Flexible Use of Airspace (FUA)

Concept Overview

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 Learning objectives
Understand:
 General Principles
 FUA Airspace Structures
 Management levels
 Tasks & Procedures
 Tools

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 Civil/Military Coordination

 Military and Civil Aviation environments are

very different:

– Culture & Ethics.

– Environment & Teamwork.
– Social & Health.
– Training & Operations.
– Discipline & Behaviour.

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 Civil/Military Coordination

 Civil aviation focus on BUSINESS:

– Safety.
– Efficiency & commercial profits/minimum costs.
– Predictability, reliability of schedules.
– Competitiveness.

 Military aviation focus on PERFORMANCE:

– Peacetime - maximum safety.
– Operational flexibility & freedom on day of operations.
– Achieving capabilities in wide variety of areas.
– Efficiency & results.
– International military co-operation.

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 Flexible Use of Airspace (FUA) Concept
 Commission Regulation (EC) No 2150/2005 of 23
December 2005 laying down common rules for the
flexible use of airspace

 Airspace should no longer be designated as either

purely civil or military airspace, but rather considered as
one continuum and allocated according to user
requirements.

 Any necessary airspace segregation should be

temporary, based on real-time usage within a specific
time period.

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Why is Airspace Divided? - Segregation!

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Basic Principles of Flexible Use of Airspace
(FUA) (2)
Airspace Use:

 Can mixed activity be accommodated safely?

– Yes:
 Joint use of airspace with real-time co-ordination.
– No:
 Airspace temporarily segregated.

 Application of Flexible Use of Airspace (FUA)

Concept requires pre-planning.

 The Flexible Use of Airspace (FUA) Concept

recognises that this is not always possible.
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Airspace Definitions

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 Flexible Use of Airspace (FUA) Airspace
Structures
 Permanent Air Traffic Services (ATS) Routes.

 Airspace Restrictions Areas

– Danger Areas (D)
– Restricted Areas (R)
– Prohibited Areas (P).

 Temporary Segregated Areas (TSAs).

 Temporary Reserved Areas (TRAs)
 Cross-Border Areas (CBAs).
 Conditional Routes (CDRs).
 Reduced Co-ordination Airspace (RCA).

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 Permanent ATS routes
 Available 24 hrs. Usage according to the
Route Availability Document (RAD).

 May have different base levels depending on

time of day.

 Always available for planning purposes

unless closed at Level 1 through NOTAM
(when re-filing of flight plan is necessary).

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 Danger Areas (D)

 Danger area. An airspace of defined

dimensions within which activities dangerous to
the flight of aircraft may exist at specified
times.

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 Restricted Areas (R)
 Restricted area. An airspace of defined dimensions,
above the land areas or territorial waters of a State,
within which the flight of aircraft is restricted in
accordance with certain specified conditions.

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 Prohibited Areas (P)
 Prohibited area. An airspace of defined dimensions,
above the land areas or territorial waters of a State,
within which the flight of aircraft is prohibited.

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 Temporary Segregated Area (TSA)

 TSA is an airspace of defined dimensions

within which activities require the reservation
of airspace for the exclusive use of specific
users during a determined period of time.

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 Temporary Reserved Areas (TRAs)

 TRA is an airspace of defined dimensions

within which activities require the reservation
of airspace for the use of specific users
during a determined period of time but
through which other traffic may be able to
cross under “positive air traffic control”.

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 Cross-Border Areas (CBA)

 A Temporary Segregated Area (TSA) or

Temporary Reserved Area (TRA) established
for specific operational requirements over an
international boundary.

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 Manageable Area Activation (1)

 Manageable areas can have 3 levels of

activation:

– Published Hours.

– Planned Hours.

– Real Activation Times.

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 Manageable Area Activation (2)

Published Hours 0700-1800

Planned Hours Planned Hours

0800-1145 1330-1730

Actual Actual
Hours Hours

0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900

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 Conditional Routes (CDRs)

 Conditional Routes (CDRs) are Air Traffic

Services (ATS) routes that are not
permanent.

 categorized depending on availability:

 CDR 1 permanently plannable according to
Aeronautical Information Publication (AIP)
 CDR 2 non-permanently plannable according to
Conditional Route Availability Message (CRAM)
 CDR 3 not plannable. Only tactically available.

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Aeronautical Information Publication (AIP) Entry -
ENR 3.2-x
AIP KIRCHBERG
En-Route 3-2-X CDREffective: 1 Jan 05
Identification Mag Dist Maximum Directions Remarks
Significant points Track (NM) Minimum Odd Even Controlling Unit
1 2 3 4 5
1. CDR 1
CL 412 FL170 - Every Night
1800(1700) - 0700(0600)
Altima DVOR/DME (ALT) - Every weekend
N 49 22 03 E 009 53 01 Fri 1700 (1600) -
086 FL460 Mon 0700 (0600)
266 72 FL160
2. CDR 2
BONTY Every day
N 49 28 05 E 009 42 03 Mon-Thu 0700(0600) -
1800(1700)
Fri 0700(0600) –
1700(1600)
FL160
Alternative: UB 1

Kirchberg ACC
1. CDR 1
CR 27 FL170 - Every Night
1800(1700) - 0700(0600)
Bobby DVOR/DME (BOB) - Every weekend
N 48 36 47 E 009 49 01 Fri 1700 (1600) -
024 FL460 Mon 0700 (0600)
204 69 FL160
2. CDR 3
BONTY Every day
N 49 28 05 E 009 42 03 Mon-Thu 0700(0600) -
1800(1700)
Fri 0700(0600) –
1700(1600)
FL160
Alternative: UB 2

Kirchberg ACC

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Aeronautical Information Publication (AIP)
Entry - En-Route 5-1-X CBA/TSA

AIP KIRCHBERG ENR 5-1-x

From 1 Jan 00
IDENTIFICATION Systems/means of Activation Time Remarks
NAME activation Upper/Lower Limits Type of Activity
promulgation Penetration Conditions
Lateral Limits Coordinates
1 2 3 4
KC-CBA001 Planned hours MON TO FRI 0700-1800 AMC-manageable area
specified in daily
Kirchberg AUP FL660 Air combat training
FL155
Real activity information
and/or crossing clearance
from:
ZZZZ Control
FREQ: …. MHz
KC-TSA212 Planned hours MON TO FRI 0700-1800 AMC-manageable area
specified in daily
Kirchberg AUP FL310 Flying Training
FL155 Rules of the air not always
complied with

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Flexible Use of Airspace (FUA) Management
 Three levels.

• Level 1 - Strategic.

• Level 2 - Pre-tactical.

• Level 3 - Tactical.

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 Composition of Level 1

 Consists of a joint national Civil and Military

high-level body. Members could be
representatives from:
– Ministry of Transport/Defence (MOT/MOD)
– Civil Aviation Authorities/Superior Defence
Commands
– Air Navigation Service Providers (ANSP)/
Tactical Air Commands

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 Composition of Level 2

 Consists of entities involved in the day-to-

day management and temporary allocation
of airspace. Entities are:

– Joint civil/military Airspace Management Cell

(AMC).
– Approved Agencies (AA).
– The ECAC Centralised Airspace Data
Function (CADF).

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 FUA at Level 2 (1)

 Pre-tactical Airspace Management (ASM) at

Level 2 consists of day-to-day management
and temporary allocation of airspace through
national or sub-regional Airspace
Management Cells (AMCs).

 States authorize Approved Agencies (AAs),

including Flow Management Positions (FMPs)
and Area Control Centres (ACCs).

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 FUA at Level 2 (2)
 Approved Agencies (AAs) make requests for
airspace allocations to Airspace Management Cells
(AMCs).

 AAs participate in negotiations and co-ordination

processes initiated by AMCs.

 AAs utilize allocated FUA Airspace Structures

(CDRs, TSA/TRAs, CBAs) and other allocated
airspace as appropriate.

 National airspace policy determines degree of

discretion and authority of the AMCs.

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 FUA at Level 2 (3)
 AMCs have sufficient authority to minimize
need for referrals to Level 1.

 Some AMCs may be designated ‘Lead

AMCs’ for CBAs and cross-border CDRs.

 Allocation of airspace is promulgated daily in

an Airspace Use Plan (AUP).

 Short notice changes communicated by an

Updated Airspace Use Plan (UUP).

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 Composition of Level 3

 Consists of entities involved in the real-time

activation, de-activation or real-time
reallocation of airspace: They are:
– Civil and military ATS units.
– Air Defence units.
– Appropriate Navy units/Managers of R and D
areas.
– Appropriate Army units/Managers of R and D
areas.
– Other authorised entities.

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 FUA at Level 3 (1)

 Tactical ASM consists of the real-time

activation, deactivation or real-time
reallocation of airspace allocated at Level 2.

 Resolution of specific airspace problems

and/or traffic situations between civil and
military ATS units and/or controllers.

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 FUA at Level 3 (2)

 ACCs utilize Conditional Routes (CDR2s) in

accordance with CRAM and UUP.

 When TSA activity has ceased and has

been cancelled, ACCs use associated
Conditional Routes on a tactical basis.

 Non-GAT aircraft may use non-allocated

TSAs on a tactical basis.

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ASM Tools - LARA

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LARA architecture

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