FAB CE News

The completion at the end of April of FAB CE’s major study into the introduction of Free Route Airspace (FRA) throughout the FAB CE area (“Free Route Airspace – from the Black Forest to the Black Sea”) is a significant work of research, with important findings for FAB CE airspace alliance members and beyond.

FRA is a pivotal element of the European Commission’s Single European Sky programme and according to Implementing Regulation (EU) No 716/2014 FRA will be implemented throughout Europe from 1st of January 2022. The study is an integral part of the work programme managed by FABCE Aviation Services Ltd, the legal entity responsible for supporting the implementation of the FAB CE programme.

Within the FRA concept aircraft operators can freely plan a route between a defined entry point and a defined exit point without reference to the air traffic services (ATS) route network; every aircraft operator defines its user preferred trajectory according to its business intentions. For all aircraft operators the introduction of FRA, in theory, offers better flight predictability and shorter routes – which means less time in the air, less fuel burn, lower costs and a reduced environmental impact. Savings in distance from these improvements – if applied throughout Europe - could be as much as 25,000 NM a day, according to Eurocontrol figures, which would lead to annual savings of 45,000 tons of fuel, 150,000 tonnes of emissions and EUR 37 million in operational charges to airspace users.

FAB CE members have led the way in introducing the concept within Europe – especially in the challenging areas of cross-border (“X -Border”) operations.

The key benefit expected from the project is to create a clear definition of the operational end technical pre-conditions for a conceived FAB CE X-Border Free Route Airspace.

The study aims to define the operational and technical pre-conditions to implement
the FAB CE Free Route Airspace, including Concept of Operations (CONOPS), the necessary related validation exercises and the required developments and upgrades of ATM systems by FAB CE members. Time frame of the study was September 2015 – April 2017.

Validation exercises of FAB CE CONOPS were divided into Fast-Time Simulations (FTS) - to calculate horizontal and vertical inefficiencies - and Real-Time Simulations (RTS) - to assess specific operational procedures. Special attention was given to the adequacy of ATC support tools, capacity analysis and the situation with active military airspace areas. Throughout the RTS the effects on controllers’ workload and situational awareness were measured.

The results of the simulations led to the following conclusions:

1. The unrestricted FAB CE level cross-border FRA concept provides the desired benefits for airspace users in terms of horizontal flight efficiency while no difference could be identified in vertical flight efficiency.
2. The non-FRA specific and both versions of the tested FRA specific operational procedures proved to be adequate to handle all – including military – operations.
3. The tested versions of areas-of-common-interest concepts cannot be distinguished by significant difference in workload or situational awareness values during their application.
4. The different mitigation techniques may need to include a combination of modified sector boundaries, regulation (channelling) of traffic flows and regulation of traffic demand.
5. Implementation of additional ATM tools will probably have a beneficial effect on controller workload and situational awareness.

“We also examined the vertical inefficiency in climb, cruise and descent, but we did not find significant difference with the introduction of FRA, which strengthens the assumption that the vertical profiles will not be degraded,” said Martin Stieber, Austro Control, Project Manager of the study.

The Final Simulation Report also concludes that the sector occupancy was an important predictor of the workload, although it was not the only contributor. The distribution of the conflict points, the traffic complexity, the lateral boundaries of the sector and the available system support tools in the system also played key roles in changes of the workload and situational awareness figures.

Multiple recommendations have made by the report for ATC support tools such as variances of the probe function and specific, map-based or time-based support tools that could be essential for handling FRA operations within the areas of common interest.

The study itself has been developed as a baseline evaluation of the feasibility of implementing FRA in the FAB CE area. “It provides the participating ANSPs with a framework for the individual implementation activities rather than a ‘big bang’ implementation approach to FRA,” said Martin Stieber. “We believe a step-by-step approach is considered as the preferred implementation path.”

The study allows now FAB programme management to assess the feasibility of the potential extension of FAB CE FRA operations to neighbouring functional airspace blocks (FABs) as well - particularly to FABEC and Danube FAB.

FAB CE air navigation service providers (ANSPs) have pooled their resources and expertise to conduct a single safety audit of datalink services which covers the entire functional airspace block.

According to (EU) No 1035/2011 Annex II, 3.1.2 (e) providers of air traffic services have to carry out a safety management system audit of controller pilot data link communications (CPDLC) providers to ensure “adequate justification of the safety of the externally provided services and supplies, having regard to their safety significance within the provision of its external services and supplies”.

FAB CE ANSPs decided to centralize this function by developing a common FAB CE level safety survey to provide an overview and evidence for specific safety aspects in the provision of datalink services to FAB CE ANSPs.

“The survey has been a major success in regard to the fulfillment of the scope and received feedback from all the involved stakeholders,” said Andreas Dvorak, chairman of the FAB CE Safety Sub Committee. “It was the first time air/ground communication service providers have been involved in such a safety survey and the aim and outcome of the survey was really appreciated by them. The result is now available for all FAB CE ANSPs and is a very effective and efficient control measure.”

The survey was carried out by four safety surveyors from three different FAB CE ANSPs and was performed in compliance with FAB CE rules and procedures for performing safety surveys on a FAB CE level, which are harmonized and defined within the FAB CE Safety Management System.

Planning activities took place in Vienna, Budapest and Prague, hosted by each ANSP, and onsite-visits have been carried out at the European headquarters of the global air/ground communication service provider.

From April 27 this year airlines and other airspace users will benefit from safer and more on-time performance as a result of the introduction of short term air traffic flow capacity management measures (STAM) throughout FAB CE airspace.

“We expect improvements in safety and capacity,” said Ralph Michalke, ATM/Performance Manager FMP-AMC Austria at Austro Control and one of the members of the project. “Safety – in terms of fewer overloads for controllers and capacity in terms of helping us reduce the delay and the number of regulations during short-term traffic peaks.”

FAB CE FMP (Flow Management Position) operators can flexibly introduce traffic-overload prevention measures in response to the actual demand on the system by targeting individual flights with a STAM– through the use of level-capping for aircraft already airborne or introducing “take-off not before” (TONB) actions at airports. In this way, locally preferred solutions to local traffic overload challenges can be applied rather than having to resort to large-scale regulations which impact many flights.

FABCE FMPs also aim to improve the FMP coordination within the FAB to optimize STAM. The necessary coordination procedures are part of the letters of agreement of the FABCE ACCs as from 27 April 2017.

Considerable work has been taken to introduce STAMs across the FAB CE network. A live trial took place in September 2015 which was preceded by a generic safety assessment for the entire FAB. After successful completion of the live trial a decision to implement the measures across the FAB was taken. Each air navigation service provider (ANSP) additionally prepared a safety assessment for introducing STAMs at the local level for both the live trial and the implementation. Guidance and briefing materials have been prepared for flow management positions, supervisors and controllers.

Airspace users are informed of the changes via AIM (ATFCM information messages) provided via the Eurocontrol NOP portal. At a local level ANSPs can inform the airspace users via AIC or NOTAM.

This is the first phase of the STAM roll-out, based on existing tools. The Operations Subcommittee in September 2016 agreed to develop a roadmap for a future FAB CE wide implementation of STAMs as part of work to improving Airspace Management (ASM) processes and Dynamic Airspace Management (DAM) (See FAB CE Newsletter: Autumn 2016). STAM phase two will require the availability of new tools which will allow for better monitoring and complexity handling. These tools are currently under developing within the SESAR JU research portfolio; the strategic deployment of STAMs throughout the Single European Sky is part of the Single European Sky (SES) Deployment Programme.

FAB CE is now on Twitter. Get all the latest news and stay up-to-date on all the current developments.

https://twitter.com/fabce_news

The First FAB CE Social Dialogue 2017 will take place on the  18^th and 19^th of May 2017 in LPS premises, Bratislava.

South East Common Sky Initiative (SECSI) - Memorandum of Cooperation signed 

Representatives from five ANSPs signed a memorandum of cooperation during the World ATM Congress in Madrid aimed towards merging the two Free Route Airspaces SAXFRA (Slovenian Austrian Cross-Border Free Route Airspace) and SEAFRA (South-East Axis Free Route Airspace).

SAXFRA (Austro Control and Slovenia Control) and SEAFRA (BHANSA, Croatia Control and SMATSA) are two crucial cross-border initiatives contributing significantly to the efficient flow of air traffic along the vital South-East Axis. Each project has shown itself to be working out very well, but in line with the goals of Single European Sky a merging of those two airspaces will generate even greater benefits.

The South East Common Sky Initiative will strengthen the South East Axis by offering the shortest route options between Central and South Europe, including the flows to Turkey and further to the Middle East. This initiative not only works towards achieving the goals of the European Commission regarding the implementation of Free Route across Europe but also fulfils airspace users’ requests for having multiple route options available for the same city pair. The cooperation of SAXFRA and SEAFRA will produce one of the largest cross-border Free Route airspaces in Europe and is a significant step towards achieving a common European Free Route airspace (FRA) by 2022.

“In line with the goals of Single European Sky this is the next significant step towards Free Route airspace across all of Europe. The South East Common Sky Initiative will benefit both the airlines and passengers in reducing fuel consumption as well as the travel time”, said Austro Control CEO Heinz Sommerbauer in Madrid.

“If there is a common goal and willingness to cooperate, we can achieve great things. The South East Common Sky Initiative is a perfect example for that. Five ANSPs working together towards improving the flow of air traffic across Europe”, said Austro Control COO Thomas Hoffmann.

“As a logical continuation of an excellent cross-border cooperation through the SAXFRA and SEAFRA free route projects, SECSI is not only in line with the Single European Sky initiative but offers even more increased efficiency and capacity over Central and South East Europe”, said BHANSA CEO, Davorin Primorac.

“The SECSI Free Route airspace is a step forward after the two successfully completed FRA projects, SAXFRA and SEAFRA. I am sure that the five ANSPs will demonstrate excellent cooperation for the benefit of the airspace users to save thousands of tons of fuel per year; moreover, the citizens of the six states will be exposed to significantly decreased emissions of CO2 and NOx. I believe the airspace users will recognize the benefits of FRA in this region as well as the environmental achievements” said Croatia Control CEO Dragan Bilać.

“The South East Common Sky Initiative is another major step towards the needed ANSP collaboration in making a seamless European Sky a reality and reducing the future environmental footprint” said Slovenia Control CEO Franc Željko Županič.

“A positive attitude, professionalism and devotion, demonstrated in SEAFRA and SAXFRA projected by all parties involved, guarantees the success of the South East Common Sky Initiative. I am absolutely confident that this important Free Route Airspace project in the region and Europe will deliver more significant savings to our users”, said SMATSA CEO Radojica Rovčanin.

The significance of the South East Common Sky Initiative was also stressed by Joe Sultana, Director Network Manager Eurocontrol:

“Following the successful implementation of the SAXFRA and SEAFRA initiatives, the South East Europe Common Sky Initiative is an excellent example of how cross-border Free Route Airspace implementation progresses in Europe in complex airspace. The detailed and innovative work conducted by the five ANSPs in close coordination with the Network Manager makes this initiative a tangible example of how the European ATM network can be optimised. It opens significant opportunities for further airspace optimisation in Central and South East Europe with similar neighboring initiatives”.