aspects ofplanning, design, maintenance, update, civil/military co-ordination, regulation and airspacelegislation. The main objective is to optimise the airspace structure of the entire ECACairspace so as to be more responsive to the airspace users needs.

3.3.2 ASM over the High Seas

3.3.2.1 The basis of the agreement reached on the Concept of the Flexible Use of Airspace by theECAC States is that it should not be in contradiction with the Chicago Convention and itsAnnexes or the international law of the sea.

3.3.2.2 The procedures in this Handbook (see para 4.10) are a set of recommended practicesguiding ECAC States in the application of the FUA Concept over the High Seas asoutlined in Chapter 6 of the “Report on Organisational Structures and Procedures Requiredfor the Application of the Concept of the Flexible Use of Airspace”.

3.3.2.3 These procedures apply for activities by State aircraft in airspace over the High Seaswherein the responsibility for providing ATS has been accepted by another ECAC State.Activities of ECAC State aircraft in airspace over the High Seas wherein the same Statehas accepted the responsibility of providing ATS are governed by national Level 1 policy.

3.3.2.4 It is the responsibility of the ECAC State’s National High-Level Airspace Policy Body toendorse and apply these provisions of the FUA Concept in airspace over the High Seaswherein that State has accepted the responsibility for providing ATS.

3.3.2.5 The National High-Level Airspace Policy Body of the States providing ATS over the HighSeas must lay down the necessary instructions and guidelines for the AMCs to reflect thestatus of the airspace co-ordination process over the High Seas in so far as there are nonational sovereign rights to this type of airspace.

3.3.2.6 The main tool for defining airspace within which activities potentially hazardous to thesafety of air navigation take place remains the Danger Area. Recommendations and criteriafor the establishment of Danger Areas over the High Seas by the National High-LevelAirspace Policy Body are contained in ICAO Docs 9554 and 9426 and the Section 3 of theEUROCONTROL Manual for Airspace Planning.

3.3.2.7 Similarly, the criteria for the establishment of CDRs over the High Seas are the same asthose for CDRs in sovereign airspace and are listed in the Section 3 of theEUROCONTROL Manual for Airspace Planning. The categorisation and subsequentreview of these CDRs is a Level 1 responsibility. In addition States will have to take intoaccount the potential requirement for Level 3 co-ordination to re-route traffic off a CDRdue to activities over the High Seas.



3.3.3 Collaborative Airspace Planning Process with Neighbouring States

3.3.3.1 Early Access to Weekend Routes Process.

3.3.3.1.1 General

3.3.3.1.1.1 The following procedures have been agreed for use at both ASM Level 1, 2 & 3 for theEarly Access to Weekend/Conditional Routes on Busy Days during the Summer Seasonand is reviewed after each Summer Season in the light of experience gained.

3.3.3.1.1.2 Even though the following Agreed Procedures are not supposed to be applied in all ECACStates, the international agreement reached between the States concerned is forwarded totheir neighbouring States so as to look for the continuity in the early usage of weekendroutes in their airspace.

3.3.3.1.2 Level 1 Functions

3.3.3.1.2.1 The National High-Level Airspace Policy Body identify for NATO NATMC up to one anda half year in advance (e.g. in late 2000 for Summer 2002) the Busy Days in the SummerPeriod to assist planning of large military exercises.

3.3.3.1.2.2 Taking due account of such advance notice, National Level 1 military authorities identifyBusy Military Periods (see Figure 3), including important national and internationalexercises, which may affect GAT activities the following Summer.

DATES(a)

EXERCISES(b)

AREA INVOLVED(c)

11-25 March 2002 STRONGRESOLVE

Norway & Poland

5-19 May 2002 ARDENTGROUND

Germany

6-17 May 2002 ELITE S GermanyMay 2002 DYNAMIC MIX W Med/Spain

18-29 June 2002 CLEAN HUNTER N Europe3-14 September

2002NATO AIR MEET S Europe

October 2002 DESTINEDGLORY

E Med/Greece

Figure 4 : Illustrative example of busy military periods - 2002

3.3.3.1.2.3 Each National High-Level Airspace Policy Body identifies in advance of the Summerseason the Busy Fridays for which early access to Weekend/Conditional Routes could beagreed in principle, subject to recall at least 4 days in advance, on the previous Monday.

3.3.3.1.2.4 In addition, to help the work of the AMCs, each State at Level 1 identifies in advance ofthe Summer season Other Busy Days, for which early access to identified sub-sets ofWeekend/Conditional Routes could be agreed in principle.



3.3.3.1.2.5 The States agree at International level� to a number of Busy Fridays (see Figure 4), forthe following Summer Season on which early access to Weekend/Conditional Routes,normally available as CDRs 1 during the weekend, will be flight plannable as CDRs 1from 10.00 UTC and notify their decision to aircraft operators and Air Traffic ServicesUnits by appropriate AIS-publication.

BUSY FRIDAYS 2002 EXCEPTIONS

……….. ………………….. …………JUNFriday 07/06/02Friday 14/06/02 not in DK, PLFriday 21/06/02 not in DK, PLFriday 28/06/02JULFriday 05/07/02Friday 12/07/02Friday 19/07/02Friday 26/07/02AUGFriday 02/08/02Friday 09/08/02 not in FFriday 16/08/02 not in FFriday 23/08/02 not in F , DKFriday 30/08/02SEP……….. …………

Figure 5: Illustrative example of table of Busy Fridays in summer 2002

3.3.3.1.2.6 The States agree at International level to a number of Other Busy Days (see Figure 5Column“a”), on which early access to identified sub-sets of Weekend/Conditional Routesas CDRs 2 will be possible and accordingly provide their AMCs with clear co-ordinationprocedures with military authorities and neighbouring AMCs, if required.

3.3.3.1.2.7 The National High-Level Airspace Policy Body will determine the circumstances in whichthe early access arrangements for Busy Fridays may be cancelled because of unexpectedmilitary activities. In these circumstances, a NOTAM shall be dispatched at least 4 days inadvance and the information on this cancellation shall be repeated in the AUP (see Section6 para 6.3).

3.3.3.1.3 Level 2 Actions

3.3.3.1.3.1 On the day preceding the Other Busy Days, the AMC must independently consult theirmilitary authority in accordance with local procedures and their adjacent AMCs, ifrequired, to seek agreement to early access to sub-sets of Weekend routes the followingday (see Figure 5- Column“b”).

Note � As agreed at ANT/19, ASM-SG is the international ASM forum to harmonise the discussion and agreement on

the early access to Weekend/Conditional routes on Busy Days during the Summer Seasons



3.3.3.1.3.2 In the event that the early access arrangements on Other Busy Days can be approved bythe military authority, the AMC shall notify the CADF of extra CDR 2 route-availabilitythrough the AUP for inclusion in the associated CRAM.

OTHER BUSY DAYS(a)

AMC CO-ORDINATION(b)

………….. ………… ………….. …………………….. ………… ………….. …………

JUN Wednesday 05/06/02 Tuesday 04/06/02Thursday 06/06/02 Wednesday 05/06/02Wednesday 12/06/02 Tuesday 11/06/02Thursday 13/06/02 Wednesday 12/06/02Friday 14/06/02 Thursday 13/06/02Wednesday 19/06/02 Tuesday 18/06/02Thursday 20/06/02 Wednesday 19/06/02Friday 21/06/02 Thursday 20/06/02Wednesday 26/06/02 Tuesday 25/06/02Thursday 27/06/02 Wednesday 26/06/02

JUL Wednesday 03/07/02 Tuesday 02/07/02Thursday 04/07/02 Wednesday 03/07/02Wednesday 10/07/02 Tuesday 09/07/02Thursday 11/07/02 Wednesday 10/07/02Wednesday 17/07/02 Tuesday 16/07/02Thursday 18/07/02 Wednesday 17/07/02Wednesday 24/07/02 Tuesday 23/07/02Thursday 25/07/02 Wednesday 24/07/02

AUG Thursday 01/08/02 Wednesday 31/07/02Thursday 08/08/02 Wednesday 07/08/02Friday 09/08/02 Thursday 08/08/02Friday 16/08/02 Thursday 15/08/02Thursday 22/08/02 Wednesday 21/08/02Friday 23/08/02 Thursday 22/08/02Thursday 29/08/02 Wednesday 28/08/02

SEP ………….. ………… ………….. …………………….. ………… ………….. …………

Figure 6: Illustrative example of table of other Busy Days in summer 2002

3.3.3.1.4 Level 3 Actions

3.3.3.1.4.1 Ad-hoc access to sub-sets of Weekend CDRs through Level 3 co-ordination will continue.

3.3.3.1.5 Publication Issues

3.3.3.1.5.1 Publication issues related to Early Access to Weekend Routes (AIP-ENR 3.5, CommonAIP Supplement, NOTAM, AUP/CRAM) are addressed separately in Section 6 underChapter 6.3 with some examples presented at Annex 8.



3.3.3.2 Cross Border Operations Issue

3.3.3.2.1 Cross-Border Areas (CBAs)

3.3.3.2.1.1 When the possibility exists to rationalise the requirements for national TSAs/TRAs by theestablishment of a "Cross-Border Area" (CBA) on both sides of a border, the Statesconcerned should endeavour to optimise the airspace and route structures in the areaaround the boundary. This can be achieved by establishing CBAs in the form of eitherTRAs or TSAs with, where applicable, associated CDRs so as to benefit both GAT andOAT operations without any boundary constraints.

3.3.3.2.1.2 Political and military agreements between States would be essential to the establishment ofCBAs. Formal agreements for the establishment and use of CBAs would have to addressissues of Sovereignty, Defence, Legality, Operations, the Environment and Search andRescue.

3.3.3.2.1.3 It is expected that the CBA would be utilised by users from more than one State. To resolvethe problem of the allocation of this airspace between potential users, the AMC(s) in chargeof such allocation should have an unambiguous set of priority rules defined at Level 1 byagreement between the respective administrations and as set out in the agreement.

3.3.3.2.1.4 The agreement, co-ordinated at Level 1 between States concerned, would also need to takeinto account several other factors including:a) ATS delegation;b) control responsibility, ATC sectorisation

c) control procedures and common language;

d) separation criteria and type of flight (IFR, VFR);

e) SSR code allocation;

f) SAR responsibility;

g) common AMC procedures;

h) possibility of subdivision of CBAs;

i) maximum number of participating aircraft;

j) harmonised co-ordination procedures and flight plan data exchange;

k) communications;

l) Air Defence notification procedures;

m) planning/scheduling procedures, relationship with AMC(s) concerned;

n) activation/de-activation procedures, relationship with ACC(s) concerned;

o) priority rules;

p) reporting procedures;

q) environmental issues.

3.3.3.2.1.5 After having established a CBA according to the guidelines and criteria mentioned above,the National High-Level Airspace Policy Body of the States involved shall agree on anddefine clearly the CBA’s criteria of use:a) possibility of subdivision of the CBA;b) common airspace classification;



c) periods of activity taking into consideration the National Holidays of the Statesconcerned;

d) ATS Providers allowed to provide ATS Services associated with the controlresponsibility and ATC sectorisation;

e) other units (e.g. Air Defence Units) allowed to handle traffic in the CBA;f) airspace users allowed to use the CBA and the maximum number of participating

aircraft;g) use of a common language;h) control procedures including type of flight (VFR, IFR), SSR code allocation and ATC

and/or Air Defence procedures related to :- flights in evolution in the CBA;- flights transiting trough the CBA;- flights entering/exiting the CBA.

i) Procedures to be followed by flights operating autonomously within the CBA;j) separation criteria between the traffic in evolution in the CBA;k) separation criteria between the CBA traffic and the traffic crossing the CBA-like TRA

and, between the CBA traffic and the traffic performing the circumnavigation of theCBA-like TSA;

l) mandatory ATS means (i.e. Primary Radar, Secondary Radar, frequency coverage, etc);m) mandatory co-ordination means (i.e. direct controller to controller communication,

exchange of radar data and FPL, etc);n) contingency measures in the event of disruptions of ATS.

3.3.3.2.1.6 A common AMC process including the planning of reservation, the airspace request andallocation and the activation/de-activation procedures, shall be established between theAMCs concerned according to an agreed priority rule and an associated time table. In orderto harmonise the AUP publication and simplify the relationship with the CADF, theimplementation of the Lead AMC Concept will be encouraged (see para 4.5.3).

3.3.3.2.1.7 Harmonised co-ordination procedures and adequate co-ordination facilities established atLevel 3 between all parties concerned (civil/military and military/military co-ordination)should be periodically reviewed by the National High-Level Airspace Policy Bodiesaccording to a common schedule.

3.3.3.2.1.8 An efficient and common reporting procedure shall be established allowing the level 2 & 3to refer to their Level 1 in case of dispute regarding the application of the co-ordinationprocedures. The dispute must be submitted to the National High-Level Airspace PolicyBodies concerned that will endeavour to reach a solution acceptable to all parties.

3.3.3.2.2 Cross-border CDRs

3.3.3.2.2.1 Aircraft travelling to and from neighbouring States must be able to do so with the leastpossible changes in ATS procedures. For this reason, States will establish Cross-BorderCDRs according to the co-operative planning process taking place within the specialisedEATM ANT - ATS Route Network Development Sub-Group (ATS RNDSG) (see para3.3.4.1).

3.3.3.2.2.2 This co-ordination process between the neighbouring States will allow to harmonise tothe greatest possible extent the categorisation, Flight Levels and intended availability ofsuch CDRs.



3.3.3.2.2.3 As the CDR will extend through the area of responsibility of more than one AMC, acommon AMC process should be established allowing AMCs concerned to delegate theirresponsibility for the co-ordination of the harmonised availability of an individual CDR on aroute by route basis to a Lead AMC (see para 4.5.3).

3.3.4 Collaborative European Airspace Planning Process

3.3.4.1 ATS Route Network Development

3.3.4.1.1 The planning and establishment of Permanent ATS Routes and CDRs is conducted nationallyand internationally within the framework of a co-ordinated and co-operative European-wideATS Route Structure.

3.3.4.1.2 The optimisation of the existing and future ATS route network planning is initially madethrough the national Level 1 co-ordination process for, in particular, the categorisation ofCDRs and according to guidelines defined in the Section 3 of the EUROCONTROL Manualfor Airspace Planning.

3.3.4.1.3 This optimisation must also be done in compliance with the co-operative planning processtaking place within the specialised EATM ANT - ATS Route Network Development Sub-Group (ATS RNDSG) (see Annex 2). The conditions governing the use of CDRs, including aspecific navigational capability if required, form part of this process.

3.3.4.1.4 The annual national airspace review including the use of CDRs and CDR/routing scenarioshave to take place after each Summer Season so as to take into account shortcomingsidentified in the course of the continuous management of traffic flows. The proposals madefor the resolution of these shortcomings must be co-ordinated through the ANT structure inaccordance with the Annual Rolling Process established by the RNDSG (see Figure 6).

3.3.4.1.5 Particular attention shall be paid to the establishment of the Annual “Route AvailabilityDocument” (RAD). CDRs availability made through the daily CRAM shall never be inconflict with any particular RAD rules.



Figure 7: Annual rolling process for short term improvements to the ATS route network

ANT’s RNDSGDRAFT

PROPOSALS

PRESENTED TO ANT’s RNDSG

LIST AShort-term proposalsoffering real potential

for implementationbefore following

summer.

LIST BShort-term proposals

requiring further study.All or part may becomeList A for the following

summer.

COORDINATION OFLIST A

PROPOSALS

Working groupproposals

Current nationalrequirements

Rolling processof ARN Vn Plan

User requirements

CFMU Report

SAAM Simulationsto validate proposals

(where required)

Proposalsoutstanding

STATE MEETINGS

ATFM REVIEW

EXPERT REVIEWGROUPS OF ANT’s

RNDSG

Publication of implemented proposals as anEATM Deliverable Document

ATFM PROCESS

ANT’s RNDSGREVIEW

LISTS A & B

ANT FORMALAPPROVAL

JUL-AUG

SEP

OCT-APR

MAY-JUN



3.4 ESTABLISHMENT OF PRIORITY RULES AND NEGOTIATION PROCESS ATLEVEL 1 FOR THE PRE-TACTICAL ALLOCATION OF AIRSPACE AT LEVEL 2

3.4.1 The CDR Concept and the TAA Process

3.4.1.1 The pre-tactical allocation of airspace by AMCs at Level 2 will be mainly through theactivation of CDRs and TSAs/TRAs. Among the three different categories of CDRs, onlyCategory One CDRs can be closed and Category Two CDRs can be allocated, both on a dailybasis by AMCs and in accordance with priority rules and negotiation process established atLevel 1.

3.4.1.2 Due to operational or weather considerations, civil and/or military ATS units can, afteradequate co-ordination and in accordance with Level 1 guidelines, amend at Level 3 thepublished AUP decision concerning the availability of a CDR or the allocation of aTSA/TRA. This requires consideration of various issues, including:a) the control of access into the airspace in which the TSA/TRA is situated;b) any adverse impact on the ATFM measures in force;c) any significant effect on GAT/OAT which had planned to fly or operate through the

airspace on the basis of related information in the CRAM/AUP;d) the possible impact on ATS airspace classification.

3.4.1.3 The joint use of a CDR and the associated TRA can occur when the nature of activity withinthe TRA and the existence of efficient Level 3 civil/military co-ordination facilities permitsthe safe use of CDRs through the active TRA (e.g. civil test-flights conducted in close co-ordination with the ACC controlling the CDR).

3.4.2 Establishment at Level 1 of Priority Rules and Negotiation Process for the pre-tacticalallocation of airspace by AMC

3.4.2.1 It is important to avoid a very lengthy negotiation process within the AMCs or a referral toLevel 1 when dealing with conflicting airspace requests. Therefore, Level 1 has to establishpriority rules for the cases where the negotiation within the AMC would result in a deadlock.

3.4.2.2 The initial categorisation of CDRs at Level 1 as described in the EUROCONTROL Manualfor Airspace Planning provides an early opportunity to establish priority rules between CDRsand associated TSAs/TRAs.

3.4.2.3 Activities planned well in advance which had necessitated prior co-ordination at Level 1should normally have priority over any short-term requests.



SECTION 4

AIRSPACE MANAGEMENT FUNCTIONS AT LEVEL 2

4.1 GENERAL

4.1.1 Pre-Tactical ASM at Level 2 consists of the day-to-day management and temporaryallocation of airspace through national or sub-regional AMCs.

4.1.2 The allocation of airspace is the prerogative of the State over which the airspace liesand/or the State for territories over which jurisdiction has been given. A Contracting Stateaccepting the responsibility of providing ATS over the High Seas, or in airspace ofundetermined sovereignty, may apply the ICAO SARPs in a manner consistent with thatadopted for the allocation of airspace under its jurisdiction (see para 4.10)

4.1.3 States establish and authorise joint civil and military AMCs to manage their airspace(Upper and Lower “Controlled” Airspace�) on a daily basis. National guidelines on ASMtake into account their various national and international arrangements. States authoriseAAs including FMPs/ACC to make request for airspace allocations to the AMC, toparticipate in negotiations and co-ordination process initiated by the AMC and to utiliseallocated CDRs, TSAs/TRAs, CBAs and other allocated airspace as appropriate.

4.1.4 The National High-Level Airspace Policy Body determines the degree of discretion andauthority of the AMC. AMCs are vested with the appropriate authority so as to minimisethe need for referrals to higher authority. Sub-regional AMCs, established by 2 or morestates, have the responsibility for pre-tactical airspace management on both sides of aninternational border.

4.2 TSA/TRA REQUESTS - APPROVED AGENCIES (AAs)

4.2.1 Units that wish to utilise TSAs/TRAs, CBAs, or R and D areas that are suitable formanagement/allocation by the AMC, are identified as AAs and authorised by the nationalauthority concerned. AAs are permitted to negotiate for and use certain airspace which isallocated by the AMC. AAs are required by States to submit airspace requests to the AMCfor all airspace utilisation and allocation in order to perform their operations with therequired safety. AAs are required to:

a) plan their airspace-use activities in advance so as to be able to notify their airspace needsto the AMCs on the day before the activity;

b) submit to the AMC, on the day before the proposed activity (D -1), requests for airspaceutilisation and allocation;

c) make use, on the day of the activity, the airspace in accordance with the AMC’s airspaceallocation;

d) cancel, through the AMC for the promulgation of an UUP, on the day of the activity, anyairspace allocation which is no longer required and advise the relevant ACC inaccordance with national procedures.

Note � The FUA structures established in the Lower “Uncontrolled” Airspace are not considered as AMC Manageable

Areas as they are compulsorily published in the AIP with pre-defined activation/de-activation time that shall bestrictly respected.



4.2.2 TSA/TRA requests could be presented as a block of airspace required during a specifiedperiod of time with the possibility of moving the request in time and flight level. An exampleof such TSA/TRA requests is presented at Figure 1.

Figure 1: Example of TSA/TRA Request

4.2.3 Any sub-division of TSAs/TRAs should be related to the activity concerned.

4.2.4 TSA/TRA requests should cover a 24H period of time.

4.2.5 To avoid the booking of more airspace than was required, the possibility of performing non-planned military exercises on the day of operations has been implemented in line withimproved civil/military co-ordination at Level 3.

4.3 CDR REQUESTS - APPROVED AGENCIES (ACCs/FMPs)

4.3.1 Most requests for CDRs are normally based on capacity shortfalls as identified by the CFMUin co-ordination with FMPs/ACCs in the pre-tactical ATFM Phase around 48H in advance.

4.3.2 The FMPs/ACCs concerned in co-ordination with the CFMU:

a) assess the expected traffic forecast for the next day;

b) highlight areas of insufficient ATC capacity;

c) agree on the requirement for Traffic flow adjustment requests and/or requests forCategory Two CDRs.

UTC

German AMC

TSA REQUEST

Allocation request

Possibility ofmoving therequest in FLand time

24/06/02

TSA 22A

6

FL245

FL195

FL300

FL350

FL400

UNL

5 107 8 9 11121314151617181920 212223

AMC France



4.3.3 As a result of this pre-tactical ATFM co-ordination process, and consideration of all otherrelevant ACC factors such as sector handling capability, equipment status, operationalconstraints and staff availability, the FMPs/ACCs submit a request for the activation ofCategory Two CDR(s) to the AMCs concerned. Category Two CDR requests are presentedtogether with traffic forecasts showing the expected capacity shortfall. Examples of suchCDR requests and traffic forecasts are presented respectively at Figure 2 and 3.

Figure 2: Example of CDR Request

Figure 3: Example of GAT Traffic Forecast

65 107 8 9 111213 1415 16171819202122 23 UTC

FL195

FL245

FL300

FL350

FL400UNL

FL 290

FL 250

FL 290

FL 250

German AMCCDR requestBerlin ACC

Allocation request

Request subject tonegotiation

24/06/02

UM736 (TRT - VIBER)

THE CONCEPTOF

THE FLEXIBLE USE OF AIRSPACE

Traffic(per hour)

65 107 8 9 111213 14 15 16 171819202122 23 UTC

ATFM MEASURES

German AMCBERLIN ACC

> 110 %

24/06/02

Traffic forecast

UM736

Ratio “Traffic/sector capacity”(without any CDR)

95% << 110%

< 95%

THE CONCEPTOF

THE FLEXIBLE USE OF AIRSPACE



4.3.4 The FMPs/ACCs cancel the Category Two CDR request, on the day of the activity, if theairspace is not required, and advise the AMC.

4.3.5 Category Three CDRs are used, if required, when associated TSA/TRA activity has ceased.

4.4 RESTRICTED/DANGER AREAS - NOTIFICATION OF REDUCED ACTIVITY

4.4.1 States may require designated airspace managers or users of some Restricted and DangerAreas to notify to the relevant AMC their planned activities for the following day. Thisnotification permits the AMC, as a focal point, to be aware of all airspace utilisation andpermits the publication by the AMC of any reduced period of R and D area activity in theAUP list “DELTA” of Reduced Airspace Restrictions (R or D) (see Section 6).

4.5 AIRSPACE MANAGEMENT CELLS - AIRSPACE ALLOCATION

4.5.1 General

4.5.1.1 AMCs operate in accordance with the airspace allocation priorities, negotiation rules andprotocols established by the National High-Level Airspace Policy Body. National or sub-regional AMCs act as Level 2 national and international ASM focal points, improve civil-military and international co-ordination, and manage the airspace to ensure its flexible use.

4.5.1.2 AMCs conduct Pre-Tactical Level 2 airspace allocation and management operations in adecisive, timely and efficient manner and resolve conflicting airspace requests and Level 2problems (see Figure 4). AMCs in the ECAC States have harmonised minimum levels ofauthority which allows them to perform effective Level 2 ASM. Nevertheless, suchharmonisation does not prevent States from delegating greater authority to their AMCs andpermitting them to perform additional functions, if required. Major events, planned well inadvance, such as large scale military exercises which require additional segregated airspace,are subject to Level 1 co-ordination; subsequently these activities will be notified by AIS-publication. Depending on the State's ASM organisation, this co-ordination may take place inthe AMC or another ASM organisation.

4.5.1.3 After the AMC has completed the allocation process, modification of the airspaceallocation might be necessary in order to take advantage of any potential to optimiseairspace use, increase capacity and reduce delays. Changes to the airspace allocation iseffected by the AMC through an Updated AUP (UUP) on the day of operation and consistof any cancellations of airspace allocated in the AUP the day before.



Figure 4: Airspace Management Cell Operations

4.5.2 Responsibilities

4.5.2.1 AMCs are responsible for the conduct of day-to-day Level 2 airspace allocation andmanagement. AMCs:

a) act as the national and, where appropriate, as international day-to-day focal points forLevel 2 ASM;

b) collect and analyse all Airspace Requests which may require temporary airspacesegregation, including airspace allocation decisions taken at Level 1 in respect of majormilitary exercises, airshows etc..;

c) analyse the CDR availability requests together with the traffic demand, anticipated ATCcapacity problems and expected delay information received from the FMP;

d) resolve conflicting requests for TSAs/TRAs and CDRs utilising all relevant information;e) resolve conflicts between incompatible or conflicting airspace requests by the application

of approved priorities, re-negotiation, rescheduling, or segregation;f) co-ordinate with adjacent AMCs the harmonised availability of “Cross-border” CDRs

and identify in the AUP Remarks Field those CDRs which are nationally available butwhich cannot/have not been internationally co-ordinated;

g) respond to any additional request for assistance by the CADF, the CEU, ACCs/FMPsand other AAs or matters arising from major ATS routes inconsistencies or unforeseenATC problems;

h) decide on the allocation of national TSAs/TRAs and CBAs, after completion of thecollation, co-ordination, analysis, negotiation and resolution process;

i) activate CDRs 2 in accordance with established procedures and for a minimum time ofTwo hours (2H), but with no limit when it is the extension of the availability of the sameroute with CDR 1 status;

AreaControlCentres

FlowManagement

Positions

ApprovedAgencies

OtherAMCs

TEMPORARY AIRSPACE REQUESTS

AMCAIRSPACE USE PLAN (AUP/UUP)

Area ControlCentres

Flow ManagementPositions

ApprovedAgencies

OtherAMCs

CentralAirspace Data

Function

FlexibleAirspace

Tools

National/InternationalGuidelines

- TSAs

- CBAs

-CDRs

- Authority- Priority Rules- Negotiation

Procedures- Protocols- International

Agreements



j) decide in accordance with criteria established at Level 1 on the provisional closure ofCDRs 1 to be handled in real-time at Level 3 in conjunction with the notification ofactivity in associated TSA(s)/TRA(s) and/or AMC-Manageable D and R area(s);

k) promulgate the airspace allocation by transmitting the AUP to adjacent AMCs and toAAs, including ACCs/FMPs and to the CADF/AME System via the “ACA Tool”. TheAUP is published in a common format described in Section 6, as soon as possible, and by1400 hrs UTC, at the latest� , to cover the period between 0600 hrs the next day to 0600hrs the day after(D 0600 hrs to D + 1 0600 hrs);

l) after the AUP distribution, provide clarification to the CADF, if needed, and cross-check the “Draft CRAM” upon reception on their RCA Terminal;

m) collect and analyse more up-to-date information, on the day of operation, from AAsconcerning the cancellation of TSA/TRA already published in the current AUP,

n) promulgate on the day of operation, if necessary, UUPs containing deletions of airspacerestrictions during the period of validity of the current AUP. A minimum of 1 hour isallowed between the release of the UUP and the commencement of any additionalAirspace Structures made available by the UUP (see para. 6.2.2);

o) participate in a posteriori analysis of airspace allocation;

p) conduct, where authorised, some Level 3 co-ordination tasks.

4.5.2.2 According to criteria established at Level 1, the publication of CDRs 1 unavailability knownor decided at pre-tactical level, has to be promulgated for information to national AAs andACCs concerned through national AUPs in the list “BRAVO” of Closed ATS Routes.

4.5.2.3 Considering the impact on RPL/FPL processing, the unavailability information is only forAAs and ATS units and are handled at Level 3 which then does not require flight planningactions by AOs.

4.5.2.4 CDR 1 closures are only promulgated in the CRAM as repetition for safety of the decisionalready published with appropriate advance AIS notice and repeated in daily nationalAUPs in the list “BRAVO” of Closed ATS Routes as for any other closures of permanentroutes.

4.5.2.5 The staff of AMCs shall have access to up-to-date information on traffic demand, ATCcapacity problems, airspace structure, weather forecasts, AIS Publications, flying andexercise activity. Communications with the CFMU/CADF via RCA Terminal and the ACATool enable the AMC staff to promulgate up-to-date AUPs and the CADF staff to issue acorrect CRAM.

4.5.2.6 The minimum level of communications equipment for an AMC is direct facilities to adjacentAMCs, FMPs and AAs, Telefax equipment, SITA/AFTN/CIDIN/Telex, cartographic ormapping facilities to display airspace status information and storage and retrieval systems.

Note � When the airspace allocation decision will not contain CDR 2 activation, but only information on

provisional CDR 1 closures at Level 3 which do not require flight planning actions by AOs nor co-ordination with adjacent States, such AMC decision of CDR 1 unavailability can be promulgated later,even on the day of operations still through the AUP published at least 1 hour before its validity period(0500hrs UTC) and be updated through a UUP released up to 1 hour before the start of CDR 1unavailability (see para. 6.2.2.4)



4.5.3 Lead AMC Concept

4.5.3.1 With the aim of harmonising AUPs and having a single point of contact for the CADF foreach single CDR extending through the area of responsibility of more than one AMC, someAMCs have agreed to delegate their responsibility for the co-ordination of the harmonisedavailability of an individual CDR on a route by route basis and for the co-ordination of CBAallocation to a lead AMC.

4.5.3.2 An AMC Co-ordination Letter of Agreement (LoA) has been developed as a set ofguidelines for the development of the ECAC States AMC agreements (see Annex 9) and isin line with the already-endorsed EATCHIP Common Format Cross-Border, Inter-CentreLetter of Agreement [ASM.ET1.ST015DEL01/02]. The contents of all international AMCLoAs are the responsibilities of the States involved

4.6 EXTENDED HOLIDAY PERIOD

4.6.1 When military operations are foreseen to be significantly reduced during a long-termholiday period, some CDRs 2 will be re-classified as CDRs 1 on Level 1 decision.

4.6.2 A NOTAM (see Figure 4) will be issued, whenever possible, at least seven days before theextended holiday period, in order to inform the operators accordingly and allowing them toflight plan available CDRs in advance (e.g. RPL). The description of affected CDRs listedin the NOTAM will include the applicable segments and Flight Levels.

Filing time: 01/12/01 10:51Origin time: 011045Destination:AFTN Originator:Message text:(A____/01 NOTAMNQ)A)???? B)0112211500 C)0201020600E)THE CDR2 ROUTES LISTED HEREAFTER ARE CONSIDERED CDR1 AND WILL BEPERMANENTLY AVAILABLE FOR FLIGHT PLANNING DURING THE ABOVE MENTIONED PERIOD.)

UG109 KOK/DIK/KHR 195/460UJ158 BAM/LNO 250/460UR15 LNO/RAPOR 195/460

Figure 5: Example of NOTAM

4.6.3 The affected routes and times will be co-ordinated through the Lead AMC for cross-borderCDRs concerned.

4.6.4 Once those CDRs have CDRs 1 status, and during all the holiday period defined in theNOTAM, CDRs 1 procedures will apply and in particular those concerning the closure ofCDR 1 (see para 4.5.2.2, 4.5.2.3 & 4.5.2.4).



4.7 INTERNATIONAL FUNCTIONS

4.7.1 Centralised Airspace Data Function (CADF)

4.7.1.1 The effective implementation of the FUA Concept requires that AMC airspace allocationsare promulgated in an efficient, timely and accurate manner. The ECAC States haverecognised the need for a central pre-tactical Level 2 airspace management function, theECAC Centralised Airspace Data Function (CADF). The CADF is based at the CFMU inBrussels so that it can utilise the extensive CFMU communications facilities.

4.7.1.2 The CADF collects, consolidates and disseminates the CDR information provided by AMCs.The CADF extracts from AUPs using the AME System, a list of available CDRs forincorporation into a single coherent CDR Availability Message (CRAM) (see para. 6.2.3).The CADF :

a) from 10.00 hrs UTC each day collects, collates and analyses the AUPs;

b) detects any remaining lack of continuity in “Cross-Border” CDRs 2 availability andpublish in the CRAM only those CDRs 2 that are commonly accessible on both sides ofthe FIR/UIR boundary;

c) compiles a “Draft CRAM” with the list of available CDRs 2 and additionally, asrepetition, for safety reason, with information on CDR 1 or permanent ATS routesclosures, as soon as AUPs are transmitted, to allow checking by AMCs (see para. 4.5.2.4& 6.2.3);

d) prepares the “Final CRAM”;

e) transmits by 15.00 hrs UTC the CRAM to AOs, ACCs/FMPs, the CFMU, all AMCs andselected AROs on behalf of all ECAC States in the requested format;

f) ensures that information on CDR availability is taken into account within CFMUoperations.

4.7.1.3 National Administrations have agreed to authorise the CADF to promulgate, on their behalf,the decisions/information they have made on routes within their airspace as announced in theAUP

4.7.1.4.1 National/Sub-regional AMCs are responsible for airspace allocation. The CADF, acting onbehalf of the pre-tactical CFMU functions, may refer back to specific AMCs if it isconsidered that fresh or additional elements could permit the re-assessment of an AMCdecision on particular CDRs availability and which contribute significantly to resolving asubstantial ATC capacity problem.



Figure 6 : Central Airspace Data Function Operations

4.7.2 Aircraft Operators (AOs)

4.7.2.1 General

4.7.2.1.1 In order to take advantage of available CDRs, AOs have to submit their flight plans inaccordance with the following procedures and shall ensure that the latest flight planinformation, including route changes and the use of CDRs, pertaining to a particular flightand duly notified to the appropriate agencies through the “Integrated Initial Flight PlanProcessing System” (IFPS), is made available to the pilot-in-command (see para 4.7.4).

4.7.2.2 CDRs 1

4.7.2.2.1 CDRs1 are plannable in the same way as permanent ATS routes during the timespublished in AIPs, either using FPL or RPL. In the event of a short notice unavailability ofa CDR 1, flights are instructed by ATC to use alternative routes. Operators have to considerthe implications of the possible use of the alternate ATS routes published for each CDR 1 inthe AIP.

AMCs

CADF

CDR’s extractionCDR Availability Message (CRAM)

Area ControlCentres

Flow ManagementPositions

ATSReporting

OfficesAMCs

Central FlowManagement

Unit

AircraftOperators

CFMUDatabase

InternationalRegulations

- CDRs 1

- CDRs 2

- Agreement for thepromulgation ofnational CDR’savailability decision

- Agreement betweenAMC on Cross BorderActivities

- FTIs (FUA TemporaryInstructions)

AMCs AMCsLeadAMCs

AUPs AUPs AUPs AUPs



4.7.2.2.2 Any very rare CDR 1 closure, which needs action to refile the flight plan, are publishedwith appropriate advance AIS notice (e.g. NOTAM) and for safety notified again to theoperators by the CRAM. In such case, any RPL or FPL which uses the CDR 1 portionduring the affected period must be cancelled (CNL) or changed (CHG) in accordance withthe procedures laid down in the IFPS Users Manual.

4.7.2.3 CDRs 2

4.7.2.3.1 Availability information in the daily CRAM may be used by AOs for flight planningpurposes. AOs are also invited to refer to national AIPs and to the daily ANM foradditional information regarding the specific utilisation of available CDRs 2. Flights onCDRs 2 can only be flight planned when the CDRs are made available. Therefore CDRs 2cannot be planned in RPLs.

4.7.2.3.2 Whenever an operator wishes to take advantage of particular available CDR(s) 2 notifiedby the CRAM or is asked by the ANM to use particular CDR(s) 2, an individual flight planshall be submitted including, in the route field 15, the available CDR(s) 2 to be followed.In these circumstances, associated RPL shall be cancelled or changed in accordance withthe procedures laid down in the IFPS Users Manual.

4.7.2.3.3 The operators are therefore encouraged to upgrade their in-house flight planning system orto use services of flight plan vendors similarly upgraded and to get the CRAM directly inADEXP Format so as to automatically process the CDRs availability information. Inaddition and in order to assist AOs in assessing the better routeing option, an "AircraftOperator What-if Reroute" function (AOWIR) has been established by the CFMU (seepara. 4.7.5).

4.7.2.3.4 In case of a flight having an ATFM slot such that the CDR 2 cannot be flown, the flightplan shall be changed so as to use an available ATS route. It has to be noted that therevised FPL may result in a revised ATFM slot.

4.7.2.4 CDRs 3

4.7.2.4.1 CDRs 3 are published in AIPs as CDRs that are usable on ATC instructions only.Therefore, flights cannot be planned in advance on CDRs 3, but can only be planned onthe permanent ATS route network around the associated “AMC-Manageable Areas”.When activity in the associated area has ceased, the controller may offer an aircraft ashort-notice routing through the Area using a pre-defined CDR 3.

4.7.2.5 Early Access to Weekend Routes

4.7.2.5.1 In order to take advantage of extra-availability of Weekend Routes (see Annex 8), AircraftOperators are invited to refer to the corresponding parts of national AIPs, including AIPSupplements, and to the daily CRAM for details of any changes and to submit their flightplans in accordance with the following procedures.

4.7.2.5.2 Weekend routes available at weekends are flight plannable as CDRs 1. The early access toWeekend defined as CDRs 1 from 10.00 UTC on the agreed Busy Fridays (see Section 3Figure 4), are plannable in the same way as permanent ATS routes, either using FPL orRPL. In the exceptional event of cancellation of the early access arrangements in a State ofall or part of Weekend CDRs 1, Aircraft Operators are notified by a NOTAM and by theThursday CRAM preceding the Friday in question.



In that case, the procedures of RPL cancellation stated in para 4.7.2.2 & 4.7.2.3 must beapplied.

4.7.2.5.3 The early access during other Busy Days to identified sub-sets of Weekend routes definedas CDRs 2 are plannable as for any other available CDRs 2 according to the CRAMinformation. The submission of individual flight plan will be made in accordance with theprocedures defined in para 4.7.2.3.

4.7.3 CFMU ATS Environment Data Base

4.7.3.1 The ATS Environment Data Base is a specific part of the CFMU Data Base containing allenvironment data concerning airspace organisation and structure, ACC operationalorganisation and ATC capacities. The ATS Environment Data Base is used by the CFMUIFPS and TACT systems for the calculation of flight profiles taking account of all theairspace constraints.

4.7.3.2 The ATS Environment Data Base contains in particular the description of all ATS routesincluding CDRs and all Restricted, Danger and AMC-manageable Areas includingTSAs/TRAs from national AIPs and MILAIPs. The ATS Environment Data Base is updatedon an AIRAC cycle basis with AIPs related data and for CDR availability through the dailyCRAM.

4.7.3.3 The ATS Environment Data Base provides the CADF and all the CFMU Terminals used bythe AMCs with the national AIP data on ATS routes and CDRs to be used respectively for thecompilation of the CRAM and the elaboration of the national AUPs (see Section 6 Figure 1).



4.7.4 Integrated Initial Flight Plan Processing System (IFPS)

4.7.4.1 The IFPS is designed to rationalise the reception, processing and delivery of GAT IFR flightplan data in the IFPS Zone. The IFPS Zone is the area covered by the ATS facilities of theECAC States. The IFPS provides two units (IFPUs) addresses throughout the ECAC Zonefor all flight plan messages concerning flights which are partly or completely in the Zone andhave an GAT IFR content. All types of Flight Plan Message (RPL, FPL, ....) are processed.

4.7.4.2 The IFPS forms part of the CFMU and consists of two IFPS Units (IFPUs), which arefunctionally identical and interconnected by a wide area network (WAN) for data exchange.The IFPS is directly connected to the CFMU systems, ATS Units and AOs.

4.7.4.3 The IFPS checks the Flight Plans which it receives and corrects them as far as possible, inaccordance with its knowledge of the ATS environment. The correction of Flight Plans takesplace automatically as far as possible, but may also require manual input. During the processof checking and correction, the IFPS extracts the data in the message, including the routedescription, and calculates a four-dimensional profile for the flight.

4.7.4.4 This checking and correction process of Flight Plans requires the availability of Environmentdata with all CDRs that have been made available through the CRAM.

4.7.4.5 After the completion of the checking, correction and extraction process, the IFPS willdistribute the accepted Flight Plans to the appropriate ATS Units and the CFMU systems forthe GAT IFR parts of the flight. The IFPS automatically determines the required addressingfor the messages within the IFPS Zone, by use of the calculated profile.

4.7.4.6 For flights which include a section outside the IFPS Zone, or a section which is not GATIFR, the IFPS does not perform the addressing or distribution for that section. For this latercase, the message originator is however strongly recommended to use the IFPS re-addressingfunction which provides a mechanism to ensure consistency between the flight plandistribution inside the IFPS Zone and the FPL distributed outside the IFPS Zone, but canaddress the corresponding parts of the flight plan message directly to the ATS Unitsinvolved.

4.7.4.7 At an agreed time parameter before a RPL will be active, currently 20 hours before EOBT,data for the flight are extracted from the RPL Data Base and sent to the IFPS which processeach RPL as an individual flight plan message and distributes it to the relevant addressees.

4.7.4.8 RPLs and FPLs filed on CDR(s) 1 during the published accessibility period � and FPLs filedon available CDR(s) 2 �� should be normally processed by the IFPS.

4.7.4.9 In case of non-availability of (a) particular CDR(s) for a flight, the IFPU operator may eithermodify, in accordance to rules agreed between the CFMU and a given AO, or reject the flightplan which is filed along CDR(s) 1 or CDR(s) 2 not available in the requested time period(see Figure 5).

Notes � according to AIP publication, but possibly amended by NOTAM and for safety repeated in the CRAM

(see para 4.7.2.2.2).

�� according to the daily CRAM.



Figure 7 : IFPS Process of FPLs filed on CDRs

(ACK, MANor REJ)IFPS RPL

DataBaseFPLs

FPLs filed on CDRs

Route isaccessible?

ManualProcessing

by IFPO

NormalIFPS

Processing

IFPOIFPOrejects ormodifies **

ENV forAIRAC switchwith AIPsdata

ENV withNOTAM on

CDR 1 closure

ENV withdaily CRAM on

CDR2 availability

Always N for CDR 3 and normallyN for CDR 1 & CDR2 outside accessperiod*

Notes: * CDRs are considered accessible since some FLs are made available**by agreement with originator

Always Y forCDR 1 & CDR2

in access period*

TACT ATSORIGINATOR

FPL FPL



4.7.5 Aircraft Operator "What-if" Re-Route (AOWIR) Function

4.7.5.1 This CFMU function allows an AO to request a modification of a FPL routeing within theCFMU system via a CFMU Terminal [Remote Client Application (RCA)].

4.7.5.2 The user initially makes a series of consultations in order to assess different re-routeingoptions proposed by the AOWIR.

4.7.5.3 On identifying a better routeing possibility than the initial one planned in the original FPL,the user must choose the FPL refiling option between:� Case 1 : allowing the CFMU/IFPS to directly update the original FPL and associated

IFPS messages as if a change message (CHG) had been submitted by the user or,

� Case 2 : allowing the CFMU/IFPS to proceed as if an FPL cancel message (CNL) hadbeen submitted and a new slot booked by the user.

In this latter case the user must then refile the FPL via AFTN/SITA whereas in case 1 nofurther flight planning actions are required by the user (see Figure 6).

Figure 8 : IFPS/TACT Processing of FPLs modified by originator with AOWIR

Originator

ENV withroute options

IFPLDataBase

RCA

AOWIRFunction

Identifya betterrouteing?

TACT

Case 1TACT issuesCHG

YCase 2TACT issuesCNL

a new slotis booked

Y

No furtherflight planning

actions

Submita newFPL

IFPSMaintain

Original FPLUpdateOriginal

FPL

CancelOriginal

FPL

originator originator

NormalIFPS

Processing

originator

or..

(SAM, SRM,SLC, FLSor DES

(SLC, RRN)

(SAM orFLS)

ACK ACK (ACK,MAN orREJ)



4.8 ASM LEVEL 2 TIMETABLE (see Annex 3)

4.8.1 Up To 48 Hours In Advance

4.8.1.1 Up to 48 hours in advance the ACCs/FMPs, in co-ordination with the FMD, assess theexpected traffic forecast for the particular day, identify and highlight capacity shortfalls, andagree on the traffic flow adjustment requirements that will be requested on the particular dayof operations.

4.8.2 The Day Before Operations

4.8.2.1 Before 1000 UTC � On The Day Before Operations (1000 UTC D -1):

a) The FMPs compare, with its related ACC, the FMD requirements for traffic flow adjustmentwith relevant ACC factors such as sector handling capability, equipment constraints, staffavailability and operational factors and determine the corresponding CDRs 2 requirements.

b) The ACC/FMP sends to the AMC the CDRs 2 Availability Request, with details of trafficforecasts, capacity shortfalls and delay predictions.

c) The national AAs collect all airspace users requirements for CDRs, TSAs/TRAs, AMC-

manageable R and D Areas and CBAs, for the 24-hour period of the next day of operations,and submit them as the civil/military Airspace Requests to the AMC.

d) The managers of designated R and D areas advise the AMC of the details of any reduced

utilisation of the R and D areas.

4.8.2.2 Before 1400 UTC �� On The Day Before Operations (1400 UTC D -1): a) The AMC collects, collates and analyses all airspace requests, resolves conflicts through

negotiation and co-ordination, responds to any additional requests to resolve routeinconsistencies, and decides on allocation of CDRs, TSAs/TRAs and CBAs in accordancewith priority rules established at Level 1.

b) The AMC has to obtain details of, or decides in case of CDRs 1 managed at Level 2 the

periods of temporary closure of Category 1 CDRs, and has to obtain details of the periods ofuse of RCAs.

c) The AMC promulgates the AUP for the 24-hour period 0600 on the day of operations to

0600 UTC the next day (0600 UTC D to 0600 UTC D +1). d) The AMC sends the AUP to AAs, FMPs, ACCs, the CFMU/CADF and if bilaterally agreed,

to adjacent AMCs and to such internal agencies as agreed.

Note � Subject to national decisionNote �� When the airspace allocation decision will not contain CDR 2 activation, but only information on

provisional CDR 1 closures at Level 3 which do not require flight planning actions by AOs nor co-ordination with adjacent States, such AMC decision of CDR 1 unavailability can be promulgated later,even on the day of operations still through the AUP (see para. 4.8.3.4)



4.8.2.3 Before 1500 UTC On The Day Before Operations (1500 UTC D-1): a) the CADF from 10.00 UTC, collects and analyses the AUPs, and detects any remaining lack

of continuity of “Cross-Border” CDR 2 availability.

b) the CADF compiles a “Draft CRAM” with the list of available CDR 2 information from theAUPs to cover the 24-hour time period 0600 on the day of operations to 0600 the next day(0600 UTC D to 0600 D +1).

c) the AMC after the AUP distribution, provides clarification to the CADF, if needed, andcross-checks the “Draft CRAM” upon reception on their RCA Terminal.

d) the CADF promulgates the CRAM to AOs, ACCs/FMPs, all AMCs and selected AROs inthe requested format.

e) the CADF ensures that information on CDR availability is made known to the CFMUOperational Units.

f) the FMPs/ACCs notify CFMU of any resulting capacity changes that could effect ATFMmeasures.

4.8.3 The Day Of Operations

4.8.3.1 On The Day Of Operations:

a) AAs utilise the TSAs/TRAs, CBAs and AMC-manageable R and D areas in accordance withthe AUP allocation.

b) ACCs and AOs utilise the CDRs 2 in accordance with the AUP activation.

4.8.3.2 As Required On The Day Of Operations:

a) AAs cancel, through the AMC for the promulgation of an UUP, any airspace allocationwhich is no longer required and advise the relevant ACC in accordance with nationalprocedures;

b) The AMC collects and analyses up-to-date information from AAs concerning cancellations

or de-activation of airspace already in the AUP/AIP/CRAM; c) The AMC re-allocates airspace and make available CDRs 2 accordingly; d) If required, the AMC may publish one or more UUPs for the period of validity of the current

AUP, for transmission to the FMPs, ACCs, the CADF and adjacent AMCs. A minimum of 1hour shall be allowed between the release of the UUP and the commencement of anyadditional Airspace Structures made available by the UUP.

4.8.3.3 As Required On the Day Of Operations:

a) ACCs utilise the CDRs 2 in accordance with the UUP activation. b) When associated TSA/TRA activity has ceased and has been cancelled, ACCs/FMPs utilise

CDRs 2 & 3 on a tactical basis and may offer an aircraft a short-notice routing through theinactive area.



4.8.3.4 As Required On the Day Of Operations:

a) The AMC decides in accordance with criteria established at Level 1 on the provisionalclosure of CDRs 1 to be handled in real-time at Level 3.

b) The AMC promulgates accordingly, through the AUP still for the 24-hour period from 0600UTC on the day of operations to 0600 UTC the next day, the airspace allocation decisionwhich shall not contain CDR 2 activation, but only information on provisional CDR 1closures at Level 3 and foreseen activity in associated TSA(s)/TRA(s) and/or AMC-Manageable D and R area(s).

c) Such a late AUP shall be published at least 1 hour before its validity period (0500hrs UTC)and can be updated through a UUP released up to 1 hour before the start of CDR 1unavailability (see para. 6.2.2.4).

4.9 USE OF TEMPORARY OPERATIONAL AMC/CADF PROCEDURES

4.9.1 FUA Temporary Instruction (FTI)

4.9.1.1 The "basic" procedures described above in para. 4.1 to 4.8 are permanent, common to andbinding to all AMCs and the CADF, but operational instances may arise which, for thebenefit of the users, require the CADF and AMCs :

a) to temporarily deviate from the “basic“ procedures; or

b) to apply a new procedure which has been considered beneficial by the experts of AMCsand of the CFMU/CADF prior to being endorsed as a new “basic” procedure; or

c) to apply a new procedure which could be of temporary validity and/or of such operationalimpact which would not justify its transformation into a permanent procedure.

4.9.1.2 Procedures of the above nature are named FUA Temporary Instructions (FTI). FTIs shall beagreed/applied by appropriate AMCs and the CFMU/CADF for all or for a part, of the FUAarea. A FTI will be published in a similar way to FMD Temporary Instructions in the formatpresented at Figure 5.

4.9.2 Implementation Rules

4.9.2.1 The CFMU, as the unit responsible for the daily operations of the CADF, shall, withsufficient advance notice, coordinate and agree the implementation of an FTI with the AMCsconcerned and, when required, with FMPs concerned and, if necessary, with the AOs.

4.9.2.2 When a decision has been taken among those concerned, the instruction shall be published bythe CFMU as a "FUA Temporary Instruction" (FTI). The drafting of the instruction is theresponsibility of the CFMU. The purpose, scope and parties affected by the instruction shallbe clearly stated.

4.9.2.3 The CFMU must notify the EUROCONTROL Airspace Management & Navigation Unit ofthe circumstances which require the implementation of a FUA Temporary Instruction. In anycase, FUA Temporary Instructions will be sent to all affected AMCs, FMPs and AOs, forapplication and to Airspace Management & Navigation Unit, for information.

4.9.2.4 FTIs are issued on the authority of the FDOD Head of Operations.



4.9.3 Subsequent Treatment

4.9.3.1 When a FTI is proposed to be applied on a permanent basis, e.g. after a trial period, theCFMU shall forward to the EUROCONTROL Airspace/Flow Management & NavigationUnit for submission to the next ASM-SG the request for the procedure to be incorporatedinto the EUROCONTROL Handbook for Airspace Management.

4.9.3.2 Once published in the present EUROCONTROL Handbook for Airspace Management, theCFMU informs the involved parties of the change of status of the FTI.

4.9.4 Fields of Application

4.9.4.1 The CFMU shall issue FTIs/AIMs in the following domains:

a) - CFMU/CADF -AMC working procedures

b) - FUA/ENV matters (e. g. modification of data....)

c) - Use of the ACA/AME tools

d) - CFMU/CADF -AOs relationship

e) - Changes in AMCs or CADF addresses

FUAOPERATIONS

Issued by:

FUA TEMPORARY INSTRUCTION

Title

Area concerned:

Number: FTI 02/..._______________

Validityfrom:to:

EXAMPLE FORMAT(Insert text as appropriate)

Page 1 Date CADF, FMD Supervisors, AMCs, IFPU Supervisors,VAU, MTZ, DEL, (J-P Lemaire)Original : BLZ

Figure 9 : Example of FUA Temporary Instruction (FTI)



4.10 ASM OVER THE HIGH SEAS

4.10.1 General

4.10.1.1 As stated in para. 3.3.2, the basis of the agreement reached on the Concept of the FlexibleUse of Airspace by the ECAC States is that it should not be in contradiction with theChicago Convention and its Annexes or the international law of the sea.

4.10.2 Activation of Danger Areas over the High Seas

4.10.2.1 In line with the fundamental principle of Flexible Use of Airspace Concept, Danger Areasover the High Seas shall be notified as active in respect of the duration and extent of thescheduled activity. Thus, Danger Areas over the High Seas shall not be published as activewhen there is no activity notified to the State in whose FIR the Danger Area is situated.

4.10.3 Activation of CDRs over the High Seas

4.10.3.1 The activation of a CDR over the High Seas depends on the absence of activitiespotentially hazardous to the safety of air navigation either in established Danger Areas orin airspace over the High Seas which conflicts with the CDR. As there are no nationalsovereign rights in airspace over the High Seas, and there is freedom of navigation forships and aircraft within international waters and overlaying airspace, the State responsiblefor providing ATS in that airspace cannot activate a CDR once it has notification ofDanger Area activity. This applies to all categories of CDRs.

4.10.3.2 ICAO Annex 11 and ICAO DOC 9554 on Safety Measures relating to military activitiespotentially hazardous to Civil Aircraft Operations, establish that promulgation ofinformation regarding such activities over the High Seas shall be effected in accordancewith the provisions in ICAO Annex 15. Therefore, an AMC shall have all the informationin time to decide on the activation of a CDR2 over the High Seas. Based on the absence ofany Danger Area activation, a CDR2 can be activated by the national AMC. Similarly, if acancellation of a Danger Area activation has been issued, a CDR2 can be activated by theAMC. Should a notification be received after the CDR has been activated, ATS must, atLevel 3, take measures to re-route traffic which is flying within or may have flight plannedto use this CDR.

4.10.4 Alternative Method to Improve the Mechanism for the International Co-ordination

4.10.4.1 The co-ordination requirements and procedures for activities potentially hazardous to civilaircraft over the High Seas are laid down in ICAO Annex 11 (para 2.17) and in ICAO Doc.9554 (para 2.16.1). The application of the FUA Concept does not alter these co-ordinationrequirements and responsibilities and does not change the sovereign rights and legal statusof the airspace over the High Seas. The FUA Concept does, however, provide procedures,as depicted in Figure 10, which simplify lines of co-ordination and allow more efficientways of dissemination of information resulting from this co-ordination.

4.10.4.2 Many ECAC States have adopted the procedures marked in dashed lines (1) to simplify theco-ordination process and use the AMC as a focal point for day-to-day airspacemanagement. This results in the improvement of the mechanism for international co-ordination and dissemination of information. Other ECAC States and non-ECAC Statescontinue to use the dotted procedure (2). It is a State Level 1 prerogative to choose oneprocedure. However States which adopt the new procedure (1) must incorporate procedure(2) through suitable internal co-ordination (3) between national ATS and AMC units topermit the process to be completed expeditiously.



Figure 10 : Alternative method to improve the mechanism for the International co-ordination ofactivities over the High Seas potentially hazardous to civil aircraft.

4.10.5 AMC Related Tasks

4.10.5.1 AMCs must be informed of any activation of Danger Areas over the High Seas. If thisactivation has been announced by a NOTAM, the AMC reproduces the NOTAM referencein the Additional Remarks field of the AUP,. This adds to the completeness of theAirspace Use Plan for the whole of the FIR. AUP publication of Danger Area activationdoes not replace the need for a NOTAM in accordance with ICAO Annex 15. In thiscontext, AMCs may be assigned the responsibility to publish the NOTAM.

4.10.5.2 CDRs 2 over the High Seas are activated by the responsible AMCs and the information isincluded in the daily AUP. AMCs must take into account the fact that there are no nationalsovereign rights in airspace over the High Seas. This therefore may preclude theapplication of national allocation rules for those CDRs.

4.10.5.3 When AMCs have notification of activities potentially hazardous to civil aircraftoperations in airspace over the High Seas which conflict with CDRs 1, they can publishthe corresponding closure of those CDRs 1 by using the appropriate part of the AUP.

MILITARYSTATE

A

ATSSTATE

A

ATSSTATE

B

AMCSTATE

BAUP

NOTAM

1

13

222

(As additional informationto NOTAM)

Proposed “FUA” Co-ordination

Current “ICAO” Co-ordination

National Co-ordination3

12

CRAM



SECTION 5

AIRSPACE MANAGEMENT FUNCTIONS AT LEVEL 3

5.1 GENERAL

5.1.1 Tactical ASM Level 3 consists of the real-time activation, deactivation or real-timereallocation of the airspace allocated at Level 2 and the resolution of specific airspaceproblems and/or traffic situations between civil and military ATS units and/or controllers, asappropriate.

5.1.2 The real-time access to all necessary flight data, including controller’s intentions, with orwithout system support, permits the optimised use of airspace and reduces the need tosegregate airspace..

5.1.3 Adequate real-time co-ordination facilities and procedures are required to fully exploit theFUA Concept at Levels 1 and 2. Flexibility in the use of airspace is enhanced by real-timecivil/military co-ordination capability. This flexibility depends on the potential offered by thejoint use of airspace by civil and military traffic

5.2 MODES OF REAL-TIME CIVIL/MILITARY CO-ORDINATION

5.2.1 Associated co-ordination actions which include the prompt exchange of information relevantto the safe and expeditious conduct of both civil and military flights and the identification ofall civil aircraft, can take place either in an active or a passive mode with or without action bythe controller.

5.2.2 The “Active mode” of civil/military co-ordination is the communication in real-time betweencivil and military units which results from a controller(s) action. This active mode includesboth "Verbal" Co-ordination, by speech only, and "Silent" Coordination, the communicationprocess by manual input only.

5.2.3 The “Passive mode” of co-ordination is the communication of information in real-timewithout any action by the controller. This is usually in the form of an automatic exchange offlight data, as previously agreed, between controllers to facilitate OAT/GAT separationwithout the need for an extra co-ordination.

5.2.4 Active Mode of co-ordination relates to the co-ordination of traffic situations whereas thePassive Mode of co-ordination relates mainly to the transmission of data and should be usedto establish a course of action only where permitted by agreed procedures.

5.2.5 Silent Co-ordination will mainly be used for crossing of airspace and/or route structures whenprior co-ordination is required. The use of Silent Co-ordination will reduce the controllerworkload particularly in areas of very high density traffic.

5.2.6 Verbal Co-ordination will be required to resolve certain co-ordination problems besides beingavailable as the fall-back facility. In particular, the verbal co-ordination functions will be usedwhenever the silent system-supported dialogue cannot be positively and quickly concludedwithout a direct verbal dialogue.



5.3 COORDINATION PROCEDURES FOR ATS ROUTES AND AIRSPACE CROSSING

5.3.1 Co-ordination Procedures for Controlled Airspace or ATS Route Crossings by OAT

5.3.1.1 General

5.3.1.1.1 In order to permit OAT/GAT separation during the crossing by OAT of an ATS route or acivil controlled airspace, different procedures can be used according to the amount andaccuracy of the flight data available.

5.3.1.1.2 Access, via electronic display, to the flight data of the overall OAT and GAT traffic situationinvolved, allows the controller responsible for OAT/GAT separation to determine a plan foreither the application of ICAO standard horizontal and vertical separations or the necessityfor an active mode of co-ordination (verbal co-ordination or system-supported silent co-ordination).

5.3.1.2 General procedures - Sufficient flight data allowing ICAO standard separationswithout additional co-ordination

5.3.1.2.1 The display to the military controller of all relevant OAT and GAT flight data, includingcontroller’s intentions required in national LoAs, allows the OAT controller to fulfil hisresponsibility for OAT/GAT separation during a route crossing without the need for an extraco-ordination.

5.3.1.2.2 Controller’s Intentions are updated flight data which are exchanged, as laid down in LoAs,either simultaneously with or before, the corresponding ATC clearance is issued.

5.3.1.2.3 When bilaterally agreed, the display of minimum OAT flight data to the civil controllerallows the GAT controller to be aware of OAT traffic. The military controller is stillresponsible for the provision of separation between OAT and GAT.

5.3.1.3 OAT Crossing of Controlled Airspace - Display of Information

5.3.1.3.1 When bilaterally agreed, the civil controller needs to know the plan of action of militarycontrollers intending to control military flights across a specific portion of controlled airspaceunder his responsibility. Therefore, a notification of intention is sent by military controllersto the civil controller accordingly.

5.3.1.3.2 The display to the civil controller of all relevant OAT flight data allows the GAT controllerto be aware of the foreseen crossing conditions and to initiate co-ordination, if required. Themilitary controller is still responsible for the provision of separation between OAT and GAT.

5.3.1.4 Silent Co-ordination for Crossing

5.3.1.4.1 When the crossing requires prior co-ordination, the military controller sends, by means of asilent co-ordination message, a request for the crossing of civil controlled airspace (ATSRoute, CDR, CTA,...). This request is answered by the civil controller by means of a silentco-ordination message.

5.3.1.4.2 The answer contains either an acceptance of crossing parameters or, if not acceptable, analternative proposal including revised crossing data (heading, FL, etc...). Verbal co-ordination is used if the alternative proposal is not acceptable.



5.3.1.4.3 When this co-ordination procedure is applied it binds each controller to an agreement andrequires the controllers to conform to the agreed actions throughout the crossing. Under thecircumstances of such an agreement and in accordance with national regulations, the safetyand separation responsibility between OAT and GAT is positively transferred during thecrossing to the civil controller who has accepted the crossing along a cleared flight path.Each controller is, however, responsible for ensuring that the traffic under his controlconforms to the agreement and maintains the agreed criteria.

5.3.1.5 Use of Pre-notified Crossing Corridors by OAT

5.3.1.5.1 In some specific cases determined in LoAs, it is better to pre-plan specific corridors for OATwhen military traffic complexity or frequency requires a block of flight levels. The use ofthese pre-planned crossing corridors is agreed/notified to the civil controller by means of aprocedure similar to one of those described above in para. 5.2.1.3 or 5.2.1.4.

5.3.1.5.2 Application of the pre-planned crossing corridors procedure binds each controller to thecorresponding L.o.A and requires the controllers to conform to the agreed actions throughoutthe crossing. Under the circumstances of such an agreement and in accordance with nationalregulations, the safety and separation responsibility between OAT and GAT is positivelytransferred during the use of the crossing corridor to the civil controller who has accepted thecrossing along a cleared flight path. Each controller is responsible for ensuring that the trafficunder his control conforms to the agreement and maintains the agreed criteria.

5.3.1.6 Transfer of Control Responsibility

5.3.1.6.1 When the above procedures described in para. 5.2.1.2 to 5.2.1.5 cannot be used, a possibleway to permit the crossing in safety is to transfer the control of the OAT flight to the civilcontroller.

5.3.1.6.2 The procedure for transfer uses the same co-ordination messages as defined for a mixedOAT-GAT flight. The only differences may concern rules to be applied during the crossing:OAT or GAT.

5.3.2 Co-ordination Procedures for Airspace Crossings or Off-Route Flying by GAT

5.3.2.1 Crossing Clearance through an Active TRA

5.3.2.1.1 When an off route/direct route for GAT is requested through an active TRA temporarilyreserved for military activities, a prior co-ordination is required. The request/answerprocedure described in para. 5.2.1.4 can be used to automate this co-ordination process.However, in this case a refusal may be expected when the level of OAT activity is notcompatible with GAT.

5.3.2.1.2 This co-ordination procedure binds each controller to an agreement and requires thecontrollers to conform to the agreed actions throughout the crossing. Under thecircumstances of such an agreement and in accordance with national regulations, the safetyand separation responsibility between OAT and GAT is positively transferred during thecrossing to the military controller who has accepted the crossing. Each controller isresponsible for ensuring that the traffic under his control conforms to the agreement andmaintains the agreed criteria.



5.3.2.2 Prior/Reduced Co-ordination Airspace (PCA/RCA) Procedures

5.3.2.2.1 Under the “Prior Co-ordination Airspace” (PCA) Procedure, individual GAT is permitted tofly “off-route” within a pre-defined portion of airspace only after prior co-ordination initiatedby the GAT controller with the OAT controller responsible for OAT/GAT separation in thatairspace.

5.3.2.2.2 Under the “Reduced Co-ordination Airspace” (RCA) Procedure, GAT is permitted to fly“off-route” within a pre-defined portion of airspace without requiring the GAT controller toinitiate co-ordination with the OAT controller responsible for OAT/GAT separation in thatairspace.

5.3.2.2.3 The display to the military controller of all relevant GAT flight data, including controller’sintentions, allows the OAT controller to be aware of the GAT crossing conditions of theRCA and to initiate co-ordination, if required. The military controller is still responsible forthe provision of separation between OAT and GAT.

5.3.2.3 Transfer of Control Responsibility

5.3.2.3.1 Another solution to permit crossing is to transfer control of the GAT flight to the militarycontroller.

5.3.2.3.2 The procedure for transfer uses the same co-ordination messages as defined for a mixedOAT-GAT flight. The only difference concerns GAT rules to be applied during the crossing.

5.4 SYSTEM SUPPORT FUNCTIONS

5.4.1 General

5.4.1.1 At the tactical level the main requirement is to provide system support to create a trafficenvironment in which the FUA Concept can be applied efficiently i.e. an environment inwhich the need to segregate traffic is reduced to a strict minimum. This can be achieved by:- the provision of airspace-use data;- the exchange of flight data between civil and military units;- the provision of system support for airspace crossing .

5.4.2 Airspace Use Data Function

5.4.2.1 The Airspace Use Data Information Function should provide, in real-time, all ApprovedAgencies concerned with up-to-date information on the current use of airspace, in addition toAUP information on allocated and scheduled use of airspace, so as to make efficient use ofall available airspace.

5.4.2.2 Initially, real-time information on the current use of airspace should be provided manually ineach ATS unit on their own and for their individual system.



5.4.3 Basic Flight Plan Information – Identification Function

5.4.3.1 The Basic Flight Plan Data Information Function concerns the automatic exchange betweencivil and military control units of all necessary flight plan data. This function will permit thecreation of associated tracks/labels in both civil and military units for the display andidentification of the overall OAT and GAT traffic situation involved in a civil/military co-ordination process. As a minimum, to permit the correlation of radar data with flight plandata, the aircraft identification/call sign, the SSR Mode and Code for each flight concerned inthe co-ordination process shall be passed from civil to military units, and when required frommilitary to civil units.

5.4.3.2 The common BFD message has been developed to permit the harmonised system-supportedexchange of all necessary basic flight plan data between civil and military units.

5.4.4 Current Flight Plan Information Function – Separation Function

5.4.4.1 Current Flight Plan Data Information Function allows the automatic and dynamic update ofthe flight plan brought about by any subsequent ATC clearances.

5.4.4.2 The Controller’s Intentions Data Information Function aims to automatically update thecurrent flight plan with the next change subject to further clearance.

5.4.4.3 The passing or receiving of information on controller's intentions does not, by itself,constitute co-ordination for action. It should only enable the controllers to determine thenecessity for an active mode of co-ordination.

5.4.4.4 The exchanged data may include data such as assigned heading, direct clearance, rate ofclimb/descent, assigned speed, controller/sector identification and any other executive data,including controller’s intentions, as specified in a bilateral agreement between the unitsinvolved.

5.4.4.5 Controller’s Intentions are updated flight data, which shall be exchanged, as laid down inLOAs, either simultaneously with or before, the corresponding ATC clearance is issued.

5.4.4.6 The common CFD message has been developed to permit the harmonised distribution ofupdated flight data information.

5.4.5 Silent Co-ordination Function – Airspace Crossing Function

5.4.5.1 The Silent Co-ordination Functions, based on a system-supported dialogue, allow controllersto exchange co-ordination messages using electronic displays. These functions will speed-upand facilitate co-ordination procedures and methods, which are conducted at present mainlyby speech. The main applications of this system-supported dialogue concern:- crossing of ATS permanent/CDRs routes by OAT;- crossing of civil and military controlled airspace by GAT and OAT;- use of additional CDRs/ direct-routing/off-route by GAT.

5.4.5.2 The System-supported dialogues required above for airspace and route crossings can bedivided into the Airspace Crossing Intention Notification Function and the Airspace CrossingDialogue Function.



5.4.6 Airspace Crossing Intention Notification Function

5.4.6.1 The “Airspace Crossing Intention Notification Function” should be used to advise a civilcontrol unit of the plan of action of a military controller intending to cross a specific portionof controlled airspace with (a) military flight(s) or vice versa.

5.4.6.2 This notification of intention should not be seen as a request for crossing clearance or acleared flight path; only the plan of action is forwarded, if required by bilateral agreement,for the information of the civil controller, the military controller or air defence unit.

5.4.6.3 The common XIN message has been developed to permit the harmonised system-supporteddistribution of Airspace Crossing Intention Notification Information.

5.4.7 Airspace Crossing Dialogue Function

5.4.7.1 The “Airspace Crossing Dialogue Function” is a further development of the AIRSPACECROSSING INTENTION NOTIFICATION FUNCTION. It should be used when, by bilateralagreement, a prior OAT/GAT co-ordination is required for airspace or route crossing.

5.4.7.2 The XRQ/ACP-XAP-RJC-XCM messages have been developed to permit the harmonisedsystem-supported distribution of Airspace Crossing information.

5.5 JOINT OR SHARED USE OF AIRSPACE

5.5.1 Joint Use of Airspace

5.5.1.1 An AMC can decide at Level 2, in accordance with criteria defined at Level 1, not to allocatespecifically airspace as either CDR or TSA/TRA, (AMC-Manageable D and R areas). Insuch a case, the safe use of airspace in real-time is subject to Level 3 negotiation betweencivil and military ATS units concerned.

5.5.1.2 The corresponding Level 3 negotiation rules agreed at Level 1 shall be reflected in Letters ofAgreement established between civil and military ATS units concerned. These rules clearlydefines under which circumstances (nature of activity, civil/military co-ordinationcapability...) airspace can be jointly used.

5.5.1.3 When the RCA procedure is in force, these Letters of Agreement shall define the criteriarequired for the application of the PCA procedure with specific notice periods to allow thesafe return of GAT flights to the ATS route network.

5.5.2 Shared Use of Airspace

5.5.2.1 It is possible to grant access to airspace, under suitable arrangements, between specificcustomers and the ATS provider managing that airspace. In this scenario a specificairspace user may be given access to a specific volume of airspace under specificconditions where, under normal circumstances, this may not have been possible.

5.5.2.2 With the PCA Procedure, it is possible to temporarily book an airspace, for the use ofspecific users, that is located outside the major GAT traffic flows. A Prior Co-ordinationAirspace (PCA) is a given block of controlled airspace within which military activities cantake place on an ad-hoc basis with individual GAT transit allowed under rules specified inLoAs between units concerned (see EUROCONTROL MANUAL FOR AIRSPACEPLANNING Volume 2 – Section 3, Chapter 3.9.3).



5.5.2.3 A PCA will mainly be used to temporarily separate general and commercial aviationoperating in controlled airspace in a known traffic environment from high-speed militaryoperations such as air combat training and formation flying. When military activitieswithin a PCA cease or decrease, the RCA procedure will be initiated.

5.5.2.4 An other possibility consists into the temporarily allocation of a published area (includingTerminal Area) or a subdivision of it (e.g. TMA Sector) usually under the responsibility ofa well defined ATS Provider (e.g. Civil ATS Provider) to another ATS Provider (e.g.Military ATS Provider). This area can be used autonomously to allow the conduct of aspecific activity or can be merged with an active area in order to increase the volume oftraffic controlled by the ATS Provider concerned.

5.5.2.5 These arrangements shall be contained within an LoA or an Agreement between theconcerned parties. LoAs or Agreements must contain clear and concise information inorder that no misunderstanding exists, between all signatories, in respect of theirresponsibilities and accountabilities

5.6 ADDITIONAL ASM PROCEDURES WITHIN THE LOWER AIRSPACE

5.6.1 General

5.6.1.1 The procedures described above in para 5.2.to 5.5 are commonly used within the Upper andLower “Controlled” Airspace. However, due to somewhat different composition and natureof the Lower Airspace and the associated flying activities generated by the General Aviation(e.g. Recreational flying, Air Sports, etc) and by the Aerial Work (e.g. EnvironmentalSurveillance, Fire Fighting, Aerial Photography, etc), additional ASM procedures have beenimplemented by States in order to comply with the needs of all airspace users and to ensurethat unnecessary restrictions were not imposed. These proposed “Best Practices” aim atassisting the States to plan for or to enhance the implementation of the FUA within theirLower Airspace.

5.6.2 Lower “Controlled” Airspace

5.6.2.1 Change of Airspace Classification

5.6.2.1.1 In order to increase the flexibility of use of the Lower Controlled Airspace to all airspaceusers, the classification of the airspace could be adapted according to the type of activity.This could be translated into a change in airspace classification, i.e. downgrading, to allowusage by a wider customer group. Should military activities taking place in the LowerControlled Airspace require the provision of Air Traffic Control Service, the associatedairspace classification would be defined accordingly (e.g. Class “B” or “C”). Outside militaryactivities, the airspace classification could change into a Class (e.g. Class “D”) allowingmore freedom to the VFR traffic.

5.6.2.1.2 Such a flexible change of airspace classification shall be published in the AIP in order toinform the wider audience. The publication shall contain a clear definition of the LowerControlled Airspace concerned using latitude and longitudinal co-ordinates, the verticaldimension (bottom and top Level), the airspace classification associated with the relatedhours of activity (e.g. SR/SS, during the weekend, etc) and the contact details (telephonenumber/ RT frequency).



5.6.2.2 Activate Method

5.6.2.2.1 This method consists of pre-defined areas being promulgated as add-on areas to apublished specific Airspace or Area, available on a dynamic basis. Due to the SafetyManagement Systems requirements the activate method is considered unsuitable forTerminal Airspace.

5.6.2.2.2 The activate method may be appropriate for short notice demands, for protection of airtraffic operating under specific conditions, or for activities which are known well inadvance.

5.6.2.2.3 It is suggested not to use this method within airspace classified as E to G as the maindifficulty is the need of achieving a sufficient notification period, for all potential users,prior to "activating" a volume of airspace. However, a possible solution could be topublish airspace in the AIP, including volume and time, and to accord it an A to Dclassification within timescales of pre-defined “activation“.

5.6.2.3 Terminal Areas (CTA, TMA, CTR)

5.6.2.3.1 General

5.6.2.3.1.1 It is suggested that Terminal Areas, and their surrounding airspace, are of a classificationthat would not hinder flexibility, and are managed by defined entities between whom co-ordination can be achieved.

5.6.2.3.1.2 It is possible to arrange the airspace structure, as published in AIPs, to be fixed and/orcyclic. This would involve a portion of airspace being allocated, on a need basis, accordingto a long established timetable.

5.6.2.3.2 De-activate Method

5.6.2.3.2.1 This applies to airspace which is notified for permanent use, or only during specifiedpublished times, by the ATM system but which is available to other airspace users undercertain conditions.

5.6.2.3.2.2 Due to the foreshortened time scales inherent with Terminal Airspace operations, in themajority of cases the D-1 timescale, of the AMC, for the publication of the AUP, may beincompatible with the requirements and ability of Terminal Airspace operations. In thesecases consideration may be given to DELEGATING the Level 2 function from the AMC tothe ATS provider managing the airspace. Any delegation requires to be clearly defined, asto responsibilities, in a LoA.

5.6.2.3.2.3 When it is considered that, for efficiency reasons, the LEVEL 2 function is delegated tothe ATS provider of the airspace concerned, Safety Management demands that the airspacemust be promulgated as being active during the hours published in the AIP and must bereleased, for use by other users when not required

5.6.2.3.2.4 AIPs must be annotated to show that this airspace may be available for use by othergroups and any restrictions which apply to their use.

5.6.2.3.2.5 A change of the airspace classification may be required, i.e. downgrading from an A to Dclassification to an E to G classification., to allow usage by a wider customer group.



5.6.2.3.2.6 An example of this concept would be Terminal Airspace which would require use of avolume of airspace only for a certain runway direction or during periods of complex trafficloading.

5.6.2.3.2.7 Fig. 1 shows, in simplistic form, an historic portion of Terminal Airspace, containing anairport with the predominant use of RWY 27. Increasing traffic levels and size of aircraftresult in severe difficulties when either RWY 22 or RWY 09 are used. A need foradditional airspace to cater for those runways has been identified. The impact, of creatingadditional controlled airspace, has to be kept to a minimum.

KEY:-

Fig. 1 : Terminal Airspace

5.6.2.3.2.8 Fig. 2 shows the same portion (as fig. 1) of Terminal Airspace with “de-activate”airspace. In this scenario the whole outline area (solid, bold and normal) would bepromulgated as Terminal Airspace. The areas X, Y and Z (solid, normal, and dashed)would be annotated as those areas used only at certain times or under certain conditions, inthis case Z when RWY 22 is in use and X and/or Y when RWY 09 is in use.

KEY:-

"Flexible" Areas (X, Y, Z)"De-activate"

Fig. 2 : Flexible Terminal Airspace

27

22

CTR

Outline publishedTerminal Airspace

09

27

22

CTR

Outline publishedTerminal Airspace

X

Y

Z

09



5.6.2.3.2.9 Fig. 3 shows a cross section slice through Fig. 2. Although the areas X and Y areadditional to the original Terminal Airspace (fig. 1), as they are situated at the extremities,they are only a relatively small amount of airspace, in either the vertical or horizontalplane. There is therefore a minimum amount of disruption to other users.

Fig. 3 : TMA cross section

5.6.3 Lower “Uncontrolled” Airspace

5.6.3.1 The main difficulty related to the application of FUA in the Lower “Uncontrolled” Airspaceis the way of informing in real-time the users and/or the ATS Providers about the currentairspace structure and associated status. In order to guarantee the safety and the access to theairspace information to the wider audience, the implementation of FUA in the Lower“Uncontrolled” Airspace is limited to airspace structures (see EUROCONTROL MANUALFOR AIRSPACE PLANNING Volume 2 Section 3) compulsorily published in the AIP withpre-defined activation/de-activation time that shall be strictly respected.

5.6.3.2 However, some types of Special Requirements are currently used by various States in orderto increase the knowledge of the ATS Providers and other Airspace Users on the traffic inevolution inside the Airspace concerned. The authority for these requirements comes fromLevel 1 and provides Levels 2 and 3 with additional influence :

- Requirement for carriage, and use, of radio within a classification that does notnormally require it �.

- Requirement to ascertain current status of airspace, in real time, prior to penetration. Ifno knowledge then pilot must assume that penetration is not authorised.

- Requirement for carriage and use of transponder.

- Changes to weather minima.

- Requirement for FPL.

Note � This has the effect of altering the status of classification E, F or G airspace from a Unknown Traffic

Environment (UTE) into a Known Traffic Environment (KTE)

X YExisting publishedTerminal Airspace



5.6.4 Promulgation and Notification

5.6.4.1 The general methods of promulgation and notification remain as for the Concept.Consideration is required as to the possibility of widening the circulation of the AUP, andthe list of AAs, in order that the information reaches the required wider audience.

5.6.4.2 The AIP shall contain sufficient information to assist the pilot in making the appropriatearrangements for flight safety. The items shall include:

- the volume name/code identifier,

- WGS co-ordinates,

- dimensions (lateral and vertical),

- times/days of operation,

- contact details (telephone number /RT frequency).

5.6.4.3 Different types of airspace users may require differing notification processes andpromulgation requirements, according to the classification/type of the subject airspace. Allentities involved in the management and use of these airspace shall be included in thedistribution lists of AUPs or a similar method sufficient to achieve the requiredpromulgation.

5.6.4.4 It remains a State decision to implement the most effective method of Promulgation andNotification based on its particular requirements.



SECTION 6

PUBLICATION OF ASM INFORMATION

6.1 AIP/NOTAM FOR LEVEL 1 DECISION

6.1.1 An important national task at Level 1 is to publish in national AIPs the status of airspacestructures and ATS routes under its jurisdiction. Another task consists of the co-ordination ofmajor events planned well in advance, such as large scale military exercises or airshows,which require additional segregated airspace. These particular activities need to be publishedby AIS-publication such as NOTAM.

6.1.2 In order to permit AOs and airspace users to become aware of the new flexible structuresimplemented in the ECAC States, the harmonisation and consistency of the publication ofthis information in AIPs is required. The guidelines for an harmonised publication of theAMC manageable areas can be found in the Section 3 para 13 of the EUROCONTROLManual for Airspace Planning.

6.2 SPECIFIC ASM MESSAGES FOR LEVEL 2 DECISION

6.2.1 Airspace Use Plan (AUP)

6.2.1.1 The effective application of the FUA Concept requires that Level 2 airspace allocationdecisions are promulgated daily in an efficient, timely and accurate manner by each AMC bymeans of a national Airspace Use Plan message (AUP).

6.2.1.2 The AUP shall be prepared in a common harmonised format (see Annex 5) using the ACAApplication and shall be published, as soon as possible, and by 14.00 UTC, at the latest�, tocover the 24 hours time period between 06.00 UTC the next day to 06.00 UTC the day after(D 0600 hrs to D+1 0600 hrs). Several AUPs can be sent in one sequence on the last daybefore the closure of the AMC to cover each day of a week-end or “Holidays” period, butwith a maximum of 7 consecutive days . The AUP shall be transmitted to AAs, includingACCs/FMPs and to the CADF and if bilaterally agreed, to adjacent AMCs and to suchinternal agencies as agreed.

6.2.1.3 In order to automate the AUP process within AMCs and AAs, to allow the automatic storageand display of AUPs in ACCs/FMPs and to enable the CRAM to be compiled automaticallyby the CADF, AUPs shall be prepared and distributed to the CADF/AME by means of thecommon “AUP/UUP Composition Application” (ACA) Software set up in CFMU Terminals(see Figure 1 ).

Note � When the airspace allocation decision will not contain CDR 2 activation, but only information on

provisional CDR 1 closures at Level 3 which do not require flight planning actions by AOs nor co-ordination with adjacent States, such AMC decision of CDR 1 unavailability can be promulgated later,even on the day of operations still through the AUP (see para. 4.8.3.4)



Figure 1 : AUPs and CRAM Processing & Distribution

6.2.2 Updated Airspace Use Plan (UUP)

6.2.2.1 After the AMC has completed the allocation process, modification of the airspace allocationmight be necessary in order to take advantage of the cancellation of any previously reservedairspace structure. Changes to the airspace allocation will be effected by the AMC through anUUP on the day of operation.

6.2.2.2 UUPs shall consist of alterations to the current AUP with the aim of improving ATCcapacity and reducing GAT delays through the more efficient use of airspace. In particular,UUPs will contain details of:

� the cancellation of TSAs/TRAs allocated in the current AUP;

� new Category Two CDRs or RCAs made available as a result of TSA/TRA cancellation;

� modifications made to Category Two CDRs or RCAs already listed in the current AUP;

� alterations to, or cancellations of, Closed ATS Routes or Category One CDRs, AMC-Manageable R and D Areas and Reduced Airspace Restrictions listed in the current AUP.

AMCLocalData Base

Optional LocalFile

ACASoftware

CFMU Terminal

TSAs/TRAs, R,D

AdditionalNationalAUP PCsoftware

Local PC

TSAs/TRAs, R, D

LocalPrinter

Fax AUP in hard-copy

ACCs/FMPs

AMCs

NationalAAs

AMCs

AOs

CFMCFM

AMESystem

ENV.Data Base

TACT

IFPS

Routes,CDRs

Routes,CDRs

CRAM*

CRAM*

AOWIR

CRAM*

CFMU

CRAM

AIP Information on CDRs andsome Areas

* In ADEXP and/or Human Readable Format

AUPs in ADEXPAUP AUP

Routes, CDRs,



6.2.2.3 Unlike the AUPs, the UUPs will not be subject to a compilation by the CFMU/CADF into anupdated CRAM. The Category 2 CDRs, made available on the day of operations throughthe UUPs, will be used on a tactical basis through ACC rerouting instructions and to assistTactical ATFM activities.

6.2.2.4 The UUP shall be published in the same common format as the AUP but shall include, inaddition, the Message Number of the AUP it is updating and its period of validity (seeAnnex 6). A minimum of 1 hour shall be allowed between the release of the UUP and thecommencement of any additional Airspace Structures made available by the UUP.

6.2.2.5 The UUP shall be transmitted to the relevant AAs, including ACCs/FMPs, the CFMU/CADFand, if bilaterally agreed, to adjacent AMCs; when necessary, additional UUPs can bepublished in the same way. However, UUPs shall not be transmitted when there are noalterations to be made to the current AUP.

6.2.2.6 In order to automate the UUP process within AMCs and AAs, to allow the automatic storageand display of UUPs, UUPs shall be prepared by means of the common “AUP/UUPComposition Application” (ACA) Software set up in CFMU Terminals (see Figure 1).

6.2.3 Conditional Route Availability Message (CRAM)

6.2.3.1 As AUPs are not sent individually to AOs, the information provided by AMCs on the CDRavailability in the ECAC area shall be disseminated by the CFMU/CADF by means of aconsolidated international message, the CRAM, to operators for flight planning purposes.

6.2.3.2 The CRAM shall contain mainly the Category 2 CDRs made available in the AUPs. TheCRAM will contain additionally, when applicable, information on CDR 1 closures asrepetition, for safety reason, of the decision already published with appropriate advance AISnotice, as well as any other closures of permanent ATS routes (see para. 4.5.2.4).

6.2.3.3 The CRAM shall be prepared in a harmonised formats� (see Annex 7) by means of the“ATFM Messages Exchange” (AME) system. The CRAM shall be published by 15.00 UTCto cover the 24 hours time period between 06.00 UTC the next day to 06.00 UTC the dayafter (D 0600 hrs to D+1 0600 hrs). The CRAM shall be transmitted in the required format toselected AOs and AROs (current ANM addressees), ACCs/FMPs concerned and to allAMCs.

6.2.3.4 Functional specifications for a CRAM message in ADEXP format are described in theEUROCONTROL Standard Document on “ATS Data Exchange Presentation” (ADEXP) andthe Document “DPS.ET1.ST10.2000-FS-01-00”. However, so as to permit manualprocessing, the CRAM would also be disseminated in a human-readable format� (see Figure1). As for AUPs and UUPs, different ways of transmitting the CRAM can be used, theseinclude AFTN & SITA. In addition, CFMU Terminal users are able to directly display andprint the CRAM messages. The CRAM is also used by the IFPS for checking and correctionprocess of Flight Plan Messages (FPMs : RPL, FPL etc.) according to the daily availableCDRs (see Section 4 Figure 5).

Note � The AME system provides two CRAM formats for distribution, one in a “Human Readable Format”

for manual processing and the other, on request, in “ADEXP Format” for automated processing inflight planning systems



6.2.3.5 On very rare occasions, a released CRAM message may require updating due to errors oromissions. In such circumstances, the CRAM is amended by issuing a "CRAM Correction"message in the form of an Air Traffic Flow Management Information Message (AIM). Anexample of a fictitious CRAM Correction Message is at Annex 7 Page 8.

6.2.3.6 In order to respond to the dynamic nature of the CRAM information and to allow an easyaccess to the daily CRAM for all airspace users and ATS providers concerned, a CRAMVIEWER has been developed as an interactive secured world wide web tool(http://cram.ecacnav.com). The CRAM Viewer is a complementary tool to the otherexisting means of distribution of CRAM information and adds to these information someuser aiding data access functionality including dynamic mapping of the airspaceenvironment.

6.3 PUBLICATION ISSUES ON EARLY ACCESS TO WEEKEND/CONDITIONALROUTES.

6.3.1 AIPs Publication of Weekend/Conditional Routes

6.3.1.1 CDRs used at Weekend are defined as such in AIPs and are categorised as CDR 1 duringthe weekend period and as CDR 2 during other days when they form part of sub-sets ofroutes or can be individually opened during busy days.

6.3.1.2 A common page shall be included in national AIPs to explain the Weekend RoutesProcedures in each ECAC State and in particular the definition of the weekend period (seeexample at Annex 8 page 1 & 2).

6.3.2 Common AIP Supplement Publication

6.3.2.1 Each ECAC State concerned must publish every year in March a common AIP Supplementwith the agreed list of Busy Fridays (see Section 3 Figure 4), for the following SummerSeason on which early access to Weekend/Conditional Routes will be possible from 10.00UTC.

6.3.2.2 In addition, the AIP Supplement shall contain the list of CDRs concerned by the EarlyAccess agreement together with the extension of their categorisation as CDR 1 from 10.00UTC on the agreed Busy Fridays (see Annex 8 page 3).

6.3.3 NOTAM Publication

6.3.3.1 In the event that the early access arrangements for Busy Fridays in a State have to becancelled because of unexpected military activities, a NOTAM with at least 4 days noticewill be dispatched on the Monday preceding the Busy Friday in question (see Section 3Figure 5 - Column“b”).

6.3.4 AUPs/CRAM Publication

6.3.4.1 When early access to all or part of Weekend/Conditional routes in a State would not bepossible on a Busy Friday, a NOTAM with at least 4 days notice must be dispatched on theMonday preceding the Busy Friday in question (see para. 6.3.3.1). The information on thiscancellation must be repeated in the Thursday AUP & CRAM with reference to thecancelling NOTAM.



6.3.4.2 In the event that early access to sub-sets of Weekend routes during Other Busy Days canbe agreed, the AMC must notify the CADF of extra route-availability through the AUP forinclusion in the associated CRAM.

6.4 UP TO DATE INFORMATION ON CURRENT USE OF AIRSPACE AT LEVEL 3

6.4.1 All civil and military ATS units and AAs concerned, shall be provided manually with up-to-date information on the current use of airspace, so as to make efficient use of all availableairspace.

6.4.2 At a later stage, this “Airspace Use Data Information Function” will need to be system-supported for a more efficient exchange of information.



SECTION 7

FUA INDICATORS

7.1 GENERAL

7.1.1 Introduction

7.1.1.1 An important task at Level 1 & 2 is the continuous monitoring of the efficiency of theapplication of the FUA Concept. This Section contains information regarding FUAIndicators to be used for the assessment of the efficiency of the national application of theFUA Concept.

7.1.1.2 The development of FUA Indicators for the assessment of the efficiency of the applicationof the FUA Concept in the ECAC States started with the work in AHGOFI and continuedin the FUA DG. The methods and algorithms described hereafter are based on what wasdeveloped by the AHGOFI and FUA DG and agreed by the ANT in regard to FUAIndicators development.

7.1.1.3 The FUA Indicators are developed in the broader context of the monitoring of the ATMperformances against civil and military airspace users needs and for the assessment of theFUA effectiveness in terms of impact on civil and military airspace users, ATM servicesprovision and civil/military co-ordination.

7.1.2 FUA indicators

7.1.2.1 In this stage two categories of indicators were developed - the FUA Use Rates (FUR)Indicators and the Flight Economy Indicators (FEI).

7.1.2.2 The FUA Use Rates Indicators are meant to provide information about the rate ofavailability of the FUA airspace structures and about the interest of the users in thosestructures.

7.1.2.3 The Flight Economy Indicators provide information about the possible economy or lost –in terms of distance, flying time or fuel consumption – to be expected by the users whileusing FUA airspace structures.

7.1.2.4 Other FUA Indicators are under development in order to monitor the ATM performancesagainst civil and military airspace users needs and for the assessment of the FUAeffectiveness in terms of impact on civil and military airspace users, ATM servicesprovision and civil/military co-ordination.

7.1.3 Definitions

Interested flight : A flight becomes ‘interested’ in a certain route if that route is theshortest possible available.

Recorded flight: Flight Plan Data for a specific flight as recorded by the ARC System ofCFMU.

Alternate route: The shortest route on which a flight will re-route as a consequence of acertain route segment becoming unavailable.

Busy Friday: Friday between 1st of May and 1st of November on which, uponinternational agreement, early access from 1000 UTC to CDRs(weekend routes) is possible.



7.1.4 Acronyms used for defining the FUA Indicators

AFE Actual Flight Economy

AHGOFI Ad-Hoc Group on FUA Indicators

ALTN Alternate route

AMN Airspace Management and Navigation

ARFL Total Number of Aircraft having filed an FPL on a CDR during a giventime period

ANRF Total Number of Aircraft having filed an FPL/RPL on the ALTN of aCDR during a given time period

ARC Archive System of the CFMU

ASM SG Airspace Management Sub-Group

AU Total Number of Aircraft having actually used a CDR during a giventime period

BDI Better Traffic Distribution Indicators

CDR Conditional Route (all the categories and other details are to be foundin the EUROCONTROL Handbook for Airspace Managementdocument ASM.ET1.ST08.5000-HBK-01-00)

CFMU Central Flow Management Unit

CRAM Conditional Route Availability Message (all the details are to be foundin the EUROCONTROL Handbook for Airspace Managementdocument ASM.ET1.ST08.5000-HBK-01-00)

D Number of days during a given time period

FEI Flight Economy Indicators

FEL Flight Economy Lost

FEO Flight Economy Offered

FER Flight Economy Realised

FUA Flexible Use of Airspace

FUA DG Flexible Use of Airspace Drafting Group

FUR FUA Use Rates

ICI Increase in ATM System/Sector Capacity Indicators

OD Total Opening Hours of a CDR between 04.00 UTC and 22.00 UTC

ON Total Opening Hours of a CDR between 22.00 UTC and 04.00 UTC

OPS LOG CFMU recording of the daily live operations on their static databases

PFE Potential Flight Economy

PFER Potential Flight Economy Rate

PU Average Number of Potential Users of an available CDR during a giventime period

RAI Rate of Aircraft Interested



RAU Rate of Actual Use of CDR

RDI Reduction in Delays Indicators

RoCA Rate of CDR Availability

SR1 Length (in NM) of a CDR

SR6 Length (in NM) of a ALTN

TA Total Number of Aircraft having filed an FPL/RPL on a CDR or itsALTN during a given time period

TPFE Total Potential Flight Economy

TWAI Time Window of Availability Indicator

7.2 FUA USE RATES (FUR)

7.2.1 Rate of CDR Availability (RoCA)

7.2.1.1 Definition:

RoCA represents the average CDR availability according to the CRAM related to a giventime period.

RoCA represents (in %) the ratio of the total CDR segment opening, whatever category itmay be, to the total time of days (D) during a given time period.

RoCA is balanced according to the fact that:- 96% of GAT is operating between 04.00 and 22.00 UTC- CDRs are very often available between 22.00 and 04.00 UTC but, on average, only

4% of the traffic is operating during this period.

7.2.1.2 Usage:

RoCA computed individually :- assessment of a particular CDR in order to determine the potential for re-categorisation;- or the effectiveness of the negotiation process (at FUA Level 1 for CDRs 1 and at FUA

Level 1,2 for CDRs 2).

RoCA computed as an average :- assessment of the effectiveness of a certain AMC – for an analysis made at the

national level;- or assessment of the effectiveness of FUA operations in general – for an analysis

made at the level of ECAC

7.2.1.3 Formula:

RoCA = (OD x 0.96)/(18 x D) + (ON x 0.04)/(6 x D)



For a CDR 1/2 the following method to compute the OD and ON is proposed:

In the figure above, FL0 means the lowest FL available for a given CDR segment and FL4represents the highest FL available for the same CDR. As may be observed, the route mayhave a different definition on each layer of flight levels (CDR1 between FL0 and FL1,CDR2 between FL1 and FL2, etc).

The following formula is proposed for determining the OD and ON for such a CDRsegment:

OD = Σj (ODCDR1j x Rj) + Σk (ODCDR2k x Rk)

Where

Rj = (maxFLj – minFLj) /(maxFLroute-minFLroute)�

And

ODCDR1j and ODCDR2k are obtained by collecting the availability information (published in theAIP and in the CRAM).

A similar formula is used to obtain the ON:

ON = Σj (ONCDR1j x Rj) + Σk (ONCDR2k x Rk)

7.2.2 Rate of Aircraft Interested (RAI)7.2.2.1 Definition:

RAI represents the average number of aircraft interested in filing flight plans to takeadvantage of an available CDR.

RAI represents (in %) the ratio of the number of flights planned on an available CDR tothe number of potential users of this CDR.

7.2.2.2 Usage:

RAI computed individually :- assessment of a particular CDR in order to determine the potential for re-

categorisation;

Note � Expressed in number of FLs



- or the effectiveness of the negotiation process (at FUA Level 1 for CDRs 1 and atFUA Level 1,2 for CDRs 2).

RAI computed as an average :- assessment of the effectiveness of a certain AMC – for an analysis made at the


made at the level of ECA

7.2.2.3 Formula: The total number of aircraft (TA) having filed an FPL/RPL on a CDR or itsalternate is balanced according to the Rate of CDR Availability (RoCA) in order torepresent the Potential Users (PU) of this CDR.

RAI = ARFL/PU�

where

PU = ARFL + (ANRF x RoCA�� )

7.2.3 Rate of Actual Use of CDR (RAU)7.2.3.1 Definition:

RAU represents the average number of aircraft having actually used an available CDRduring a given time period.

RAU represents (in %) the ratio of the number of flights (AU) having actually used anavailable CDR to the number of potential users (PU) of this CDR.

7.2.3.2 Usage:

RAU computed individually :- assessment of a particular CDR in order to determine the potential for re-

categorisation;- or the effectiveness of the negotiation process (at FUA Level 1 for CDRs 1 and at

FUA Level 1,2 for CDRs 2).

RAU computed as an average :- assessment of the effectiveness of a certain AMC – for an analysis made at the



This indicator has been developed with the aim of giving information as close to the actualusage of the airspace as possible.

7.2.3.3 Formula:

RAU = AU/PU�

Note � The formula used to determine the total number of potential users may be further refined if a suitable

data source is available.�� ANRF x RoCA represents the total number of flights which could use a particular CDR but the flight

plan is filed through the alternate of that CDR.



7.2.4 Time Window of Availability (TWAI) 7.2.4.1 Definition:

This indicator gives, for a time period to be assessed each day, the number of occurrencesof similar time-windows in the opening of a CDR segment in a certain FIR.

It could be also used to highlight – for only one day of operation investigated – windowsof opening of less than a value determined as being the minimum required to enable flightplanning.

7.2.4.2 Usage:

TWAI computed for one day of operation : assessment of a particular CDR in order todetermine the effectiveness of the negotiation process (at FUA Level 1 for CDRs 1 and atFUA Level 1,2 for CDRs 2) based on the number of hour of opening and on the size of thewindows of opening

TWAI computed as a sum for more than one day of operations :- assessment of the negotiation effectiveness of a certain AMC – for an analysis

made at the national level;

- or assessment of the effectiveness of FUA operations in general – for an analysismade at the level of ECAC

7.2.4.3 Formula: The horizontal segments in Table 1 below represent the time-window of opening ofa certain CDR for the same day (e.g. Monday) in each week assessed. The hours are thenumbers above the Table 1 and the numbers below the Table 1 represents the sum ofoccurrences for the whole period assessed.

Table 1

7.2.4.4 Publication: The results can be presented in different formats as follows:

Table 2

where the results are given for all the CDR segments assessed but summed for the wholeperiod analysed, or

This indicator could becomplemented with data onTSA/TRA activity period.



Table 3where the results are given for all the CDR segments assessed but for only one day ofoperations.

The following pie chart representation may be used to better visually compare thedifferences in values.



7.3 FLIGHT ECONOMY INDICATORS (FEI)

7.3.1 General

The flight economy indicators described hereafter are by default expressed in NM. Thevalues obtained could be translated into fuel, time or emissions. This translation can beperformed using different coefficients to be multiplied with the result in NM as follows:

� Savings in fuel = {indicator value in [NM]} x coef. F [tones of fuel/NM];� Savings in time = {indicator value in [NM]} x coef. T x 60 [minutes/NM].

Coef. F : average consumption of fuel in Tones/NMCoef. T : average speed in kts

7.3.2 Potential Flight Economy (PFE)7.3.2.1 Definition:

PFE represents Flight Economy to be potentially realised using a particular CDR madeavailable H24.

PFE represents (in NM), the economy realised in using a CDR instead of its alternate(ALTN).

The PFE indicator would be used in all the following indicators, as it is the basis for thecomputation of the flight economy.

7.3.2.2 Usage:

PFE computed individually :- assessment of a particular CDR in order to determine the potential for re-

categorisation or the effectiveness of the negotiation process (at FUA Level 1 forCDRs 1 and at FUA Level 1,2 for CDRs 2)- the value could also be used to influence the airspace design in the area of that

CDR

PFE computed as an average :- assessment of the effectiveness of a certain AMC by determining the average

routing optimisation offered by the FUA structures – for an analysis made at thenational level;

- or assessment of the effectiveness of FUA operations in general – for an analysismade at the level of ECAC.

7.3.2.3 Formula:

PFE = SR6� - SR1 [NM]

Note � SR6 represents the distance flown on the alternate of a CDR. An average value for the alternate of a

CDR or for the difference (SR6 – SR1) may be used if an algorithm to determine that value isavailable.



7.3.3 Total Potential Flight Economy (TPFE)7.3.3.1 Definition:

TPFE represents Flight Economy to be realised by all the aircraft potentially interested(TA) in using a CDR made available H24.

TPFE represents (in NM), the economy realised in using a CDR instead of its alternate(ALTN).

7.3.3.2 Usage:

TPFE computed individually :- assessment of a particular CDR in order to determine the potential for re-


FUA Level 1,2 for CDRs 2)

TPFE computed as a total :- assessment of the effectiveness of a certain AMC – for an analysis made at the


made at the level of ECAC.

The comparison between the value of this indicator and the FER and FEO indicators maygive an indication of the current potential of a particular CDR.

7.3.3.3 Formula:

TPFE = TA x PFE [NM]

7.3.4 Flight Economy Realised (FER)7.3.4.1 Definition:

FER represents Flight Economy Realised (in NM) by flights having filed FPLs (ARFL) inorder to use an available CDR.

7.3.4.2 Usage:

FER computed individually :- assessment of a particular CDR in order to determine the potential for re-



FER computed as a total :- assessment of the effectiveness of a certain AMC – for an analysis made at the



7.3.4.3 Formula:

FER = ARFL x PFE [NM]



7.3.5 Flight Economy Lost (FEL)

7.3.5.1 Definition:

FEL represents Flight Economy potentially Lost (in NM) by users having NOT filed a FPLto take advantage of a CDR made available

7.3.5.2 Usage:

FEL computed individually :- assessment of a particular CDR in order to determine the potential for re-

categorization;- or the effectiveness of the negotiation process (at FUA Level 1 for CDRs 1 and at


FEL computed as a total :- assessment of the effectiveness of a certain AMC – for an analysis made at the



7.3.5.3 Formula:

FEL = (ANRF x RoCA) x PFE [NM],

where (ANRF x RoCA) represents the total number of flights that may use a CDR but theflight plan route is through the alternate of that CDR.

7.3.6 Flight Economy Offered (FEO)

7.3.6.1 Definition:

FEO represents Flight Economy (in NM) to be realised by Potential Users (PU) of a CDRmade available.

FEO represents also Flight Economy Realised (FER) by flights (ARFL) having filed FPLsin order to use an available CDR and Flight Economy (FEL) that could have been saved byusers (ANRF) having NOT filed a FPL on that available CDR.

7.3.6.2 Usage:

FEO computed individually :- assessment of a particular CDR in order to determine the potential for re-



FEO computed as a total :- assessment of the effectiveness of a certain AMC – for an analysis made at the



7.3.6.3 Formula:

FEO = FER + FEL [NM]



7.3.7 Actual Flight Economy (AFE)

7.3.7.1 Definition:

AFE represents Flight Economy (in NM) realised by flights that have actually used anavailable CDR.

7.3.7.2 Usage:

AFE computed individually :- assessment of a particular CDR in order to determine the potential for re-



AFE computed as a total :- assessment of the effectiveness of a certain AMC – for an analysis made at the



7.3.7.3 Formula:

AFE = AU x PFE [NM]


Edition 2.0 Released Issue Bibliography - Page 122/10/03

BIBLIOGRAPHY

Final Report of the Task Force on Airspace Structure and Management.(EUROCONTROL Doc 92.10.13 - July 1992)

Report on the Organisational Structures and Procedures Required for the Application of the Concept ofthe Flexible Use of Airspace.(EUROCONTROL Doc 94.70.08 - March 1994)

Report on Route Network Development and Associated Sectorisation Improvements in the ECAC Area.(EUROCONTROL Doc 95.70.05 - January 1995)

Functional Specifications for System Support for Airspace Management and Civil/Military Co-ordination.(EUROCONTROL Document DPS.ET1.ST10.2000-FS-01-00 - 15 May 1996)

Guidance Document for the Implementation of the Flexible Use of Airspace Concept.(EUROCONTROL Document ASM.ET1.ST08.5000-GUI-02-00 - 18 August 2003)

ATS Data Exchange Presentation (ADEXP)(EUROCONTROL Standard Document DPS-ET1-ST09-STD-01-00)

EUROCONTROL Airspace Strategy for the ECAC States(EUROCONTROL Document ASM.ET1.ST03.4000-EAS-01-00 – 18 January 2001) .

Transition Plan for the Implementation of the EUROCONTROL Airspace Strategy for the ECAC States(EUROCONTROL Document ASM.ET1.ST03.4000-TPIAS-01-01 – 19 April 2002)

EUROCONTROL Manual for Airspace Planning – Volume 2 - “Common Guidelines”(EUROCONTROL Document ASM.ET1.ST03.4000.EAPM.02.02 – 22 October 2003)

ICAO Documentation

Annex 2 Rules of the Air

Annex 11 Air Traffic Services

Annex 15 Aeronautical Information Services

Doc. 4444 Rules of the Air and Air Traffic Services

Doc. 7754 EUR Air Navigation Plan

Doc. 8126 Aeronautical Information Services Manual

Doc. 9426 Air Traffic Services Planning Manual

Doc. 9554 Manual Concerning Safety Measures Relating to Military Activities PotentiallyHazardous to Civil Aircraft Operations


Bibliography - Page 2 Released Issue Edition 2.022/10/03



Edition 2.0 Released Issue List of Annexes – Page 122/10/03

LIST OF ANNEXES

Annex 1 : General Overview and Process of the FUA Concept - Handbook Cross-Reference Table

Annex 2 : ATS Route Network Planning and Development Process

Annex 3 : Common ATS/ASM/ATFM Timetable

Annex 4 : Airspace Charter.

Annex 5 : Description of the AUP Message

Annex 6 : Description of the UUP Message

Annex 7 : Description of the CRAM Message

Annex 8 : Illustrative examples of Weekend Routes publications

Annex 9 : Draft AMC Co-ordination Letter of Agreement


List of Annexes – Page 2 Released Issue Edition 2.022/10/03


Edition 2.0 Released Issue Annexe 1 – Page 122/10/03

GENERAL OVERVIEW AND PROCESS OF THE FUA CONCEPTHANDBOOK CROSS-REFERENCE TABLE

Annex 1

STRATEGIC (ASM LEVEL PRE-TACTICAL (DAY BEFORE OPERATION) (ASM LEVEL 2) TACTICAL – (DAY OF OPERATION) (ASM Level 3)

Route AvailabilityDocument

UpdateATS/CFMU

Database

Forecastdemand

Assess MilitaryControl

Requirements

Copy AUP

Assess trafficdemand

Assess Trafficdemand/Capacity

imbalanceCalculate new

sector capacities

Update ATS/CFMUDatabase

IssueANM

File OAT FlightPlans

Route CrossingCo-ord. [5.3.1]

Ad-Hoc Delineation[3.2.7.2.3]

Cancelunrequired

requests [4.2]

Re-allocateAirspace

[4.5]

Issue UUP[6.2.2]

Use short noticerouteing [4.7.2]

ActivateCDRs

Re-routetraffic asnecessary

Ad-Hoc Delineation[3.2.7.2.3]

Airspace CrossingCo-ord. [5.3.2]

Update ATS/CFMUDatabase

AO

ARO

CivilControllers

FMP/ACC

CFMU:

CADF

FMD

AMC

MilitaryControllers

High LevelPolicy Body

MilitaryFlying Units

File Flight Plans [4.7.2] [4.7.4] [6.2.3]

Issue CRAM[6.2.3]

Issue AUP[6.2.1]

RequestCDRs[4.3]

AllocateAirspace

[4.5]

Request AMCManageableAreas [4.2]

Review National Airspace [3.2]

Define rules for AMC [3.4]

Publish AirspaceStructures [6.1]

File repetitive Flight Plans [4.7.2]

AA

FUAefficiency[Section 7]

Early Access to WeekendRoutes [3.3.3.1]

Extended Holiday Period [4.6]

Publish FTI [4.9]

Lead AMC[4.5.3]

AssessTSA/TRA/CBA

Demand

Plans use ofTSAs/TRAs/CBAs

[2.3.3] [2.3.4]

ActivateDe-activate Airspace

Ad-HocDelineation[3.2.7.2.2]

Dynamic AirspaceManagement [3.2.7.]

Assess sectorcapacity


Annexe 1 – Page 2 Released Issue Edition 2.022/10/03

Annex 2EUROCONTROL HANDBOOK FOR AIRSPACE MANAGEMENT

Edition 2.0 Released Issue Annex 2 - Page 122/10/03

ATS ROUTE NETWORK PLANNING/ DEVELOPMENT PROCESSATS ROUTE NETWORK PLANNING/ DEVELOPMENT PROCESS

Participants :

ANALYSIS

PLANNING,

COORDINATION

and

VALIDATION

APPROVAL

IMPLEMENTATION

Assessment of Air Trafficdemands(including changes/evolution)

ARN

Identification/Validationof traffic flows to be accommodated in ARN Critical Review

of1. ARN2. Traffic demand3. Current Route Network

Consolidated PlanningPrinciples & Criteria

Identification & Analysisof shortcomings in ARNand/or current routes Network

National and/or Sub- regional RND Studies

Development of proposalsto complement

and/or upgrade ARN

Detailed Studies carried outby the “SpecialisedGroups” to validate oramend above proposals(Simulations whererequired)

counterproposals

Revisedproposals

validation

Monitoring, coordination & integrationof the Specialised Groups’ outcome

• Consolidation of the proposed•improved ARN

Finalisation of EUR-ANPAmendment proposal ICAO procedure

ICAO Procedure for theamendment of approved

Regional Plans

Implementation by StatesCoordinated by EUROCONTROL

Definition of ImplementationProgrammes

Schedule and Phases

to be validated by

App

rove

d ne

wA

RN

Prop

osed

impr

oved

AR

NEx

istin

g A

RN

ANT (RNDSG):EUROCONTROLSTATESAIRSPACE USERSICAO

STATES: NATIONALADMINISTRATIONS(enlarged)

AIRSPACE USERS

ICAO

EUROCONTROL (central agent)


Annex 2 – Page 2 Released Issue Edition 2.022/10/03




ATS/ASM/ATFM STRATEGIC TIMETABLE

Winter - Spring

New airspacestructures

New routeingscenarios

RAD

D-1 (Day before Operation)

NationalAppr

ovedAgencies

AMC

FMP/ACC

CADF

CFMU/FMD

CDR 2availabilityrequest

Civil/Militaryairspacerequest

ASM LEVEL 1

STRATEGIC ATFM

ASM LEVEL 2

PRE-TACTICAL ATFM

D-2 (Two Days before Operation)

International Route NetworkDevelopment

Traffic flowadjustmentrequirement

National AirspaceReview



ATS/ASM/ATFM PRE-TACTICAL TIMETABLE

Newairspacestructures

Newrouteingscenarios

Civil/Militaryairspace request

D

CRAM

AUP

NationalApprovedAgencies

AMC

FMP/ACC

CADF

CFMU

ASM LEVEL 3 LEVEL 1

TACTICAL ATFM

Traffic flowadjustmentrequirement

Spring

D-1 (Day before Operation)D-2

D-1

D

Updated ATS/CFMU database

ASM LEVEL 2

PRE-TACTICAL ATFM

UUP

Civil/MilitaryAirspaceDe-activation

10.00 14.00 15.00 06.00

Updatedcapacityfigures

CDR 2 availabilityrequest



ATS/ASM/ATFM TACTICAL TIMETABLE

AUP

Updated ATS/CFMU database

Civil/Militaryairspacerequest

NationalApprovedAgencies

AMC

FMP/ACC

CADF

CFMU

TACTICAL ATFM

ASM LEVEL 3ASM LEVEL 2

PRE-TAC

D

Civil/Military airspace de-activation

UUP

06.00

D (Day of Operation)


STATE REGULATORYAUTHORITY

AIRSPACE CHARTER

FOR THE FORMULATION OF

THE NATIONAL AIRSPACE POLICY

Document Identification :Effective :


Edition 2.0 Released Issue Annex 4 - Page i22/10/03

DOCUMENT APPROVAL

The following table identifies the management authorities who have approved the currentissue of this Charter.

CIVIL REPRESENTATIVE MILITARY REPRESENTATIVE

AUTHORITY

NAME ANDSIGNATURE

DATE


Annex 4 - Page ii Released Issue Edition 2.022/10/03



Edition 2.0 Released Issue Annex 4 - Page iii22/10/03

DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of andamendments to the present Charted.

EDITION .AMENDEMENT

DATE REASON FOR CHANGE PAGESAFFECTED


Annex 4 - Page iv Released Issue Edition 2.022/10/03



Edition 2.0 Released Issue Annex 4 - Page v22/10/03

CHECKLIST

Page Date Page Datei Appendix A

iii Appendix Bv Appendix C

vii Appendix Dix Appendix E1234567


Annex 4 - Page vi Released Issue Edition 2.022/10/03



Edition 2.0 Released Issue Annex 4 - Page vii22/10/03

TABLE OF CONTENTS

Pages

DOCUMENT APPROVAL i

DOCUMENT CHANGE RECORD iii

CHECKLIST v

TABLE OF CONTENTS vii

ABBREVIATIONS ix

1. PURPOSE 1

2. ROLE OF THE NATIONAL HIGH LEVEL POLICY BODY 1

3. STRATEGIC OBJECTIVES 1

4. RESPONSIBILITIES 2

5. PRINCIPLES 3

5.1 General 35.2 Safety 35.3 Consultation 35.4 Co-operation 35.5 Notification 35.6 Environment 3

6. WORKING ORGANISATION 4

7. AIRSPACE POLICY FORMULATION AND REVIEW PROCESS 4

8. AIRSPACE CHANGE PROCESS 5

9. DYNAMIC AIRSPACE MANAGEMENT 6

10. CROSS-BORDER OPERATIONS 6

10.1 Cross-Border Area 610.2 Cross-Border CDR 710.3 Lead AMC 7

11. AIRSPACE DELINEATION 7

12. PUBLICATION 7


Annex 4 - Page viii Released Issue Edition 2.022/10/03



Edition 2.0 Released Issue Annex 4 - Page ix22/10/03

ABBREVIATIONS

(List and define all abbreviations used in the Charter)

AA Approved AgencyAIRAC Aeronautical Information, Regulation and ControlAIS Aeronautical Information ServiceAMC Airspace Management CellAO Aircraft OperatorASM Airspace ManagementATC Air Traffic ControlATS Air Traffic Services

CADF ECAC Centralised Airspace Data FunctionCBA Cross-Border AreaCDR Conditional RouteCFMU Central Flow Management Unit

DAM Dynamic Airspace ManagementDOC Document

ECAC European Civil Aviation Conference

FUA Flexible Use of Airspace

IA Impact AssessmentICAO International Civil Aviation Organisation

LoA Letter of Agreement

NASMAC National Airspace Management Advisory CommitteeNATO North Atlantic Treaty Organisation

PCA Prior Co-ordination Airspace

RCA Reduced Co-ordination Airspace

TRA Temporary Reserved AreaTSA Temporary Segregated Area


Annex 4 - Page x Released Issue Edition 2.022/10/03




AIRSPACE CHARTER

1. PURPOSE

1.1 This Charter is designed to assist airspace users and ATC service providers. It definesthe authorities, responsibilities and principles by which the National High-LevelAirspace Policy Body, as the airspace approval and regulatory authority, conducts theplanning of airspace.

1.2 The Charter incorporates as Annexes the processes used to provide a high qualityservice to airspace users and ATC service providers through the safe, accurate andtimely planning, approval and promulgation of national airspace arrangements.

2. ROLE OF THE NATIONAL HIGH LEVEL POLICY BODY

2.1 The role of the National High-Level Airspace Policy Body is to ensure a safe andefficient use of the national airspace structure and ATS route network and to provide acontinuum and transparency of operational handling at national boundaries based onharmonised agreements derived from collaborative airspace planning with neighbouringStates.

2.2 This is to be achieved through the development, approval and enforcement of commonnational policies for an effective airspace allocation and review process, taking intoaccount the needs of all stakeholders, including national security and defence needs,environmental issues as well as any particular neighbouring States requirements.

3. STRATEGIC OBJECTIVES

3.1 The Strategic Objectives for the National High-Level Airspace Policy Body are :

g) To maintain and actively seek to improve the safe and effective management of theairspace and its supporting infrastructure.

h) To carry out fair and effective regulation of the airspace system.

i) To build confidence and respect between airspace regulators and all other stakeholdersthrough consultation and co-operation.

j) To maintain and improve standards of service through effective planning andmonitoring of the high-level body’s key processes and activities.

k) To accommodate shared use of national airspace by all user groups.

l) To harmonise airspace management procedures with neighbouring States.


Annex 4 - Page 2 Released Issue Edition 2.022/10/03

4. RESPONSIBILITIES

4.1 The permanent National High-Level Airspace Policy Body is required to perform the followingfunctions:

e) To formulate the national policy for airspace management.

f) To reassess the national airspace structure and ATS route network periodically with theaim of planning, as far as possible, for flexible airspace structures and procedures;

g) To validate activities requiring airspace segregation and assess the level of risk for otherairspace users;

h) To plan the establishment of CDRs, TSAs/TRAs, CBAs and RCAs;

i) To establish controlled airspace and ATS airspace classifications taking into account theFUA concept;

n) To publish in the national AIP the status of airspace structures and ATS routes under itsjurisdiction;

o) To establish criteria allowing Level 2 and/or Level 3 to perform Dynamic AirspaceManagement;

p) To co-ordinate major events planned well in advance of the day of operation, whichrequire additional segregated airspace such as large scale military exercises, and notifythese activities by AIS-publication;

q) To periodically review the national airspace needs and, where applicable, cross-borderairspace utilisation;

r) To periodically review the procedures and efficiency of FUA Level 2 operations, thesubmission of airspace requests by the national Approved Agencies (AAs), and thenegotiating procedures and priority rules for AMC airspace allocation;

s) To periodically review the procedures and efficiency of FUA Level 3 operations, theprompt exchange and dynamic update of all necessary flight plan and radar data, and theuse of adequate civil/military co-ordination facilities;

t) To provide a continuum and transparency of operational handling at nationalboundaries through collaborative airspace planning and harmonised airspacemanagement procedures with neighbouring States.



5. PRINCIPLES

5.1 General

5.1.1 Principles sustaining the above Strategic Objectives and Functions of the National High-LevelBody are mainly related to Safety, Consultation, Co-operation, Notification and Environmentissues.

5.2 Safety

5.2.1 Safety is the paramount concern for the National High-Level Airspace Policy Body in carryingout its responsibilities. Safety performance levels shall be maintained or enhanced, and theplanning of airspace arrangements shall take account of obligations imposed by higherauthorities and safety regulation requirements.

5.2.2 The National High-Level Airspace Policy Body will conform with international best practicesand will ensure that the Airspace Change Processes, procedures and instructions arecompatible with appropriate Military and Civil Aviation safety procedures.

5.2.3 When considering and refining a proposal for an airspace change, the National High-LevelAirspace Policy Body will review, if required, the safety assessment of each case as suppliedby the customer, to ensure that national and international plans evolve in an overall risk-reducing manner.

5.3 Consultation

5.3.1 Consultation with airspace users, service providers and other relevant bodies will beconducted with the aim of obtaining consensus, wherever possible, before making changes inthe planning or design of airspace arrangements.

5.3.2 The National High-Level Airspace Policy Body is charged with reconciling civil and militaryoperational needs, without affording preferential treatment to either, and ensuring thatairspace planning takes into account all user interests.

5.4 Co-operation

5.4.1 Close co-operation will be maintained with national and international partners to ensure thatnational airspace planning and policies are consistent with national and internationalcommitments and programmes.

5.5 Notification

5.5.1 The National High-Level Airspace Policy Body is required to ensure that the promulgation ofairspace policy, the implementation of new airspace structures and procedures is notifiedwithin an adequate timescale allowing sufficient time to all airspace users and ATS providersto comply with the new requirements.

5.6 Environment

5.6.1 The environmental impact of airspace design and planning is to be taken into account at theearliest possible stage when revising airspace procedures and arrangements.



5.6.2 The National High-Level Airspace Policy Body is also required to ensure, where appropriate,that any changes, which may have an adverse impact on the noise disturbance in the vicinityof an airport, are the subject of proper consultation with all those concerned.

6. WORKING ORGANISATION

6.1 The National Airspace Management Advisory Committee established by the National High-Level Airspace Policy Body will be consulted for advice and views on any major matterconcerned with airspace management (see Appendix C). [Depending on the size of the ATSorganisation and the mandate of the National High-Level Airspace Policy Body, the tasksdedicated to the Advisory Committee can be carried out inside the National High-LevelAirspace Policy Body, as a supplementary function.]

6.2 The main task of Advisory Committee is to assist the National High-Level Airspace PolicyBody in the development of airspace policies, configurations and procedures in order that dueattention is given to the diverse requirements of all airspace users and ATS providers, civiland military.

6.3 The Committee may be chaired by the Chairman of the National High-Level Airspace PolicyBody, with membership covering the whole spectrum of the State aviation community andremaining under constant review.

6.4 Most of the National Airspace Management Advisory Committee business will be conductedby correspondence, but the Committee will meet in Plenary Session on request. A proposal,which may originate within the National High-Level Airspace Policy Body or be initiated by amember organisation, will be circulated for NASMAC members comments. If the proposaldoes not originate within the National High-Level Airspace Policy Body itself, then theNational High-Level Airspace Policy Body’s views need also to be circulated.

6.5 If the matter is straightforward, a consensus will easily emerge from which the National High-Level Airspace Policy Body will then frame associated changes to legislation and/or alterairspace boundaries or associated procedures.

6.6 If the matter is more complex, then a sub-committee or working group may be set up by theNational High-Level Airspace Policy Body in which all interested members may play a part informulating a report. A Plenary Session of the Committee will then be required to discuss thereport and offer advice to the National High-Level Airspace Policy Body.

6.7 The Advisory Committee should be seen as a discussion board which operates on theprinciple that those who have a voice in the formulation of policies are more likely to abideby those policies. Such a principle therefore relies heavily on mutual trust and interest.

7. AIRSPACE POLICY FORMULATION AND REVIEW PROCESS

7.1 This procedure defines the process which ensure that airspace policies are formulated andreviewed in accordance with the principles laid down in this Charter.

7.2 In the context of the Airspace Policy Formulation and Review Process, "Policy" refers to: “astanding decision rule which gives guidance on acceptable and unacceptable types of action tothose with executive responsibility.”



7.3 The Airspace Policy Formulation and Review Process falls into six stages:7. identification of need;8. analysis of the potential impact;9. decision to proceed;10. consultation;11. approval and12. publication.

7.4 The flowchart presented at Appendix D illustrates the activities, considerations andrequirements of the Airspace Policy Formulation and Review Process.

7.5 Proper co-ordination and agreement with the appropriate Civil and Military AviationOrganisations is a critical element of the process and should be carried out before anyexternal consultation takes place.

7.6 An Impact Assessment (IA) describing the overall impact of a Regulatory Measure or PolicyChange and including a safety case, an environmental assessment, a legal assessment and acost benefit analysis will be initiated and/or conducted, if required, by the National High-Level Airspace Policy Body when formulating Policy or initiating legislative change.

7.7 Policies are to be subject to periodic reviews. The criteria for review will be set out in thepolicy statement. The length of the review period shall take into account the scale of impactof the new or revised policy.

8. AIRSPACE CHANGE PROCESS

8.1 This procedure defines the process which ensure that proposed changes to airspace areinitiated, considered, refined, approved and implemented in a safe and controlled manner, andin accordance with the policies and procedures laid down by the National High-Level AirspacePolicy Body.

8.2 In the context of the Airspace Change Process, "Clients" refers to: “those allowed to requestchanges to airspace" (e.g. airspace users, ATS providers etc.).

8.3 The Client, on identifying a possible requirement to change airspace, will inform the NationalHigh-Level Airspace Policy Body, which will then be available to offer advice on aspectsconcerning the Guidelines, design, safety management and consultation exercise. Ownershipof the proposal will always remain with the Client.

8.4 The Client will carry out, if required, initial informal consultation and in the event of adeadlock situation or undue delay may refer the problem to the National High-Level AirspacePolicy Body for advice. The National High-Level Airspace Policy Body may then take ajudgement, perhaps after further consultation with the objector, to decide how the objectionshould be handled.

8.5 On completion of informal consultation, the Client will submit a formal proposal with fulldetails of the change.



8.6 The National High-Level Airspace Policy Body will be responsible, where necessary, forconducting the case study, formal consultation, proposal refinement, approval andestablishment phases of the process.

8.7 The flowchart presented at Appendix E illustrates the phases and activities of the CommonAirspace Change Process.

8.8 On completion of the formal consultation and eventual refinement, the National High-LevelAirspace Policy Body will formally accept the project and agree a completion date with theClient. The Client will be responsible for developing and subsequently publishing the ATCoperational procedures, if so required.

8.9 For some major changes (e.g. involving extensive new procedures, cross-border airspaceetc...), ICAO requires two AIRAC Cycles for promulgation. This means that the formalprocess may take seven months (which must be reflected in the target completion date). Somechanges may be concluded in less than the stated period, but where such changes are subjectto publication by AIRAC Cycle, unless a full AIRAC cycle can be gained, no reduction canbe initiated.

8.10 All significant airspace changes will be subject to review by the National High-Level AirspacePolicy Body to ensure that they efficiently serve the purposes for which they were designed.The period between introduction and review will vary according to the complexity andpurpose of the airspace. The time of the review will be agreed by the National High-LevelAirspace Policy Body and the Client prior to introduction of the changes.

9. DYNAMIC AIRSPACE MANAGEMENT

9.1 In order to comply with the Dynamic Airspace Management, the National High-LevelAirspace Policy Body delegates its responsibility of conducting the planning of airspace andrelated arrangements to the Level 2 and/or Level 3.

9.2 Level 2 and/or Level 3 are allowed to delineate daily ad-hoc areas to better match the militaryrequirements, and to allocate daily ad-hoc routeing scenarios to better accommodate traffic flowrequirements.

9.3 [The State has to define the criteria and process regarding to the Dynamic AirspaceManagement and/or to make reference to the document(s) as the Letters of Agreement (LoAs) inwhich the co-ordination procedures between the airspace users and ATS providers concernedare published.]

10. CROSS-BORDER OPERATIONS

10.1 Cross-Border Area

10.1.1 In order to optimise the airspace structure in the area around the boundary, Cross-BorderAreas (CBAs) are established on both sides of the border allowing OAT operations withoutany boundary constraints.



10.1.2 [The State has to define the criteria and process regarding to CBAs activities, and/or to makereference to the document(s) as the Letters of Agreement (LoAs) wherein the co-ordinationprocedures between the airspace users and ATS providers concerned are published.]

10.2 Cross-Border CDRs

10.2.1 In order to optimise traffic flow requirements and to maintain flight consistency in the areaaround the boundary, Cross-Border CDRs are established through the border allowing GAToperations without any boundary constraints.

10.2.2 [The State has to define the criteria and process regarding to Cross-Border CDRs activities]

10.3 Lead AMC

10.3.1 In order to have a single point of contact for the CFMU/CADF for each single CDR extendingthrough the area of responsibility of [list the States], the AMCs of [list the States] haveagreed to delegate their responsibility for the co-ordination of the harmonised availability ofan individual CDR on a route by route basis and for the co-ordination of CBA allocation toAMC [insert the State] acting as Lead AMC.

10.3.2 [The State has to define the criteria and process regarding to Lead AMC activities, and/or tomake reference to the document(s) as the Letters of Agreement (LoAs) in which the co-ordination procedures between the AMCs concerned are published.]

11. AIRSPACE DELINEATION

11.1 In order to ensure more transparency and predictability of airspace management measures andto reconcile contrary requirements in airspace utilisation between Commercial Aviation andMilitary Aviation, it is necessary to establish objective criteria for the design of airspace.

11.2 The present Charter is based on the guidelines and criteria for an uniform airspace design andchange process established in the “EUROCONTROL Manual for Airspace Planning”.

11.3 In addition to the EUROCONTROL Manual for Airspace Planning and in order to take intoconsideration specific national airspace structures and ATS procedures, the Charter alsorefers to the “ Title of the National Document(s)” defining national airspace guidancematerials. (para to be inserted only if the EUROCONTROL Manual for Airspace Planning isnot used stricto sensus).

12. PUBLICATION

12.1 Explanation of the notification process, publication means and associated timescale used tonotify all airspace users and ATS providers about airspace policy and airspace change.



Appendix A

REFERENCE DOCUMENT RELATING TO AIRSPACEMANAGEMENT AND DESIGN

1. ICAO DOCUMENTS

Annex 2 Rules of the Air

Annex 6 Operation of Aircraft

Annex 11 Air Traffic Services

Annex 15 Aeronautical Information Services

Annex 16 Environmental Protection

Doc. 4444 Rules of the Air and Air Traffic Services

Doc. 7754 EUR Air Navigation Plan

Doc. 8126 Aeronautical Information Services Manual

Doc 8168 PANS-OPS Vol 1 & 2 : Procedures for Air Navigation Services – Aircraft Operations

Doc. 9426 Air Traffic Services Planning Manual

Doc. 9554 Manual Concerning Safety Measures Relating to Military Activities PotentiallyHazardous to Civil Aircraft Operations

2. EUROCONTROL DOCUMENTS

EUROCONTROL Handbook for Airspace Management(EUROCONTROL Document ASM.ET1.ST08.5000-HBK-02-00 – 22 October 2003)

Guidance Document for the Implementation of the Flexible Use of Airspace Concept.(EUROCONTROL Document ASM.ET1.ST08.5000-GUI-02-00 – 18 August 2003)

EUROCONTROL Airspace Strategy for the ECAC States(EUROCONTROL Document ASM.ET1.ST03.4000-EAS-01-00 – 18 January 2001)

Transition Plan for the Implementation of the EUROCONTROL Airspace Strategy for the ECAC States(EUROCONTROL Document ASM.ET1.ST03.4000-TPIAS-01-00 – 10 January 2001)

EUROCONTROL Manual for Airspace Planning(EUROCONTROL Document ASM.ET1.ST03.4000.EAPM. 02-02 – 22 October 2003)

3. NATIONAL DOCUMENTS



Appendix B

STRUCTURE OF THE NATIONAL HIGH-LEVEL AIRSPACE POLICYBODY

[Insert the structure of the National High Level Policy Body that consists of a jointcivil/military body responsible for the Strategic ASM functions (see Section 3)]



Appendix C

NATIONAL AIRSPACE MANAGEMENT ADVISORY COMMITTEE

Terms of Reference

[Insert the Terms of Reference defining the Scope, Objectives, Authority and Tasks of the NationalAirspace Management Advisory Committee. However, depending on the size of the ATS organisation

and the mandate of the National High-Level Airspace Policy Body, the tasks dedicated to theAdvisory Committee can be carried out inside the National High-Level Airspace Policy Body, as a

supplementary function (see para 3.2.4)]



Appendix D

AIRSPACE POLICY FORMULATION AND REVIEW PROCESS

[Insert the flowchart illustrating the State’s process applied for the formulation and review of theAirspace Policy (see para 3.2.5 and Figure 1)]



Appendix E

AIRSPACE CHANGE PROCESS

[Insert the flowchart illustrating the State’s Airspace Change Process (see para 3.2.6 and Figure 2)]



DESCRIPTION OF THE AIRSPACE USE PLAN

1. The AUP

1.1 The "Airspace Use Plan" (AUP) is the official medium for the daily notification by an AMCof the national airspace allocation for the following day. An AMC shall release only ONEAUP per day.

1.2 Changes to the airspace allocation could be effected on the day of operations by the AMCthrough an "Updated Airspace Use Plan" (UUP) [see Annex 6].

1.3 As AUPs are not sent individually to AOs, the information provided by AMCs on the CDRavailability in the ECAC area shall be disseminated by the CFMU/CADF by means of the"Conditional Route Availability Message" (CRAM), to operators for flight planning purposes[see Annex 7].

2. Preparation, Publication & Distribution of the AUP

2.1 The AUP shall be prepared by the AMC and distributed to the CADF/AME by means of the"AUP/UUP Composition Application" (ACA) set up in the CFMU Terminal of each AMC.The necessary guidance for AMC staff to enable an efficient use of the ACA is provided in aseparate document, the "ACA Users Manual for AMC" issued by the CFMU.

2.2 During the pre-AUP coordination procedure, Draft-AUPs will be used and identified as “DraftAUP”. Draft AUPs will be available on the CFMU Terminal of each AMC. At any time, therewill be only ONE stored AUP per day and per AMC in "Draft" or "Released" form identifiedrespectively in the first line of the header as "Draft AUP" or "Airspace Use Plan". The"Released" form will be decided by the AMC itself at D-1 14:00 UTC at the very latest or ifnone, automatically by the CADF/AME system one hour before the associated CRAMrelease, unless the AMC informed the CADF of a late release of the AUP.

2.3 The AUP is published in hardcopy either by AFTN, CIDIN, Fax or Telex. The AUP is alsoavailable in the same format on the CFMU Terminal installed in the AMCs.

3. Description of the AUP

3.1 The elements included in the AUP are described below and summarised in table-form in nextpages.

3.2 Header� First Line: Identification of the Type of Message [e.g. Airspace Use Plan or Draft AUP]� Second Line: Identification of the Sending Unit [e.g. AMC: EDDAZAMC - GERMANY -]� Third Line: Definition of the Validity Period of the Message [e.g. 06/06/1998 06:00 - 07/06/1998 06:00] The validity period shall cover the 24 hours time period between 06.00

UTC the next day to 06.00 UTC the day after. This time period has to be considered for continuity purposes as a semi-

opened interval with the first limit included and the last one not.



� Fourth Line: Date and Time of Transmission of the AUP [e.g. 05/06/1998 13:53] In addition to the type of message defined in the first line, the AUP is

identified by the day and time of its transmission.

3.3 Lists ALPHA to ECHOFor each allocated airspace structure listed in the AUP in the following sequence, the differentcolumns will contain:

ALPHA List of Available CDRs 2;BRAVO List of Temporary Closed Permanent ATS Routes and CDRs 1;CHARLIE List of Active TSAs/TRAs and AMC-manageable R and D Areas;DELTA List of Changed Airspace Restrictions (Other R and D Areas not

suitable for AMC management, but for which changed use has beennotified to AMC);

ECHO List of RCAs, as appropriate.� First Column: Number [e.g. 1] Each airspace structure shall be listed with a sequence number and

shall contain only one “Validity Period” and one “Flight Level Block”per number element. For each list ALPHA to ECHO, the sequencenumber shall start with [1] for the first item of the list in alphanumericorder. Upper and lower ATS routes having the same generic nameshall be placed one above the other.

In order to meet requirements of various readers of the AUP, thedifferent lists ALPHA to ECHO can be divided by FIR/UIR, but inkeeping their unique sequence number of the alphanumeric order toallow their identification in the UUP in case of cancellation or re-allocation.

� Second Column: Designator [e.g. UR 80 PERDU TBO or LF-D 31 CAZAUX or UF REIMS] Each airspace structure shall be identified as follows: For Lists ALPHA & BRAVO, with the AIP ENR 3-2 route

designator followed by the twoICAO identifiers of the first and lastpoints of the portion of the ATSroute concerned;

For Lists CHARLIE & DELTA, with the AIP ENR 5 designatorfollowed, if needed, by the name ofthe airspace or portion thereofconcerned;

For List ECHO, with the LoA designator of the RCAconcerned.

� Third Column:Flight Level Block [e.g. F110 - F240 or F250 - UNL or GND or SFC - 900M AGL] Each airspace structure shall be described vertically as follows: For List ALPHA, with the Upper and Lower Limits of

the ATS route or portion thereofavailable inclusive of the IFR FlightLevels given;

For List BRAVO, with the Upper and Lower Limits of

the ATS route or portion thereof



closed inclusive of the IFR FlightLevels given;

For Lists CHARLIE to ECHO, with the Upper and Lower Limits ofthe affected airspace expressedeither in Flight Levels, Altitudes orHeights inclusive of the figuresgiven.

� Fourth Column: Validity Period [e.g. 12:05 - 06:00] For each allocated airspace structure listed in ALPHA to ECHO, the

“Validity Period” shall not exceed the 24 hours period of the AUP. TheAUP shall repeat daily all data affecting more than one day. The“Validity Period” expressed with date/time groups indicating the startand the end of the period means variously:

For List ALPHA, the “Period of Use”; For List BRAVO, the “Period of Closure”; For List CHARLIE, the “Period of Use”; For List DELTA, the “Period of Changed Use”; For List ECHO, the “Period of Use”. This time period has to be considered for continuity purposes as a semi-

opened interval with the first limit included and the last one not. Datewill be referred to the day only and time will be expressed in hours andminutes.

� Fifth/Sixth Columns: Responsible Unit and/or Remarks Field [e.g. For continuation see AUP Germany EDFFFIR or ETNT BOMBING 3 /F4] For each allocated airspace structure listed in ALPHA to ECHO, the

“Remarks Field” may be used to input any specific comments. For List ALPHA, when continuation of the ATS route

has been coordinated with (a)neighbouring state(s) in (an)adjacent FIR(s),

[the following information shall begiven "For continuation see AUP +country name + FIR designator"] or

[the information on the consolidatedCDR2 portion commonly accessibleshall be given only once in the AUPof the designated Lead AMC];

For List BRAVO, when the ATS route closureinformation needs to be repeated inthe CRAM for safety repetition, theword "NOTAM" shall be putwithout any reference;

For Lists CHARLIE & DELTA, the unit responsible may beindicated for the concerned airspaceduring the time specified by theValidity Period; then the remarksfield may be divided into two partsseparated by a tab to indicateadditional information such as thetype of activity and the number andtype of aircraft concerned.



3.4 Additional Information

Finally any additional information may be added in plain language at the end of the message.The size and place of this General Remarks prescribed in the ACA software have to respondto AMC needs.



FORMAT & CONTENTS FOR THE AIRSPACE USE PLAN

MESSAGE TYPE““AAiirrssppaaccee UUssee PPllaann””

oorr““DDrraafftt AAUUPP””

SENDING UNIT – REFERENCE- AMC NAME

VALIDITY PERIOD D/ 0600 D+1/ 0600

DATE/TIME OF TRANSMISSION (D-1/ 1400 at the very latest)

ALPHA : LIST OF AVAILABLE CATEGORY 2 CDRs

Number Designator Flight LevelBlock

ValidityPeriod

Remarks

Sequence Numberstarting with[ 1]for the first item.

AIP ENR 3-2 routedesignator andidentifiers of firstand last points ofthe portion of routeconcerned withICAO identifiers

Upper and Lowerlimits inclusive ofthe IFR FlightLevels given.

Date/timegroupsindicating thestart and theend of theperiod of use

Any additional information inplain language.

BRAVO: LIST OF CLOSED ATS ROUTES AND CATEGORY 1 CDRs


ValidityPeriod

Remarks

Sequence Numberstarting with[ 1]for the first item.


Upper and Lowerlimits inclusive ofthe IFR FlightLevels given

Date/timegroupsindicating thestart and theend of theperiod ofclosure




FORMAT & CONTENTS FOR THE AIRSPACE USE PLAN

CHARLIE : LIST OF TSAs/TRAs AND “AMC-MANAGEABLE” R AND D AREAS


ValidityPeriod

ResponsibleUnit

Remarks

SequenceNumber startingwith[ 1] for thefirst item.

AIP ENR 5designator andname of theairspace orportion thereofconcerned.

Affected airspacedescribedverticallybetween the twoFlight Levelsconcerned.

Date/time groupsindicating thestart and the endof the period ofuse

Unit responsiblefor the concernedairspace duringthe time indicatedby the ValidityPeriod.

Any additionalinformation inplainlanguage.

DELTA : LIST OF CHANGED AIRSPACE RESTRICTION (CAR)


ValidityPeriod

ResponsibleUnit

Remarks




Date/time groupsindicating thestart and the endof the period ofchanged use



ECHO : LIST OF REDUCED CO-ORDINATION AIRSPACE (RCA)


ValidityPeriod

ResponsibleUnit

Remarks


LoA designatorand name of theairspaceconcerned.





FOX-TROT: ADDITIONAL INFORMATION

Any additional information in plain language, if not “NIL”.



FICTITIOUS EXAMPLE OF “AUP”

AAIIRRSSPPAACCEE UUSSEE PPLLAANN

AMC : LFFAZAMC - FRANCE -VALIDITY : 13/09/2002 06:00 - 14/09/2002 06:00TIME OF TRANSMISSION : 12/09/2002 13:30

LFFFUIR

A) Available Category 2 CDRs :Nr Route Portion FL Min FL Max From Until Remark1 UL851 LUVAL EPL F215 F285 06:00 09:152 UL851 LUVAL EPL F215 F285 12:30 16:00……8 UZ706 CTL ARDEN F300 F460 15:30 22:00 9 UZ707 FAMEN BSM F270 F460 06:00 08:00

B) Closed ATS Routes and Category 1 CDRs :Nr Route Portion FL Min FL Max From Until Remark1 UN858 ABRIX CGC F195 F460 10:00 12:30 NOTAM A2238

C) TSA/TRA Manageable Areas :Nr Area FL Min FL Max From Until Resp. Unit Remark1 CBA1A F115 UNL 07:15 08:15 LFYA LFFFFIR2 CBA1A F115 UNL 08:30 09:30 LFYA LFFFFIR3. CBA1B F225 UNL 07:15 0815 LFYA4 LFTSA10A F195 F300 07:15 10:00 LFXO SIMONE REFUELLING5. LFTSA10B1 F195 F300 07:15 10:00 LFXO SIMONE REFUELLING6 LFTSA20A F195 UNL 07:15 07:45 LFYA……41 TSA9B F285 UNL 06:00 10:00 LFXO

D) Changed Airspace Restriction (CAR):Nr Area FL Min FL Max From Until Resp. Unit Remark1 CER BORD F200 F450 08:00 17:30 LFFAZAMC2…..

E) Reduced Co-ordination Airspace (RCA):Nihil

EBURUIR

C) TSA/TRA Manageable Areas :Nr Area FL Min FL Max From Until Resp. Unit Remark1 CBA16B F065 UNL 06:30 10:00 EBBRZAMC LFFFUIR

EBURFIR

C) TSA/TRA Manageable Areas :Nr Area FL Min FL Max From Until Resp. Unit Remark

1 CBA16B F065 F195 10:00 15:30 EBBRZAMC LFFFFIR

LFBBFIR

C) TSA/TRA Manageable Areas :Nr Area FL Min FL Max From Until Resp. Unit Remark1 R68D F085 F195 07:00 08:30 LFXV



LFEEFIR

C) TSA/TRA Manageable Areas :Nr Area FL Min FL Max From Until Resp. Unit Remark1 R122 F115 F195 07:45 08:15 LFYA2. R122 F115 F195 10:00 10:30 LFYA3. R123 F145 F195 10:00 10:00 LFYA

LFFFFIR

D) Changed Airspace Restriction (CAR):Nr Area FL Min FL Max From Until Resp. Unit Remark1 LFR9B F000 F200 06:30 10:30 LFFAZAMC2. LFR9B F000 F200 11:30 16:30 LFFAZAMC

FICTITIOUS EXAMPLE OF A “DRAFT AUP”In Printed Form

DDRRAAFFTT AAUUPP

AMC : LFFAZAMC - FRANCE -VALIDITY : 11/07/2002 06:00 - 12/07/2002 06:00TIME OF TRANSMISSION : 10/07/2002 13:50LFFFUIR

A) Available Category 2 CDRs :Nr Route Portion FL Min FL Max From Until Remark1 UG29 PTV ADEKA F210 F460 06:00 23:002 UG52 AGN TBO F195 F460 21:45 23:003 UL851 LUVAL EPL F215 F285 06:00 10:30

B) Closed ATS Routes and Category 1 CDRs :NIL

C) TSA/TRA Manageable Areas :NIL

D) Changed Airspace Restriction (CAR):NIL

E) Reduced Co-ordination Airspace (RCA):NIL



DESCRIPTION OF THE UPDATED AIRSPACE USE PLAN

1. The UUP

1.1 After the AMC has completed the allocation process and published accordingly the "AirspaceUse Plan" (AUP) [see Annex 5], modification of the airspace allocation might be necessary inorder to take advantage of the cancellation of any previously reserved airspace structure.Changes to the airspace allocation will be effected by the AMC through an "Updated AirspaceUse Plan" (UUP).

1.2 Unlike the AUPs, the UUPs will not be subject to a compilation by the CFMU/CADF into anupdated CRAM. The Category 2 CDRs, made available through the UUPs, will be used on atactical basis through ACC rerouting instructions and to assist Tactical ATFM activities.

1.3 UUPs shall consist of alterations to the current AUP with the aim of improving ATC capacityand reducing GAT delays through the more efficient use of airspace. In particular, UUPs willcontain details of:

� the cancellation of TSAs/TRAs allocated in the current AUP;� new Category Two CDRs or RCAs made available as a result of TSA/TRA cancellation;� modifications made to Category Two CDRs or RCAs already listed in the current AUP;� alterations to, or cancellations of, Closed ATS Routes or Category One CDRs, AMC-

Manageable R and D Areas and Changed Airspace Restrictions listed in the currentAUP.

2. Preparation, Publication & Distribution of the UUP

2.1 The UUP shall be prepared by the AMC in the same common format as the AUP anddistributed to the CADF/AME by means of the "AUP/UUP Composition Application" (ACA)set up in the CFMU Terminal of each AMC. The necessary guidance for AMC staff to enablean efficient use of the ACA is provided in a separate document, the "ACA Users Manual forAMC" issued by the CFMU.

2.2 The UUP is published in hardcopy either by AFTN, CIDIN, Fax or Telex. The UUP is alsoavailable in the same format on the CFMU Terminal installed in the AMCs.

3. Description of the UUP

3.1 The UUP shall contain lists in the same sequence as for the AUP and for an easy reference, theNumber element of each amended route/airspace in the UUP shall be the same Number as theitem in the corresponding AUP it is amending.

3.2 The elements included in the UUP are described below and summarised in table-form in nextpages.

3.3 Header� First Line: Identification of the Type of Message [e.g. Updated Airspace Use Plan]� Second Line: Identification of the Sending Unit [e.g. AMC: EDDAZAMC - GERMANY]� Third Line: Definition of the Validity Period of the UUP [e.g. 08/06/1998 12:00 - 09/06/1998 06:00]



The validity period of an UUP shall not exceed the validity period ofthe AUP it is amending and shall end at the same time.

As for the AUP, this validity period has to be considered for continuitypurposes as a semi-opened interval with the first limit included and thelast one not.

� Fourth Line: Date and Time of Transmission of the UUP [e.g. 08/06/1998 08:53] ̀ In addition to the type of message defined in the first line, it is

important to identify the day and time of transmission of the UUP toensure that the one being used is the latest.

3.4 Lists ALPHA to ECHOThe UUP shall contain lists in the same following sequence as for the AUP:

ALPHA Amended List of CDR 2 Availability;BRAVO Amended List of Temporary Closed Permanent ATS Routes and

CDRs 1;CHARLIE Amended List of Active TSAs/TRAs and AMC-manageable R and D

Areas;DELTA Amended List of Changed Airspace Restrictions (Other R and D

Areas not suitable for AMC management, but for which reduced usehas been notified to AMC);

ECHO Amended List of RCAs, as appropriate.For each amended airspace structure listed in the UUP, the different columns will contain:� First Column: Number [e.g. 3] For an easy reference, the Number element of each amended

route/airspace in the UUP shall be the same Number as the item in thecorresponding AUP it is amending. For the new airspace structuresmade available, a sequence Number following the last Number elementof the corresponding list in the AUP shall be used so as to avoid anyconfusion.

Where two or more airspace structures in the AUP are being replacedby one in the UUP, the second and following airspace structures mustalso appear in the UUP, but with only the word “deleted” in theRemarks field.

In order to meet requirements of various readers of the UUP, thedifferent lists ALPHA to ECHO can be divided by FIR/UIR, but inkeeping their unique sequence number of the alphanumeric order in theoriginal AUP.

� Second Column: Designator [e.g. UR 80 PERDU TBO or LF-TSA 42 or UF REIMS] Each amended airspace structure shall be identified as follows: For Lists ALPHA & BRAVO, with the AIP ENR 3-2 route

designator followed by the twoICAO identifiers of the first and lastpoints of the portion of the ATSroute concerned;

For Lists CHARLIE & DELTA, with the AIP ENR 5 designatorfollowed, if needed, by the name ofthe airspace or portion thereofconcerned;



For List ECHO, with the LoA designator of the RCAconcerned.

� Third Column: Flight Level Block [e.g. F110 - F240 or F250 - UNL or GND or SFC - 900M AGL] Each amended airspace structure shall be described vertically as

follows: For List ALPHA, with the Upper and Lower Limits of

the ATS route or portion thereofavailable inclusive of the IFR FlightLevels given;

For List BRAVO, with the Upper and Lower Limits ofthe ATS route or portion thereofclosed inclusive of the IFR FlightLevels given;

For Lists CHARLIE to ECHO, with the Upper and Lower Limits ofthe affected airspace expressedeither in Flight Levels, Altitudes orHeights.

If an AUP element is cancelled, the Remarks field of the correspondingitem shall contain the word “deleted” and the third column "Flight LevelBlock" shall not be completed in the UUP.

� Fourth Column: Validity Period [e.g. 12:05 - 06:00] For each amended airspace structure listed in ALPHA to ECHO, the

“Validity Period” shall not exceed the validity period of the UUP. The“Validity Period” expressed with date/time groups indicating the startand the end of the period means variously:

For List ALPHA, the “Period of Use”; For List BRAVO, the “Period of Closure”; For List CHARLIE, the “Period of Use”; For List DELTA, the “Period of Changed Use”; For List ECHO, the “Period of Use”. This time period has to be considered for continuity purposes as a semi-

opened interval with the first limit included and the last one not. Datewill be referred to the day only and time will be expressed in hours andminutes.

If an AUP element is cancelled, the Remarks field of the correspondingitem shall contain the word “deleted” and the fourth column "ValidityPeriod" shall not be completed in the UUP.

� Fifth/Sixth Columns: Responsible Unit and/or Remarks Field [e.g. Deleted or ETNT BOMBING 3 /F4] For each amended airspace structure listed in ALPHA to ECHO, the

“Remarks Field” may be used to input any specific comments. For Lists ALPHA & BRAVO, when continuation of the ATS route

has been coordinated with (a)neighbouring state(s) in (an)adjacent FIR(s),



[the following information shall begiven "For continuation see AUP +country name + FIR designator"] or

[the information on the consolidatedCDR2 portion commonly accessibleshall be given only once in the AUPof the designated Lead AMC];

For Lists CHARLIE & DELTA, the unit responsible may be

indicated for the concerned airspaceduring the time specified by theValidity Period; then the remarksfield may be divided into two partsseparated by a tab to indicateadditional information such as thetype of activity and the number andtype of aircraft concerned.

If an AUP element is cancelled, the Remarks field of the correspondingitem shall contain the word “deleted” and the column "ResponsibleUnit" shall not be completed in the UUP.

3.5 Additional Information Finally any additional information may be added in plain language at the end of the message.

The size and place of this General Remarks prescribed in the ACAsoftware have to respond to AMC needs.



FORMAT & CONTENTS FOR THE UPDATEDAIRSPACE USE PLAN

MESSAGE TYPE ““UUppddaatteedd AAiirrssppaaccee UUssee PPllaann””

SENDING UNIT - REFERENCE- AMC NAME -

VALIDITY PERIOD D/ xx D+1/ 0600

DATE/TIME OF TRANSMISSION Day Time(At least 1 hour before D/ xx)

ALPHA : LIST OF AVAILABLE CATEGORY 2 CDRs


ValidityPeriod

Remarks

Same Numberelement to whichthe item isreferring in theAUP.For newAvailable CDR 2,



Date/timegroupsindicating thestart and theend of theperiod of use


When two or more items in theAUP are being replaced by one

sequence Numberfollowing the lastone listed in theAUP.

If an AUP element is cancelled, theseFields shall not be completed.

in the UUP, the second andfollowing ones must appear inthe UUP with the word“Deleted”.

BRAVO: LIST OF CLOSED ATS ROUTES AND CATEGORY 1 CDRs


ValidityPeriod

Remarks

Same Numberelement to whichthe item isreferring in theAUP.



Date/timegroupsindicating thestart and theend of theperiod ofclosure


If an AUP element is cancelled, theseFields shall not be completed.

If an AUP element is cancelled,this Field shall contain the word“Deleted”.



FORMAT & CONTENTS FOR THE UPDATEDAIRSPACE USE PLAN

CHARLIE : LIST OF TSAs/TRAs AND “AMC-MANAGEABLE” R AND D AREAS


ValidityPeriod

ResponsibleUnit

Remarks

Same Numberelement to whichthe item isreferring in theAUP.





If an AUPelement iscancelled, thisField shallcontain theword

If an AUP element is cancelled, these Fields shall not becompleted.

“Deleted”.

DELTA : LIST OF CHANGED AIRSPACE RESTRICTION (CAR)


ValidityPeriod

ResponsibleUnit

Remarks

Same Numberelement to whichthe item isreferring in theAUP.For new element,sequence Numberfollowing the lastone listed in theAUP.



Date/time groupsindicating thestart and the endof the period ofchanged use


Anyadditionalinformation inplainlanguage.

ECHO : LIST OF REDUCED CO-ORDINATION AIRSPACE (RCA)


ValidityPeriod

ResponsibleUnit

Remarks

Same Numberelement to whichthe item isreferring in theAUP.For new element,sequenceNumberfollowing the lastone listed in theAUP.

LoA designatorand name of theairspaceconcerned.




Anyadditionalinformation inplainlanguage.



FICTITIOUS EXAMPLES OF “UUP”

UUPPDDAATTEEDD AAIIRRSSPPAACCEE UUSSEE PPLLAANN

AMC : LFFAZAMC - FRANCE -VALIDITY : 13/09/2002 12:00 - 14/09/2002 06:00TIME OF TRANSMISSION :

LFFFUIR

A) Available Category 2 CDRs :Nr Route Portion FL Min FL Max From Until Remark2 UL851 LUVAL EPL F215 F285 14:30 20:00 IN STEAD OF 1230/16009 UZ707 FAMEN BSM F270 F460 14:30 20:00

B) Closed ATS Routes and Category 1 CDRs :NILC) TSA/TRA Manageable Areas :Nr Route Portion FL Min FL Max From Until Remark9 LFTSA20A F195 UNL 14:30 15:00 LFFAZAMC CNL10 LFTSA20B F195 UNL 14:30 15:00 LFFAZAMC CNL

D) Changed Airspace Restriction (CAR):NILE) Reduced Co-ordination Airspace (RCA):NIL



DESCRIPTION OF THE CDR AVAILABILITY MESSAGE

1. The CRAM

1.1 As the national "Airspace Use Plans" (AUPs) [see Annex 5] are not sent individually to AOs,the information provided by AMCs on the CDR availability in the ECAC area for the followingday are disseminated by the CFMU/CADF on behalf of the States by means of the "ConditionalRoute Availability Message" (CRAM), the official medium for the daily notification on theCDR availability to operators for flight planning purposes.

1.2 The CRAM shall contain mainly the list of CDRs 2 made available in the AUPs. The CRAMwill contain additionally information on CDR 1 closures as repetition, for safety reason, of thedecision already published with appropriate advance AIS notice, as well as any other closuresof permanent ATS routes [see para. 4.5.2.4].

2. Preparation, Publication & Distribution of the CRAM

2.1 The CRAM shall be prepared by the CFMU/CADF by means of the "ATM MessagesExchange" (AME) application set up in the CFMU Terminal of the CADF. The necessaryguidance for CADF staff to enable an efficient use of the AME is provided in a separatedocument issued by the CFMU. The AME system provides two CRAM formats fordistribution, one in a “Human Readable Text Format” for manual processing and the other, onrequest, in “ADEXP Format” for automated processing in flight planning systems.

2.2 In order to allow an immediate checking by AMCs, the AME system compiles a "DraftCRAM" from information provided by the different released AUPs as soon as they aretransmitted. After a formal approval by all AMCs concerned, the "Final CRAM" shall betransmitted in the required format to selected AOs and AROs, ACCs/FMPs concerned and to allAMCs via AFTN or SITA. [see para. 4.7.1.2]

2.3 The CRAM is also available in the "Human Readable Text Format" as the two other ATMmessages (ANM & AIM) provided by the AME on any CFMU Terminals and on theEUROCONTROL CFMU WEB Server (CFMU Internet Application) [CIA] for direct displayand printing, if required.In addition, the daily CRAM situation can be visualized on an ASM electronic map availableon the EUROCONTROL Internet Web Site (CRAM Viewer Application).

3. Description of the CRAM

3.1 The elements included in the CRAM are described below and summarised in table-form innext pages for both the “Human Readable Text Format” and the “ADEXP Format".

3.2 Header� First and Second Lines: Partition and Identification of the Type of Message, Date and Time of Transmission Definition of the Validity Period of the Message [e.g. PART 1 OF 7

CRAMValid from: 29/01/1997 0600 To: 30/01/1997 0600 Released: 281353] In addition to the type of message, the CRAM is identified by

the day and time of its transmission.



The validity period of the message shall cover the 24 hours timeperiod between 06.00 UTC the next day to 06.00 UTC the dayafter.

This time period has to be considered for continuity purposes as asemi-opened interval with the first limit included and the last onenot.

3.3 Lists ALPHA and BRAVO

For each ATS route listed per block in the CRAM in the following sequence, the differentlines and columns will contain:

ALPHA CDR 2 Availability with the consolidated list of available CDRs 2;BRAVO ATS Route & CDR 1 Closed by NOTAM with the list of Temporary

Closed Permanent ATS Routes and CDRs 1, as repetition, for safetyreason, of the information already published by NOTAM.

As for AUP and UUP, each line shall contain only one “Validity Period” and one “Flight LevelBlock” per number element of an ATS route portion. But, for the lisibility of the "HumanReadable Text Format", the Designator, Route Portion and FIR/UIR concerned will only befilled in once for the first line of a specific ATS route portion.� First Line

� Second Column: Designator [e.g. UA 44] Each ATS route shall be identified with the AIP ENR 3-2

route designator followed by....� Third/Fourth Columns: Route Portion

[e.g. UA 44 SVL LE(* ) ROSAL LP(*) ] ....the two ICAO identifiers of the first and last points of the

portion of the ATS route concerned, each of them followedby the ICAO Country Code(*).

� Fifth Column: FIR/UIR concerned [e.g. UA44 SVL LE(*)ROSAL LP(*) (LECMUIR,

LPPCUIR(@))] In order to meet requirements of various readers of the

CRAM, the different FIR/UIR concerned by the ATS routeportion shall be listed(@) between brackets.

� Second and Following Lines� First Column: Sequence Number

[e.g. 1] As for AUP and UUP, each ATS route portion shall be

listed with a sequence number and shall contain only one“Validity Period” and one “Flight Level Block” per numberelement. For each list ALPHA & BRAVO, the sequencenumber shall start with [1] for the first item of the list inalphanumeric order. Upper and lower ATS routes having thesame generic name shall be placed one above the other. (*) Not in the "Human Readable Format" (@) Not in "ADEXP Format",

� Third Column: Flight Level Block [e.g. F110-240 or F250-UNL] Each ATS route portion shall be described vertically as

follows:



For List ALPHA, with the Upper and Lower Limits of theATS route portion available inclusive

of the IFR Flight Levels given; For List BRAVO, with the Upper and Lower Limits of the

ATS route portion closed inclusive ofthe IFR Flight Levels given.

� Fifth Column: Validity Period [e.g. 12:05 06:00] For each allocated airspace structure listed in ALPHA &

BRAVO, the “Validity Period” shall not exceed the 24 hoursperiod of the CRAM. The CRAM shall repeat daily all dataaffecting more than one day. The “Validity Period” expressedwith date/time groups indicating the start and the end of theperiod means variously:

For List ALPHA, the “Period of Use”; For List BRAVO, the “Period of Closure”; This time period has to be considered for continuity purposes

as a semi-opened interval with the first limit included and thelast one not. Date will be referred to the day only and timewill be expressed in hours and minutes.

3.4 Additional Information

Finally any additional information related to a specific CRAM may be disseminated in plainlanguage by means of an ATFM Information Message (AIM).



FORMAT & CONTENTS FOR THE CDRAVAILABILITY MESSAGE

MESSAGE PARTITION (part num lastnum@) PPAARRTT OOFF

MESSAGE TYPE (title @) CC RR AA MM

DATE/TIME OF TRANSMISSION (filtim @) D-1/ 1500 (At the very latest)

MESSAGE VALIDITY PERIOD (mesvalperiod @) FROM: D/ 0600 TO: D+1/ 0600

ALPHA : LIST OF AVAILABLE CDRs 2 IN THE ECAC AREA

CDR 2 AVAILABILITY (lacdr @)

Number Designator FIR/UIRConcerned

Flight LevelBlock

Validity Period

Sequence Numberstarting with[ 1] forthe first item of thelist in alphabeticorder; upper andlower routes havingthe same genericname being placedone above theother.

(airroute num @)

AIP ENR 3-2 routedesignator andidentifiers of firstand last points ofthe portion of routeconcerned withICAO identifiers.(each of themfollowed by theICAO country codein ADEXP format

refatsrte @)

When two or moreCDRs portions in theAUPs of adjacentStates can be joinedwith the same FlightLevel Block andValidity Period, theyshall be replaced byone continuous CDRin the CRAM withFIRs concerned listedimmediately after thedesignation of theroute portion

(NOT in ADEXPformat)


(flblock @)

Date/time groupsindicating the start andthe end of the period ofuse with, for continuitypurposes, the first limitincluded and the last onenot.

(valperiod @ in fulldate time)

[ @ : field name used in ADEXP format ]



FORMAT & CONTENTS FOR THE CDRAVAILABILITY MESSAGE

BRAVO : LIST OF CLOSED ATS ROUTES AND CDRs 1 IN THE ECAC AREA

ATS ROUTE & CDR 1 CLOSED BY NOTAM (lcatsrte @)

Any closure of CDRs 1 or permanent ATS routes requesting action to refile the flight plan and already published byNOTAM should be listed in a similar way as CDR 2 availability, but with the “validity period” block containing theperiod of closure.

Number Designator FIR/UIRConcerned

Flight LevelBlock

Validity Period

Sequence Numberstarting with[ 1] forthe first item of thelist in alphabeticorder; upper andlower routes havingthe same genericname being placedone above theother.

(airroute num @)

AIP ENR 3-2 routedesignator andidentifiers of firstand last points ofthe portion of routeconcerned withICAO identifiers.(each of themfollowed by theICAO country codein ADEXP format

refatsrte @)

When two or moreCDRs portions in theAUPs of adjacentStates can be joinedwith the same FlightLevel Block andValidity Period, theyshall be replaced byone continuous CDRin the CRAM withFIRs concerned listedimmediately after thedesignation of theroute portion

(NOT in ADEXPformat)


(flblock @)

Date/time groupsindicating the start andthe end of the period ofclosure with, forcontinuity purposes, thefirst limit included andthe last one not.

(valperiod @ in fulldate time)

[ @ : field name used in ADEXP format ]



FICTITIOUS EXAMPLE OF THE CDRAVAILABILITY MESSAGE

in “Human Readable Text Format”

PART 001 OF 007CRAM VALID FROM: 11/07/2002 0600 TO: 12/07/2002 0600 RELEASED: 101424

CDR 2 AVAILABILITY

UA31 CJN ASTRO (LECMFIR)1 F250-460 0600-06302 F250-460 1630-2300

UB623 LIMAL GOV (GCCCFIR)3 F250-280 0800-0000

UB700 BAZAS AMR (LECMFIR)4 F250-460 1230-1500

UG100 DIK KRH (EDUUUIR, EBURUIR)5 F310-660 0600-07306 F270-660 1440 -2200

END OF PART 001

.........................................

PART 007 OF 007CRAM VALID FROM: 11/07/2002 0600 TO: 12/07/2002 0600 RELEASED: 101424

ATS ROUTE & CDR 1 CLOSED BY NOTAM

UM733 BULOL LAULY 1 F195-460 1030-1230

UG21 ATN DJL3 F300-460 1400-1530

END OF PART 007



FICTITIOUS EXAMPLE OF THE CDRAVAILABILITY MESSAGE

in “ADEXP Format”

-TITLE CRAM -PART -NUM 001 -LASTNUM 006

-FILTIM 101424 -MESVALPERIOD 200207110600 200207120600

-BEGIN LACDR

-AIRROUTE -NUM 001 -REFATSRTE UA31 CJN LE ASTRO LE

-FLBLOCK -FL F250 -FL F460 -VALPERIOD 200207110600 200207110630

-AIRROUTE -NUM 002 -REFATSRTE UA41 CJN LE ASTRO LE


-AIRROUTE -NUM 003 -REFATSRTE UB623 LIMAL GC GOV GC


-AIRROUTE -NUM 004 -REFATSRTE UB700 BAZAS LE AMR LE


-AIRROUTE -NUM 005 -REFATSRTE UG100 DIK EB KRH ED


-AIRROUTE -NUM 006 -REFATSRTE UG100 DIK EB KRH ED


-END LACDR

......................................

-TITLE CRAM -PART -NUM 007 -LASTNUM 007

-FILTIM 101424-MESVALPERIOD 200207110600 200207120600

-BEGIN LCATSRTE

-AIRROUTE -NUM 001 -REFATSRTE UM733 BULOL LAULY


-AIRROUTE -NUM 002 -REFATSRTE UG21 ATN DJL


-END LCATSRTE



FICTITIOUS EXAMPLE OF A CRAM CORRECTION MESSAGEin “Human Readable Text Format”

-TITLE CRAM CORRECTION.CRAM CORRECTION VALID FROM: 0005310600 UNTIL: 0006010600.A) CDR TYPE 2 OPENING:.NIL.B) CDR TYPE 1 CLOSURE:..UN857 SVL-KORNO (LECMFIR) NOTAM A2297/C2245 F250-F390 1300-1800.CADF BRUSSELS



ILLUSTRATIVE EXAMPLE OF AN AIP COVER PAGE FOR WEEKEND ROUTES(to be inserted by States having not yet published such information)

ENR 3.5

Weekend/Conditional Routes Procedures

1. Preamble.........(to be inserted by each State).

2. Following annual international co-ordination meetings between civil and military authorities onpre-Summer season planning of busy days for civil aviation, the early access toWeekend/Conditional Routes is granted during the following Summer for a specified number ofFridays in the following airspace:

Amsterdam FIR London UIRBrussels UIR Praha FIR/UIRFrance UIR Switzerland UIR

3. For another list of agreed busy days, pre-tactical co-ordination procedures are also set-up toallow the early access to identified sub-sets of weekend/conditional routes which are thennotified in the daily ‘Conditional Route Availability Message’ (CRAM).

4. The international agreement to a number of Busy Fridays, for which early access toWeekend/Conditional Routes is granted as CDRs 1 from 10.00 UTC, is notified every year inMarch to aircraft operators and Air Traffic Services Units by a common AIP Supplementpublished by each ECAC State concerned.

5. On other week days, .......(to be inserted by each State, following the civil and military ASM Level 1 agreement - e.g.weekend/conditional routes are also available as CDR 1 at night and in accordance with thedaily CRAM as CDR 2, the rest of the time).

6. Aircraft Operators are therefore invited to take advantage of the advance notice of such extraavailability of Weekend/Conditional routes provided each year in the AIP Supplements and torefer to NOTAMs and the daily CRAM for details of any changes and to flight plan accordingly.

7. The Weekend/Conditional routes concerned by those annual international agreements are listedin the following page(s).(Each State should insert the list of routes concerned by Early Access agreement together withtheir definition, - e.g. as CDR 1 during the weekend and night and as CDR 2 the rest of the week).



ILLUSTRATIVE EXAMPLE OF A COMMON AIP SUPPLEMENT FORPUBLICATION OF WEEKEND ROUTES ARRANGEMENTS IN

SUMMER 2002

Preamble.........(to be inserted by each State).

The following international agreement concerning the use and extra-availability of suchWeekend/Conditional Routes has been reached between the States concerned.

The published hours of availability of these routes in the following airspace:Amsterdam FIR London UIRBrussels UIR Praha FIRCopenhagen FIR Switzerland UIRFrance UIR Warszawa FIR

are extended to allow access from 1000 UTC on the following Fridays in 2002:

Friday 05/04/02 * FR * B Friday 14/06/02 *DK *PL Friday 23/08/02 * FR1 *DKFriday 12/04/02 * FR * B * CH Friday 21/06/02 *DK *PL Friday 30/08/02Friday 19/04/02 * FR * B Friday 28/06/02 Friday 06/09/02Friday 26/04/02 * FR * B Friday 05/07/02 Friday 13/09/02Friday 03/05/02 Friday 12/07/02 Friday 20/09/02Friday 10/05/02 Friday 19/07/02 Friday 27/09/02Friday 17/05/02 Friday 26/07/02 Friday 04/10/02Friday 24/05/02 Friday 02/08/02 Friday 11/10/02 *CHFriday 31/05/02 Friday 09/08/02 * FR1 Friday 18/10/02Friday 07/06/02 Friday 16/08/02 * FR1 Friday 25/10/02 *DK

* B - Not in Belgium * CH - Not in Switzerland * DK - Not in Denmark * FR - Not in France *PL -Not in Poland* FR1 - The international continuity in the usage of Weekend Routes in the airspace of France onFridays 09/8/02, 16/08/02, 23/08/02 has been assured.

The routes concerned are listed in the attached Annex (Each State should insert at the Annex to theirAIP Supplement a list of the routes concerned by Early Access agreement together with anyextension of their categorisation as CDR 1 from 1000 UTC on the agreed Busy Friday.)

In case of exceptional circumstances amendment to this agreement shall be made known to aircraftoperators and Air Traffic Services Units with appropriate notice.

Where the military authorities require the use of released airspace, because of urgent and unexpectedmilitary activities, NOTAM with 4 days notice will be dispatched on the Monday preceding the BusyFriday in question. The information on this cancellation will be repeated in the Thursday nationalAirspace Use Plan (AUP) and the international Conditional Route Availability Message (CRAM).

Aircraft Operators are invited to refer to the corresponding national publications and the daily CRAMfor detailed procedures and to flight plan accordingly.

The continuity in the usage of Weekend Routes in the airspace of Germany has been granted on the basis ofthe availability of those routes opened as CDRs 1 from 1000 UTC on these Fridays.



ILLUSTRATIVE EXAMPLE OF LIST OF ROUTES AFFECTED BYEARLY ACCESS ARRANGEMENTS

Phone: AIPTelefax: AERONAUTICAL INFORMATION SERVICE SupplementAFS ........................ 06/02

18 April 2002

List of ATS routes affected by Early Access Arrangements in Summer 2002

(Each State should insert here the list of routes concerned by Early Access agreement together with anyextension of their categorisation as CDR 1 from 1000 UTC on the agreed Busy Friday).

ILLUSTRATIVE EXAMPLE

State Route Ident. Between And Min-FL Max-FL Status/Category

Belgium UG109 KOK PITES FL195 FL460 CDR1: FRI 1000 - MON 0600UJ158 AGENI LNO FL195 FL460 CDR1: FRI 1000 - MON 0600UL610 RINTA BATTY FL195 FL300 CDR1: FRI 1000 - MON 0600UN852 LUTOM TERLA FL195 FL660 CDR1: FRI 1000 - MON 0600UR15 LNO KUDIN FL195 FL460 CDR1: FRI 1000 - MON 0600UY131 NIK NILEM FL195 FL460 CDR1: FRI 1000 - MON 0600UBY157 DIK RAMEK FL195 FL460 CDR1: FRI 1000 - MON 0600UZ703 BABIX CIV FL300 FL460 CDR1: FRI 1000 - MON 0600UZ706 ARDEN LENDO FL245 FL460 CDR1: FRI 1000 - MON 0600UZ707 ULPEN FAMEN FL195 FL460 CDR1: FRI 1000 - MON 0600UZ709 RUPIN CIV FL195 FL460 CDR1: FRI 1000 - MON 0600

UZ714 SPI MATUG FL195 FL460 CDR1: FRI 1000 - MON 0600



AMC COORDINATION LETTER OF AGREEMENT

between

[Approving Authority State A] [Approving Authority State B]

and

[AMC 1/ACC 1] [AMC 2/ACC 2]

Effective:

1. General

1.1 Purpose

1.1.1 The purpose of this Letter of Agreement is to define the co-ordination procedureswhich will be applied between [AMC 1/ACC 1] and [AMC 2/ACC 2] for:� the airspace allocation of different parts of Cross-Border Areas (CBAs)

defined in the AIPs of States concerned;� the availability of specific Conditional Routes (CDRs), including, where

appropriate, weekend procedures.

These co-ordination procedures shall take place prior to the publication of therelevant Airspace Use Plans (AUPs).

1.1.2 These procedures are supplementary to those specified in the Handbook, ICAOand/or National documents, including those established between the MilitaryAuthorities and/or the ACCs concerned.

1.2 Operational Status

1.2.1 [AMC 1/ACC 1/AMC 2/ACC 2] shall keep each other and the Central AirspaceData Function (CADF) advised of any changes in the operational status of theirfacilities which may affect the procedures specified in this Letter of Agreement.

2. Areas of Responsibility - Delegation of Responsibility to a Lead AMC

2.1 The Areas of Responsibility of [AMC 1/ACC 1] and [AMC2/ACC2] are describedin Appendix B to this Letter of Agreement.

2.2 [AMC 1/ACC 1] and [AMC2/ACC2] have mutually delegated to the other AMCdesignated as "Lead AMC" on a route by route and/or area by area basis theresponsibility for co-ordinating and publishing the harmonised availability ofCross-Border CDRs and CBAs as described in Appendix B to this Letter ofAgreement.

2.3 During declared National Holidays as described in Appendix F, the Lead AMCresponsibility reverts to the other AMC. Such information shall be transmitted tothe CFMU/CADF.



3. Routes and/or CBAs to be Co-ordinated prior to publication of therespective Airspace Use Plans

3.1 The Cross-Border Areas and Conditional Routes to be Co-ordinated prior topublication of the respective Airspace Use Plans are described in Appendix C tothis Letter of Agreement.

4. Promulgation and Distribution of Information on Availability of Cross-Border Structures

4.1 Each AMC (that is a Lead AMC or another AMC) creates its national AUP for itsrelevant portion of the Cross-Border Area and/or Cross-Border CDR according tothe provisions of the present Letter of Agreement.

or

4.1 The Lead AMC creates its national AUP for all the Cross-Border structures it hasthe responsibility according to the provisions of the present Letter of Agreement,including the appropriate extension within neighbouring FIR/UIR(s). Therefore anAMC, not designated as Lead AMC, shall not include any information in itsnational AUP/UUP on cross-border structures for which a Lead AMC is defined.

4.2 The current procedures for promulgation and distribution of information onavailability of CDRs and TSAs/TRAs other than Cross-Border structures remainunaffected.

5. Co-ordination Procedures

5.1 The procedures to be applied by [AMC 1/ACC 1] and [AMC2/ACC2] are detailedin the Appendices to this Letter of Agreement:

Appendix A : Definitions and Abbreviations.Appendix B: Responsibilities of [AMC 1/ACC 1/AMC 2/ACC2] - Delegation of

Responsibilities to a "Lead AMC".Appendix C: CBAs and Conditional Routes to be Co-ordinated.Appendix D: Procedures for the Co-ordination of Cross-Border Areas

and/or Conditional Routes availability prior to AUP Publication.Appendix E: Communications Facilities.Appendix F: Hours of Operation of [AMC 1/ACC 1/AMC 2/ACC 2], Fall-Back

Procedures and Declared National Holidays.

6. Revisions and Deviations

6.1 Revision of the Letter of Agreement

6.1.1 The revision of the Letter of Agreement, excluding Appendixes, requires themutual consent of the signatory authorities.

6.1.2 The revision of the Appendixes to the present Letter of Agreement requires themutual consent of, normally, the civil and military representatives of theAMC/ACCs.



6.2 Temporary Deviations

6.2.1 When necessary, the AMC/ACCs concerned may introduce, by mutualagreement and for a specified time periods, temporary modifications to theprocedures laid down in the Letter of Agreement.

6.3 Incidental Deviations

6.3.1 Instances may arise where incidental deviations from the procedures specified inthe Appendixes to this Letter of Agreement may become necessary. Underthese circumstances AMC/ACC staff are expected to exercise their bestjudgment to ensure efficient [AMC 1/ACC 1/AMC 2/ACC 2] co-ordination.

7. Cancellation

7.1 Cancellation of the present Letter of Agreement by mutual agreement of therespective Approving Authorities may take place at any time.

7.2 Cancellation of this Letter of Agreement by either Approving Authority is possibleat any time, provided that the cancelling party declares its intention to cancel theLetter of Agreement with a minimum pre-notification time of [time period] beforethe date the cancellation is to take effect.

8. Interpretation and Settlement of Disputes

8.1 Should any doubt or diverging views arise regarding the interpretation of anyprovision of the Letter of Agreement, or in case of dispute regarding itsapplication, the parties shall endeavor to reach a solution acceptable to both ofthem.

8.2 Should no agreement be reached, each of the parties shall refer to its nationalLevel 1 authority, to which the dispute shall be submitted for settlement.



9 Validity

This Letter of Agreement becomes effective [date]

[Place], date: [Place], date:

[name][Approving Civil Authority State A]

[name][Approving Civil Authority State B]


[name][Approving Military Authority State A]

[name][Approving Military Authority State B]


[name of civil representative of AMC1/ACC1]

[name of civil representative ofAMC2/ACC2]


[name of military representative ofAMC 1/ACC1]

[name military representativeAMC2/ACC2]



Appendix A

Definitions and Abbreviations.

Effective:Revised:

A.1 Definitions

A.1.1. AMC Area of Responsibility

An airspace of defined dimensions where a sole AMC has responsibility for pre-tactical airspace management co-ordination.

A.1.2. Lead AMC

A pre-determined AMC responsible for the co-ordination with adjacent AMCs of theharmonised allocation of Cross Border Areas (CBAs) and/or the availability of specificCross-Border CDRs.

A.2 Abbreviations

Note: Abbreviations marked with an * are non-ICAO abbreviations.



Appendix B

Responsibility of [AMC 1/ACC 1/AMC 2/ACC2]Delegation of Responsibility to a Lead AMC

Effective:Revised:

B.1 Area of Responsibility of the [AMC 1/ACC 1]

B.1.1 Details of the Area of Responsibility of AMC 1/ACC 1.

B.2 Area of Responsibility of the [AMC2/ACC2]

B.2.1 Details of the Area of Responsibility of AMC 2/ACC 2.

B.3 Delegation of Responsibility to the Lead AMC 1

B.3.1 Details of the responsibility of/to AMC 1/ACC 1.

B.4 Delegation of Responsibility to the Lead AMC 2

B.4.1 Details of the Responsibility of/to AMC 2/ACC 2.



Appendix C

Cross-Border Areas and Conditional Routes to be Co-ordinated

Effective:Revised:

C.1 Cross-Border Areas (CBAs) to be Co-ordinated.

Including details of sub-divided portions, boundary positions, relevant flight levels anddelegations.

C.2 Conditional Routes to be Co-ordinated.

Including details of route portions, boundary positions, relevant flight levels anddelegations.



Appendix D

Procedures for the Co-ordinationof Cross-Border Areas and/or Conditional Route Availability

Prior to AUP Publication

Effective:Revised:

D.1 General Provisions.

D.1.1

D.2 Procedures.

D.2.1 [AMC 1/ACC 1] is responsible for the Lead-AMC co-ordination of the following CBAsand/or CDRs:

� � �

D.2.2 [AMC 2/ACC 2] is responsible for the Lead-AMC co-ordination of the following CBAsand/or CDRs:

� � �

D.3 Interim Procedures

(if so required)



Appendix E

Communications Facilities

Effective:Revised:

E.1 Means of Communications and their Use

E.1.1 Equipment

The following lines are available between [AMC 1/ACC 1] and [AMC2/ACC2]:

� [X] data line [s]� [X] telephone line [s]� [X] fax line [s]

E.2 Telephone Co-ordination

E.2.1 All telephone communications should be terminated with the initials of the staffparties concerned.



Appendix F

Hours of Operation of [AMC1/ACC1/AMC 2/ACC2].and Fall-Back Procedures

Effective:Revised:

F.1 Hours of Operation of the ACCs/AMCs.

F.1.1. The Hours of Operation of [AMC 1/ACC 1] are as follows:

� � �

F.1.2 The Hours of Operation of [AMC 2/ACC 2] are as follows:

� � �

F.2 Fall-Back Procedures for Co-ordination

In the event of failure of the direct lines between the co-ordinating partners, co-ordination may be effected via:

a) switchboard, orb) [other common co-ordination partner], orc) public telephone:

[AMC 1/ACC 1]: [additional listing of available public telephone numbers to theoperations room and the relevant working positions, if available]

In the event of the closure of [AMC1/ACC1] the fall-back co-ordination point is[detail]:

[AMC 2/ACC2]: [additional listing of available public telephone numbers to theoperations room and the relevant working positions, if available]

In the event of the closure of [AMC2/ACC2] the fall-back co-ordination point is[detail]:

F.3 Declared National Holidays

By the end of every year, [AMC1/ACC1] and [AMC2/ACC2] shall provide the otherAMC/ACC and the CFMU/CADF with the list of declared National Holidays for thefollowing year which may impact on the allocation process of cross-border structuresdescribed in the present Letter of Agreement.


Edition 2.0 Released Issue22/10/03

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