Baltic FAB/B4 Consortium representative in the project: PANSA
Project snapshot:
Today, Air Traffic Flow and Capacity Management (ATFCM), Airspace Management (ASM) and Air Traffic Control (ATC) are separated processes even though the coordination between all in Step 1 has significantly improved through interfacing between ATFCM, ASM and ATC systems. The current ATM environment does not provide neither an accurate prediction of traffic and relevant measurements of its uncertainty, nor the sector predicted workload with a confidence index. It leads to big constrains for determination of appropriate Airspace Design and efficient application of Flexible Use of Airspace (military and civil coordination). Also, the sharing of airspace information is not optimally adapted to Aircraft Operators (AO) and other Airspace User (AU) processes, which is leading to limited usage of available dynamic configurable airspace.
The project “Advanced Airspace Management” includes 2 main working packages: Management of Dynamic Airspace configurations and Dynamic Airspace Configuration supporting moving areas.
- Management of Dynamic Airspace configurations solution develops the process, procedures and tools related to Dynamic Airspace Configuration (DAC) management, supporting Dynamic Mobile Areas (DMA) of Type 1 and Type 2 as well as supporting the civil and military preferred trajectories. These tools will support Dynamic Sectorisation and Constraint Management for the purpose of workload and complexity optimisation at local level. The objective is to manage the airspace as a continuum to meet the users' expectations.
- Solution “Dynamic Airspace Configuration supporting moving areas” will extend the management of Dynamic Airspace configuration to support moving areas. This includes DMA of type 3 as well as moving hazard areas.
DMA is a volume of airspace of defined dimensions described as an integral part of a MT and agreed upon in a CDM process satisfying the Airspace Users requirements. 3 types:
- DMA Type 1 satisfies Airspace Users requirements in terms of a time and/or distance constraint parameters from a reference point as specified by AU (e.g. Aerodrome of Departure).
- DMA Type 2 can be planned and used at any geographical location along the trajectory.
- DMA Type 3 is designed around moving aircraft (an aircraft centric bubble) requiring specific separation criteria based on aircraft configuration (e.g. Fighter, Tanker, Formation).
