fral project free route airspace lisboa fir fral project free route airspace lisboa fir vanda cruz...
TRANSCRIPT
FRAL project
Free Route Airspace
LISBOA FIR
FRAL project
Free Route Airspace
LISBOA FIR
Vanda Cruz
MAR 2011
FRAL Project
• FRAL Project Objectives
• Interface with procedural Control
• Civil-Military Coordination
• General Procedures
• Contingency Planning
• Airspace Management
• AIS Mechanisms
• Interface with Eurocontrol for FPL
• Impact on ATC
• Systems
• Traffic flow statistics & Benchmarking
• Benefit results
• Next Steps
• Conclusions
FRAL Project Objectives
• WHY FRAL PROJECT
• The significant traffic growth experienced throughout the last decade, jointly with the severe increase in the en-route delay, forced ANSP's to increase airspace capacity by means of airspace restructuring.
• Keeping in mind that the increase in demand is expected to continue, the international community urges fuel savings and reductions in CO2 emissions.
• Today, an ATS fixed route network appears inefficient to manage potential airspace capacity and to satisfy aircraft operator's expectations in terms of greater operational flexibility, punctuality and financial benefits.
• WHY FRAL PROJECT
• As aircraft operators persistently insist for enhancements and new possibilities providing more flexibility throughout the European airspace.
• Being completely aware of future challenges faced by the aeronautical industry, NAV Portugal decided to implement on the 7th of May 2009 a full Free Route Airspace project within Lisbon FIR (FRAL) above FL245.
• The FRAL aims to remove the constraints imposed by the fixed route structure and through the optimized use of the entire airspace obtaining benefits of capacity, flexibility, flight efficiency and cost savings, while maintaining safety standards.
FRAL Project Objectives
FRAL Project Objectives
Before FRAL FRAL
QPR
NTS
BTZ
TBO
LND
West
EastCentral
SHANWICKOCEANIC FIR
SANTA MARIAOCEANIC FIR
CANARIASFIR/UIR
MADRIDFIR/UIR
LISBOAFIR/UIR
BRESTACC
BORDEAUXACC
BARCELONAFIR/UIR
MARSEILLEACC
CASABLANCAFIR/UIR
LPMA
LPPT
LPFR
A
B
C
FRAL Project Objectives
LISBOA FIR
• 1200 movements per day
• Main traffic flows - Northbound/Southbound flow - Westbound/Eastbound Oceanic flow to/from Santa Maria Oceanic FIR.
Anchoring points
Interface With Procedural Control
SHANWICKOCEANIC FIR
BRESTACC
BORDEAUXACC
CASABLANCA FIR
MARSEILLEACC
ALGER FIR
GANDEROCEANIC FIR
NEW YORKOCEANIC FIR
PIARCOOCEANIC FIR
SALOCEANIC FIR
DAKAR FIR
SANTA MARIAOCEANIC
FIRLISBOA
FIR
• This figure illustrates the western boundary limit between Santa Maria Oceanic and Lisbon FIR.
•Random routing
• The main traffic flows along this boundary between both Portuguese FIR’s is oceanic traffic to/from the Iberian Peninsula, being Madrid airport the main hub destination.
Interface with procedural Control:
•NAV Portugal also provides non-radar services in Santa Maria Oceanic FIR.
Previous route structure• Main ATS routes via landfall
BUSEN
Interface With Procedural Control
RETEN
ARMEDBANAL
DETOX
ERPES
GUNTI
KOMUT
LUTAK
MANOX
NAVIX
IRKID
ABALO
NELSO
Free Route Airspace• Wider range of possibilities
Interface With Procedural Control
Traffic may now proceed directly from the entry point in Lisbon FIR to the exit point in Lisbon FIR.Example: Flight planning from Madrid to Boston before and after the Free Route concept
implementation:
• For those airlines operating in the oceanic region through Lisbon FIR airspace, the Free Route Airspace project has permitted enormous flexibility and cost-efficiency
Civil – Military Coordination
Civil – Military Coordination:
• Segregated airspace within Lisbon FIR is composed by restricted (R) military areas, danger (D) military areas, temporary segregated areas (TRA) and one prohibited (P) area with no impact in this project.
• Above FL245 there are two types of military areas:- AMC, manageable areas;- NON AMC.
• LPR60B was the only NON AMC segregated area inside FIR Lisboa above FL245.
• As the main segregated area it has some implications on traffic demand.
• Coordination was made with the military to become manageable above FL245.
It is necessary to recognize the excellent cooperation and close relationship between NAV Portugal and Portuguese Air Force.
Civil – Military Coordination
• Today, aircraft operators plan their trajectory inside FRAL disregarding all segregated airspace. In case there is no availability to cross active segregated areas, it is expected that the average flight extension to be considered by aircraft operators is approximately 5NM and in exceptional occasions 15NM.
• Several fast time simulation exercises were performed in order to evaluate the impact of this military area in the attempt to identify the rerouting options and the trajectory extension most penalising to traffic.
General Procedures
Procedures Procedures available above available above
FL245FL245
Users free for Users free for using Waypointsusing Waypoints
No limitations on No limitations on the use direct the use direct trajectoriestrajectories
Predefined trajectories Predefined trajectories above FL245 will be above FL245 will be applied in case of applied in case of
contingencycontingency
General Procedures
PORLI
PORTA
ELVAR
CCS
RAKOD
BABOV Delegated airspace is excluded
BABOV/RAKOD and CCS, outside
FRAL area, are transfer coordination
points with Madrid ACC.
Lisbon ACC
Madrid ACC
Seville ACC
General Procedures
Flight Planning:
Within the FRAL area there will be no
limitations on the use of “DCT “.
Traffic will be subject to general rules and
procedures (AIP Portugal ENR1.1), RAD
orientation scheme and internal Letters of
Agreements (LoA’s) between neighboring
ACC’s.
Flight planning within the FRAL area will
accomplish with adjacent ATS route network
orientation.
LISBOAFIR/UIR
SANTA MARIAOCEANICFIR/UIR
YES NO
General Procedures
Flight Planning:
Arriving traffic should plan directly from
Lisboa FIR entry point to the STAR initial
waypoint.
Departing traffic should plan directly from
the SID final waypoint to the Lisboa FIR
exit point.
Overflight traffic should plan directly
from Lisboa FIR entry point to Lisboa FIR
exit point.
ENTRY POINT
STARENTRYPOINT
LPFR
General Procedures
Suggestions:
Intermediate waypoint ABRAT suggested for traffic entering MOSEN or NINOS with destination LPFR or exiting via AMSEL/OSLAD.
Intermediate waypoint NARTA suggested for traffic passing through Casablanca FIR/UIR.
CROSS BORDER:
Cross-Border -DCT- NOT Allowed.
Following IFPS procedures, DCT segment which ends in the FIR but starts in another FIR which is not part of the same NAS is NOT permitted.
Airspace users will have to plan their trajectory inside FRAL through the use of intermediate waypoints.
OSLADAMSEL
ALAGU
MOSEN
RALUS
NINOSBABEX
ABRAT
Contingency Planning in Lisboa ACC
CONTINGENCY PLANNING:
In case of contingency, a reduced ATS
route structure above FL 245 will
apply as defined in our AIP 2.2.3-
CONTINGENCY PLANNING IN LISBON
ACC (CONFLICT FREE FL ALLOCATION
SCHEME) .
SANTA MARIAOCEANIC FIR
CASABLANCA FIR
CANARYISLANDS
FIR
MADRIDFIR
Arrivals to Madeira
Airspace Management
Airspace Management:
Lisboa FIR:Traffic is still subject to the adjacent FIR’s ATS route network orientation. For this reason, apart from minor modifications, no significant changes were encountered to these traffic flows.
Santa Maria FIR:A significant change to the oceanic flow was observed.
With no landfalls to accommodate the flows, airlines now have a variety of exit points in the FIR boundary between Lisbon and Santa Maria to optimize their flights when flying within Lisbon FIR.
Airspace Management
Conflict Detections:
• Large number of different direct connections to meet operational requirements of the AO´s• Three Fast Time Simulations
– 3 day Sample traffic (August) – 1000 Ft, 10NM
Airspace Management
Traffic exclusion list:- No sector limit changes. - Defined traffic exclusions
The traffic exclusion analysis was essential to guarantee a better demand/capacity balance along Lisbon FIR traffic volumes improving our performance and avoiding any unnecessary ATFM regulation.
Airspace Management
TMA:
• Improved the arrival/departure (STAR's/SID's) routes in the three main Portuguese terminal areas.
• In terms of airspace structure, the only changes made inside the TMA’s were some adjustments to the SID’s and STAR’s procedures.
Airspace Management
Lisboa FIR Route Structure before Free Route
Free Route trajectories Offering numerous possibilities
Airspace Utilization
AIS Mechanisms
• Aeronautical Information Publication
AIP updated:
1.- AIC publication. (5 months prior)
2.- ENR 1.10: Flight planning. Item 15. (update)
3.- ENR 1.3: “Free route airspace general procedures”. (new chapter)
4.- ENR 3: ATS routes. (update)
5.- ENR 6: En-route charts. (update)
6.- ENR 2.2.3: “Contingency planning in Lisboa FIR”. (new)
7.- AD2 Aerodromes: (update)
LPPT, Lisboa
LPFR, Faro
LPPR, Porto
AIS Mechanisms
• Aeronautical Information Publication
NOV08 DEZ08 J AN09 FEB09 MAR09 APR09 MAY09
ImplementationAIS informationdelivery
1 AIRAC cycle
2 AIRAC cycleAIC publication
AIS Mechanisms
• Aeronautical Information Publication
EAD & SDO SYSTEM
NEW Airspace Type: RAS (Reserved Airspace)
Coded Identification: LPPCFRA
Name: Lisboa Free Route Airspace
Significant_Point_In_Airspace: each entry/exit point
ATS Route Segment:
Vertical Limit changed to:
FL245 FL460, within delegated airspace
Withdrawn (segments above FL245)
AIS Mechanisms
• Aeronautical Information Publication
EAD & SDO SYSTEM
SDO (Static Data Operation).
Airspace definition.
An specific Free Route
Airspace was created to define
all necessary components.
AIS Mechanisms
• Aeronautical Information Publication
EAD & SDO SYSTEM
SDO (Static Data Operation).
Route segments version
withdrawn.
All ATS routes above FL245
were eliminated from the
system.
AIS Mechanisms
• Aeronautical Information Publication
EAD & SDO SYSTEM
SDO (Static Data Operation).
Route segments usage
condition.
All Upper limits of ATS routes
were corrected to FL245.
Interface with Eurocontrol for FPL
• Having no route structure inside a Flight Information Region was a completely new concept in regards to the flight planning system.
• Considering some system issues that came across with the CFMU, effort was made in close collaboration with Eurocontrol to avoid any Flight Plan rejections during the first weeks of implementation.
• Manual adjustments were adapted to the circumstances where it was not possible to avoid the automatic rejection.
• From the beginning, collaboration and monitoring of flight plans in the Lisbon control room proved critical to identify and solve problems.
• Many fast time simulations were performed to anticipate those situations and to prepare cost-effective alternative options to inform airline operators and CFMU personnel to act when those cases occurred.
Impact on ATC
• Kept it simple avoiding changes that could have a negative impact on ATC.
– No changes were made to sectors,
– No new waypoints created on our FIR border,
– Intermediate waypoints were maintained to allow the best planning possible by the AO’s
– Providing “directs” by the ATC was already a parte of the day to day operational reality in Lisbon ACC which made the transition process of direct routing very familiar to the ATC,
The day-to-day experience gained in the OPS room has permitted to believe in the potential of Lisbon FIR to eliminate the upper ATS
route network.
– Use of LAT/LONG
– Having in mind the air traffic controllers, the use of waypoint and nav-aids is preferable as they are familiarized with their position whereas the use of LAT/LONG bring upon infinite possibilities.
– Training:• Real time simulations in Free Route scenarios contemplating procedures for radar
failure
Systems
• From the technical point of view the existing systems and management tools are valid to support operations in the airspace "free route"
In any case, five technical tools identified that could have a significant contribution to facilitate the concept of "free route" in Lisbon FIR:
– STCA Short Term Conflict Alert
– Flight Leg
– MTCD - Medium Term Conflict Detection
– APW - Area Proximity Warning
– Flight Plan Track
Traffic Flow Statistics & Benchmarking
• Traffic flow statistics & Benchmarking
0 5 10 15 20 25 30 35 40 45
RETEN
ARMED
BANAL
DETOX
ERPES
GUNTI
KOMUT 2010
2008
Percentage traffic (%)
North/Westbound oceanic traffic flows 2008 vs 2010.
Traffic flows monitoring and post analysis has identified an increase of 20% additional entry/exit combinations compared with the previous ATS route network scenario regarding the overflight traffic demand.
Flight planning freedom in both airspaces has permitted to identify some variations in the fixed boundary waypoints chosen by the airlines. Comparing traffic samples from August 2008 with an existing ATS route structure, and traffic in August 2010 within a Free Route environment, the following graphs show concrete conclusions regarding the variations encountered in oceanic traffic flows.
0 10 20 30 40 50 60
RETEN
ARMED
BANAL
DETOX
ERPES
GUNTI
LUTAK
MANOX 2010
2008
Percentage traffic (%)
North/Eastbound oceanic traffic flows 2008 vs 2010
Traffic Flow Statistics & Benchmarking
• Traffic flow statistics & Benchmarking
0 5 10 15 20 25 30 35 40
DETOX
ERPES
GUNTI
KOMUT
LUTAK
MANOX
NAVIX
IRKID
NELSO
2010
2008
Percentage traffic (%)
South/Westbound traffic
Oceanic Traffic Flows 2008 vs 2010.
0 10 20 30 40 50 60
DETOX
ERPES
GUNTI
KOMUT
LUTAK
MANOX
NAVIX
ABALO 2010
2008
Percentage traffic (%)
South/Eastbound flow
Oceanic Traffic Flows 2008 vs 2010.
Benefit results
From na economic perspective, the FRAL project enableded in it’s first year of operations:
• Reduction of 1.300.000NM
• Fuel Savings 8.783 Tones
• Savings over 12.milion Euros
Environmental perservation
• 27.000 Tones CO2
• Interface with Santa Maria Oceanic Considering a monthly traffic sample (August 2010), the total saving of the oceanic Westbound and Eastbound flows were:
– Westbound traffic: 7200 NM– Eastbound traffic: 5300 NM
As a total, 12500NM/month was saved with the implementation of the Free Route airspace in Lisbon FIR for this particular overflight traffic.
Benefit results
Main Traffic Flows
• ENTRY POINT: AKUDA
AKUDA – BABOV 819 Flights Savings per flight 3.8 NM TOTAL 3112 NM
AKUDA – TURON 208 Flights Savings per flight 17.91 NMTOTAL 3725 NM
SHANWICKOCEANIC FIR
BRESTACC
BORDEAUXACC
CASABLANCA FIR
MARSEILLEACC
ALGER FIR
GANDEROCEANIC FIR
DAKAR FIR
LISBOAFIR
MADRIDFIR
SANTA MARIAOCEANIC
FIR
CANARY ISLANDSFIR
TURON
BABOV
AKUDA
Benefit results
Main Traffic Flows
• ENTRY POINT: RALUS
RALUS – BEXAL 246 Flights Savings per flight 2.79 NM TOTAL 686 NM
RALUS – OSLAD 326 Flights Savings per flight 7.58 NM TOTAL 2471 NM
SHANWICKOCEANIC FIR
BRESTACC
BORDEAUXACC
CASABLANCA FIR
MARSEILLEACC
ALGER FIR
LISBOAFIR
MADRIDFIR
SANTA MARIAOCEANIC
FIR
CANARY ISLANDSFIR
RALUS
OSLAD
BEXAL
Benefit results
Main Traffic Flows
• ENTRY POINT: CCS – ELVAR
CCS – LUTAK 204 Flights Savings per flight 6.48NMTOTAL 1321 NM
CCS – KOMUT 238 FlightsSavings per flight 8.29NMTOTAL 1973 NM
CCS – GUNTI 146 Flights Savings per flight 15.53NMTOTAL 2267 NM
SHANWICKOCEANIC FIR
BRESTACC
BORDEAUXACC
CASABLANCA FIR
MARSEILLEACC
ALGER FIR
LISBOAFIR
MADRIDFIR
SANTA MARIAOCEANIC
FIR
CANARY ISLANDSFIR
CCS
GUNTI
KOMUT
LUTAK
Benefit results
• Traffic via NELSORALUS – NELSO Savings per flight 14.49 NM
MOSEN – NELSO Savings per flight 14.86 NM
SHANWICKOCEANIC FIR
BRESTACC
BORDEAUXACC
CASABLANCA FIR
MARSEILLEACC
ALGER FIR
LISBOAFIR
MADRIDFIR
SANTA MARIAOCEANIC
FIR
CANARY ISLANDSFIR
NELSO
MOSEN
RALUS
Benefit results
• One of the main gains of FRAL concerns the Air Berlin flight from EDDL to LPPD
Saving: 70NMSHANWICKOCEANIC FIR
BRESTACC
BORDEAUXACC
CASABLANCA FIR
MARSEILLEACC
ALGER FIR
LISBOAFIR
MADRIDFIR
SANTA MARIAOCEANIC
FIR
LUTAK
DEMOS
FRAL Future Steps
FRALFuture Steps
FRAL Above FL195
New Sector Configuration
Cross Border DCT Santa Maria FIR
FRAL Future Steps
FRAL Above FL195• In order to harmonise the Lower/Upper airspace organisation, a feasibility study will be
performed to extend FRAL airspace to FL195.
Vertical Airspace Management above FL150
FRAL Future Steps
Taking into account aircraft operators preferred trajectories, the airspace sectorisation will be adjusted accordingly.
Current sectorisation Alternative sectorisation
FRAL Future Steps
• Improve Airspace Utilization
• Although both FIR’s are managed by NAV Portugal, there is still a boundary limit between them with a fixed waypoint based structure to serve as compulsory fly-over reference.
• Unavoidably this confines the access to a more flexible arrangement whereas flying over these waypoints would not be necessary.
NEWYORKOCEANIC
DEMOS
15WEST
Taking advantage of the Free Route Airspace concept in both Portuguese FIR’s (Lisboa + Santa Maria) it will be studied the possibility to permit CROSS_BORDER_DCT between both airspaces with the improvement of airspace utilisation.
Taking full advantage of the Free Route Concept, maximizing the benefits in both FIR’s.
Conclusions
Some AO’s opinions reflect key benefits of the free route concept:
• IBERIA operations: “…free route permitted an optimal flexibility with a total alleviation of military areas. Information published was clear and did not cause any disturb in the flight planning department…”.
• IBERWORLD operations: “…free route concept has permitted to achieve a dream for airlines operations without the necessity to invest in new technology…”.
• TAP Portugal operations: “…thanks to the flexibility of the free route concept we have optimised TAP routes with significant gains in fuel saved…”.
• VUELING operations: “…after some contacts with NAV Portugal airspace department we achieved to optimise trajectories inside Lisbon FIR. Free route adaptation was easy, fast an successful..”.
• IACA operations: “…To our knowledge there have been no reported ATFM issues resulting from military requirements which have been managed tactically by the Portuguese authorities. We were delighted that any foreseen problems proved unfounded. We recognize that significant savings have been made over the last twelve months in respect of fuel burn and carbon emissions….”
Conclusions
• Conclusions
• On the 7th of May 2010, the Free Route Airspace concept in Lisbon FIR, FRAL project, celebrated its first anniversary with the satisfactory recognition from the airspace user’s community in favor of the success of the project.
• After this first year it can be concluded:
– It was founded in a simply and basic number of general procedures;
– No new technical equipment required, just basic RNAV capability;
– Simplicity has facilitated the success in the execution of the flight planning;
– It was designed considering all partners (CFMU, Military, Aircraft operators and Database operators);
– Maximum freedom has been offered to verify aircraft operators expectations;
– CFMU systems aware of new concept to be updated;
– Efficiency and flexibility most appreciated by airline operators;
– Huge benefits can be obtained for AO’s (>1 million NM, >8.000 Tons fuel, >27.000 Tons CO2).
Conclusions
Eurocontrol Guidance Material: Concept of Operations for Harmonised Free Route Implementation
• Airspace Classification• Flight Level Orientation• Limited Applicability of Free Route Airspace Operations
• Airspace Organisation- Vertical Limits of Free Route Operations Airspace and their publication- Horizontal Limits of Free Route Operations Airspace and their publication- Vertical connection between Free Route Operations Airspace and the
underlying fixed ATS route NetworkMaximising efficiency of Free Route Operations Airspace- Access to/from Terminal Airspace- Publication of a contingency ATS Route Network and publication of
contingency procedures- Maintenance of a fixed route network within Free Route Airspace- Special Use Airspace structures- Route Availability- Sectorisation- Sector and traffic volume capacities /monitoring values- ATS Delegation
• Airspace Management• Letters of Agreement and Coordination Procedures
• Flight Planning- Use of intermediate Lat/Long points for flight planning- Flight Planning through Special Use Airspace- Flight Planning Facilitation through the use of DCTs
• Air Traffic Flow and Capacity Management- Sector Configuration Management- Sector and Traffic Volume capacities /monitoring values- Re-routing proposals- ATFCM procedures- ATFCM/IFPS tools support
•Network Systems Support
Conclusions
The iFlex program reinforces the importance of providing much more flexibility in planning for aircraft operators in line with the FRAL project objectives.
Thank You For Your Attention