A German Perspective Benefits and Lessons learned Meetings Seminars and Workshops... · FUA Demystified A German Perspective Benefits and Lessons learned ... government and emergency

CDC Military Affairs 07/2009

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FUA Demystified

A German Perspective

Benefits and Lessons learned

FUA Workshop – Eastern Part of ICAO EUR RegionFUA Workshop FUA Workshop –– Eastern Part of ICAO EUR RegionEastern Part of ICAO EUR RegionChisinau, Moldova, 4 – 6 August 2009Chisinau, Moldova, 4 – 6 August 2009

Herbert SCHRAMMDirector Military Affairs, DFS

[email protected]

Herbert SCHRAMMDirector Military Affairs, DFS

[email protected]

Ladies and Gentlemen,

It is a great pleasure for me to speak at this particular audience of the Eastern part of the ICAO region Europe. Very special thanks to ICAO regional office Paris having acknowledged this DFS presentation. This topic is no mystery at all to Germany and tothe DFS. FUA and integration of services is the synonym of our Services.

First, a few word about myself: I look back to fundamental military experience gained in ATC andATM, I worked in the international environment at EUROCONTROL, I qualified in ministerial work in the Air Staff. In my area radar career I crew up in this civil-military relationship. Currently, I am the Director of Military Affairs of the DFS. To fulfil this task I had been released from my military business to the DFS in the interest of the MOD. How this model works I will touch later in my briefing.

With that background, it is quite obvious that I can talk most authentically about civil-military relationship.


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Now, I would like to invite you to follow me into the German wayof flexible and cooperative management of ATM.

This slide indicates best what we do in Germany in a cooperativemanner. We do not compete – we collaborate. Under this perspective this picture sets rightly the openness which is needed to challenge an increasing complex environment an to achieves benefits for the whole aviation system.

Civil-military cooperation is old fashion. It was intensively used and misused throughout the last decade.However, for current operation and future oriented ATM it is a compelling an indispensable prerequisite. A newly defined civil-military cooperation will be the key to success.


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20 Years of Change20 Years of Change

Not all airbases are indicated

2009 (~ 420 combat acft)

• 29 (-3) IFR Airbases West• GAF/GNY: 351• Allied Forces: 66

• 3 IFR Airbases East


• 29 (-3) IFR Airbases West• GAF/GNY: 351• Allied Forces: 66

• 3 IFR Airbases East


• 59 IFR Airbases West GER • GAF, GNY: 642• Allied Forces: 583

• 24 IFR Airbases East GER• GDR: 259• RUS: 851


• 59 IFR Airbases West GER • GAF, GNY: 642• Allied Forces: 583

• 24 IFR Airbases East GER• GDR: 259• RUS: 851

Within the last 20 years airspace use in Germany drastically changed. In 1989 about 2.300 combat aircraft were stationed in Germany. Another 1.500 training -, support and transport aircraft can be added. Despite, NATO air forces used this airspace intensively as well.

To make it crystal clear: Within the environment of the cold warand its tremendous military air power and the enormous increase in civil traffic in and around Germany there was no other way than a FLEXIBLE USE OF AIRSPACE.

And the common goal was:

Achieve safety for all – No competition but cooperation

From the former 83 military IFR CAT I airbases there are 29 German and 5 NATO/US airbases left. Traffic figures went down by 83%.

Today, military ATC still provides Tower and Radar Approach Service at airbases, whereas all enroute traffic is handle by the integrated services of the DFS


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Ger

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Air

Tra

ffic

Situ

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an A

ir T

raff

ic S

ituat

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Per Day:~ 10,000 IFR Flights (3 Mio.)

~ 300 Mil-IFR Flightsup to 550 Mil-VFR Flightswithin German airspacesupported by of 5 DFS-Centers

Per Day:Per Day:~ ~ 10,000 IFR Flights 10,000 IFR Flights (3 Mio.)(3 Mio.)

~ 300 Mil~ 300 Mil--IFR FlightsIFR Flightsup to 550 Milup to 550 Mil--VFR FlightsVFR Flightswithin German airspacewithin German airspacesupported by of 5 DFSsupported by of 5 DFS--CentersCenters

Problem of military OperationsDecrease in Quantity Increase in Quality

Problem of military OperationsDecrease in Quantity Increase in Quality

Let me start with a geographical picture with reference to the today’s traffic volumes in a civil-military framework.This small airspace of Germany is managed by 5 ATC Centres and the controllers have to cope with more than 3 Million IFR flights a year. The military flight operations and the training areas are an integral part of this scenario.

You can easily imagine, that any inflexible handling and management of military traffic or segregation of it would never lead to the safe and efficient management of this amount of traffic flows.

This civil traffic density is the same as the North-Eastern US scenario. However, in Germany military operations cannot be moved to the West. The homogenous integration of both is the success.

The problem with military operations is:Decreasing quantity - but - increase in quality


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until 1972

1972 –1991

Nov. 91

Oct. 92

Feb. 94

2010

Separate civ-mil organisations and service provision (ACCs, CRCs and airbases)

Co-located civ-mil. service provision in ACCs but separate organisation (almost same system and cost-sharing)

Agreement MOT / MOD about civ-mil. integration in air traffic control

• Allow privatisation of civil air navigation services

• Safeguard military interests

• Airbases remained military

Foundation of DFS Deutsche Flugsicherung GmbH

Full integration of military personnel

Full integration of military task in DFS task

30 Years of ATM Development30 Years of ATM Development

The last 30 years of ATM development indicate the evolutionary process of civil-military co-operation in Germany.

Until 1972 we had completely separated civil and military organizations and operations.

Because of some incidents in the mid-70th the government decided to collocate the military area radar units and civil service provision in the respective ACC. Thereafter military controllers worked on same systems and harmonized coordination procedures.

The break-through came end of the 80th. The government decided to integrate the military services and to corporatize the civil air navigation services.

In November 1991 the principles of integration had been agreed between the ministries concerned and the DFS was founded.


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Agreement MOT / MOD (1991)Agreement MOT / MOD (1991)

In peacetime, control of operational air traffic (OAT) except at military airbases is performed by the civil air traffic control service

Military area control will be integrated into the civil ATC orgaMilitary area control will be integrated into the civil ATC organisationnisation

Military area control personnel will be granted leave of absenceMilitary area control personnel will be granted leave of absence and and will receive a civil contractwill receive a civil contract

In times of crisis and defence, the function of regional air traffic control is the responsibility of the MOD as part of the defence mission

Arrangements with the unions ensure operations for military, government and emergency flights in the case of industrial action

Granted leave of absence will be revoked in times of crisis and Granted leave of absence will be revoked in times of crisis and defence, or when deemed necessary for specific military reasons defence, or when deemed necessary for specific military reasons

Let us have a quick look into the main principles of the intergovernmental agreement:(It is the first / prime agreement of about 55 in total)This 1991 agreement is still in force:

- In peacetime military enroute traffic is subject to civil ATC- Military area radar will be integrated into DFS- In crises or war, military will take over the whole function- Military personnel will be released to the DFS as experts- Agreement with the unions to guarantee State flights- Military staff can be recalled for military reasons


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- Director Military Affairs- Director Business Unit Academy- Issue Manager FAB-Central- Head of DFS Center Maastricht - Heads of

• Member of Joint Ministerial Steering Commitee (MOT/MOD)

• Member of Supervisory Board• Member of Committee of Directors

∗ Operational Planning and Future Concepts

∗ Airspace Structure & Procedures

∗ Civil Crisis & AlertPlanning

∗ ATM-Simulations∗ Data Link development

Mil. oversight, particiMil. oversight, partici--pation in management pation in management

and integration in and integration in operations is guaranoperations is guaran--teed and allows the teed and allows the DFS to fulfill its mil. DFS to fulfill its mil.

tasktaskplus ~ 300 military

controllers and FDs~ 8 %

plus ~ 300 military controllers and FDs

~ 8 %

Military ParticipationMilitary ParticipationFunctions inside DFSIn all Management Level

This is the reality of Integration of military expertise At all managerial levels and in various business activities military personnel (mainly staff officers) executing its task as defined by the DFS.

The core of the integrated potential are around 300 supervisors,controllers and Flight Data Assistants integrated in the controlcenter structure.

Through this structure the military oversight, the participation in management and the integration in operations is guaranteed and allows the DFS to fulfill its military task.


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Special Military TasksSpecial Military Tasks

Control of special military missions,

Monitor missions in Temporary Segregated Airspaces (TSA)

Provide tactical support to Operational Air traffic (OAT) in peace and conflict

Contribute to national security activities

Prepare for crisis and conflict

Control of special military missions,

Monitor missions in Temporary Segregated Airspaces (TSA)

Provide tactical support to Operational Air traffic (OAT) in peace and conflict

Contribute to national security activities

Prepare for crisis and conflict

Here is a small selection of specific job assignments in the DFS in support of military tasks: Besides the “civil business” a specific cross-training enables all controllers to execute the same civil or military task, for example:•The control of special military missions like, air refueling and AWACS (E3A) or test and check flights •The radar monitoring of air combat training in temporary segregated airspace•The tactical support of Operational Air traffic which includes air operations of national and multinational forces within the NATO-Command structure•Full data exchange with the air defense•DFS controllers contribute to national security in case of air policing or unlawful interference and•due to State legislation, the company has even to be prepared and kept ready for crisis and conflict


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In Germany, we look back to the longest experience in the flexible management of airspace. Way before the Concept of the Flexible Use of Airspace was implemented in Europe, the forerunner was successfully in place the pioneer activities proved to be successful in Germany. Already in the 80th we gave up the sole and exclusive military or sole civil airspace utilization. We cooperated simply to provide a maximum of capacity by joint use of the one and only airspace.The FUA Concept is based on the understanding that airspace should no longer be either civil or military but rather •one continuum which is not restricted for sole military or sole civil utilization, however which equally needs to cater for civil and military requirements•the users (in particular the military aviation) claim airspace temporarily only when there is an actual need and the airspace will really be used.


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1984: “FUA” in its first operational useMai 1994: First official FUA Concept GermanyNov 1995: First AMC takes over dutyApril 1998: First military FUA Concept

Operational readiness, safety and flexibility of military flightoperations are guaranteed LtGen Portz, Chief of Staff GAF, 1997

Only an extensive civil-military cooperation can durably safeguard the required operational freedom for military aviation

LtGen Marzi, Dep Chief of Staff GAF, 2004

DFS’ operational readiness, flexibility and support of military flight operations is according to requirements, even in crisis operations

LtGen Stieglitz, Chief of Staff GAF, 2007

FUA steps and ConfirmationsFUA steps and Confirmations


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Daily Business – Common Airspace Use

ECR Tornados:With DFS service into operations or towards training airspace

Formation take-off for night flying

Air refuelling with US-F117

Tactical support for German MIG 29 and Swiss F-18 Hornet

The normal daily business of military aviation takes place without any segregation and is an integral part of the airspace use.Only specific operation (e.g. air combat training) will be conducted in segregation.


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* WR4/5 NR 4

NR 3

OR 5

OR 3WR 1

OR 4

SR 3

SR 2

WR 2

SR 2

SR 3

SR 4

* WR 2 * NR 5

OR 2 OR 3

* WR 4

SR 1

WR 1

WR 2

OR 1

OR 2

SR 3SR 2

NR 2* NR 3

NR 1* WR

SR 1SR 2

NR 1

OR 1* SR4/5

OR 6

* NR 1

NR 2

WR 1

WR 2

OR 1

SR 1

NR 2

SR 1

SR 5FL155

OR 3FL115

OR 4FL155

NR 4

ACCBREMEN

ACC/UACMÜNCHEN

ACCFRANKFURT

ACCDÜSSELDORF

ACC/UACBERLIN

* WR 4

* WR 3

*SR1

ACC LANGEN

ACC LANGEN

ACC BREMEN

Departure: mil TWR, APPDeparture: mil TWR, APPDeparture: mil TWR, APP

En-route: DFSEnEn--route: DFSroute: DFS

AAR: DFS or CRCAAR: DFS or CRCAAR: DFS or CRC


NLFS: DFS or CRCNLFS: DFS or CRCNLFS: DFS or CRC


Recovery ETSLmil APP, TWRRecovery ETSLRecovery ETSLmil APP, TWRmil APP, TWR

Mission, AS, FPL PlanningMission, AS, FPL PlanningMission, AS, FPL Planning

Hi-Lo-Hi ETSL to ETSLHiHi--LoLo--Hi ETSL to ETSLHi ETSL to ETSL

ETSL

ECM-Range

13A “Normal” MissionA “Normal” Mission

AAR

NLLSAir-to-Ground

This slide should give you an example of how military activity takes place in an integrated environment by taking due account of the available resources including the air defence centers CRCs.

I will explain the various phases of a military mission of two fighter aircraft departing in the south of Germany.

What are the different activities in an integrated environment according to either IFR or VFR:

• Airspace planning takes place according to specific mission requirement in coordination with the Air Space Management Cell (AMC). These coordination details and the mission profile will be spread out to the involved units via an AFTN, ICAO compliant flight plan.

• The takeoff and departure takes place with the military Tower and local military Radar Approach Unit after close coordination with the DFS center

• Thereafter hand-over to the DFS for the first enroute phase.

• The planned air-to-air refuelling takes place in a military training airspace under the control of DFS or Air Defence.

• The second enroute phase is subject to DFS, including the descent to a night low flying activity.

• This night-low-flying can be monitored and supported either by DFS or Air Defence. After pasing an air-to-ground range the climb to medium level is in the hands of the DFS.

• A tactical electronic combat scenario might follow and finally the mission is heading for the airbase.

• Approach and landing will be controlled by local military services

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OPR/GAF STS/NONRVSM STS/EXM833 STS/NONRNAV REG/KNOWN RMK/OAT RMK/RQ AAR SAXON ANCHOR RQ VFR NLL VIA NK1 MJ1 LJ2 KL1 HH3 GG1E RMK/N VFR AT NIGHT STAYINFO1/AAR TR208 SAXON STAYINFO2/ VFR NLL STAYINFO3/RQ DLA IN POLYGON EET/TR208/0100 MILGI/0200 IDARO/0240POB4 FUEL 0330 DOF/070201

SL403 LCH DCT DONIX ALB M726 ANELA Z715 URUNA DCT TR208 STAY1/0030 TR208/N0420F250 DCT OSTRA DCT HOZ TB2 LAG VFR STAY2/0040 MILGI/N0420F180 IFR DCT NOR DCT OLLI DCT IDARO VFR STAY3/0030 IDARO/N0420F260 IFR DCT KRH DCT TGO DCT LCH


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Military Procedure ETSLMilitary Procedure ETSL


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Enhanced FUA 2006Enhanced FUA 2006

• Raising airspace capacity for GAT by economic use of given routes and military training areas.

• Guaranteed airspace for military training purposes.

• Optimized servicefor military and civil users

FUA Concept 1995FUA Concept 1995

• Military airspace is partly opened for GAT by using fixed TRA activating times for training areas.

• Gained capacity by availability of fixed routes (CDR 2/3) during TRA activating times.

Coordinated changes of activating times and fixed routes are not yet in regard to the actual availability / need by military and civil users.

Towards Enhanced FUATowards Enhanced FUA

For almost 15 years the DFS practiced the current FUA concept in a distinctive manner.

However, today’s demand requires new solutions.

Our enhanced FUA-Concept pinpoints to:

Raise airspace capacity for GAT by economical use of given routes

guaranteed availability of airspace for military training purposes

Optimized service for military and civil users


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The constant growth of civil traffic puts more and more pressure onto military flight operations.New weapon systems require a wider range of airspace volume. This calls for an increase in the desired quality of training and service as well as volume of airspace.To take into consideration this fundamental changes, we require more dynamic elements in airspace usage.The German answer is Military Variable Profile Areas, MVPA


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Step 4

Dynamic SystemStatus: ”FUA II” or “Dynamic Airspace Managem.”

Dynamic SystemStatus: Status: ””FUA IIFUA II”” or or ““Dynamic Dynamic Airspace Managem.Airspace Managem.””

MVPAMVPAMVPA

2010

Towards Dynamic Airspace ManagementTowards Dynamic Airspace Management

SectorA B

C

Step 2

Advanced SystemStatus: FUA

Reputable,CDRs, Sectorization

Advanced SystemStatus: FUAStatus: FUA

Reputable,Reputable,CDRs, SectorizationCDRs, Sectorization

1995

Step 1

Basic SystemStatus:Ineffectual

Basic SystemStatus:Status:IneffectualIneffectual

1988

Very Adv. SystemStatus:

Field trial success-fully finished

Very Adv. SystemStatus: Status:

Field trial successField trial success--fully finished fully finished

Step 3

A1 A2

B1 B2 B3 B4 B5 B6

C1 C2 C2 C4 C5 C6

D1 D2 D3

D4 D5 D6

E1 E2 E3 E4 E5 E6

F1 F2 F3 F4 F5 F6

G1 G2 G5 G6

H1 H2 H5 H6

I5 I6

J4 J5 J6

K4 K5

I3 I4

H3

G3

H4

G4

2005

MVPAMVPAMVPA

These are the development steps towards enhanced FUAIn some regions in the world military and civil organizations still discuss, how to circumnavigate restricted airspace as indicated on the left side. Today, we have successfully finished our fieldtrials for the full dynamic system. This recently developed new concept of MVPA helps us to match the demand of civil and modern military aviation.The final stage is the dynamic allocation of airspaces according to the real needs with least impact on civil traffic but with full consideration of the timed military demand.We need enhanced FUA in Germany. Whether or not you will sooner or later arrive in the green area on the right side depends mainly on the requirements in your airspace.But during that process I would like to see the civil aviation and its organizations to constructively support this progression as constructively as some military did it in the past.


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Server

MVPA

MVPA

MVPA

• 2 Squadrons RW 51 „Immelmann“ Schleswig• 2 Squadrons FW 73 Laage• 2 Squadrons FW 71“Richthofen“ Wittmund• 2 Squadrons FW 74 Neuburg• 2 Squadrons FBW 31 „Boelcke“ Nörvenich• 2 Squadrons FBW 32 Lechfeld• 2 Squadrons FBW 33 Büchel

Fighter and Fighter Bomber SQNsFighter and Fighter Bomber SQNs

• CRC Brockzetel• CRC Cölpin• CRC Erndtebrück• CRC Schönewalde• CRC Meßstetten

MVPA

MVPA

MVPA

MVPA

MVPA

MVPA

MVPA

MVPA

Air Defense CRCs

MVPA

MVPA

MVPA

MVPA

German Collaborative ApproachGerman Collaborative Approach

European Central Flow Man. UnitEuropean Central Flow Man. Unit

4 Civil Area Control Centers4 Civil Area Control Centers

Airspace Management and Coord.Airspace Management and Coord.• Airspace Management Unit, AMC (mil. & civ.)• Mil. Coordination and Scheduling Unit

• All European Civil Flight Plans

MVPA

MVPA

In airspace management the capacity of the human being has reached its capacity as well. Computer assisted management tools are required to take into account the various demands in order to reach to best “trade-off” between the contradicting requirements in the air.We have to find new philosophies of collaboration in airspace management.This is one example of a Collaborative Decision Making (CDM) process.This picture stets the scene of the collaboration between all parties involved, including full account of all civil IFR-flights flying through German airspace and being known to CFMU. In this CDM-process, the pilot in a squadron puts his training requirement into the process and the parties concerned deal with it in a real time process. An automated comparison between requested airspace and planned civil routes allows a solution with least impact to civil or military user.


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DFS STANLY_MVPADFS STANLY_MVPA

This is the tool we developed for managing the full dynamic allocation of military training airspace instead of relaying on fixed structures.This software was tested in a 2 year trail-phase between DFS and the airbase of Laage.


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ATS and mil. Structure - Lower AirspaceATS and mil. Structure - Lower Airspace

Higher Level of Safety realized

Double Capacity gained

National Security guaranteed

Military Requirements fulfilled

Higher Level of Safety realized

Double Capacity gained

National Security guaranteed

Military Requirements fulfilled

This is the German route structure and the restricted military areas. During cold war times, when we had to manage some 2300 combat aircraft safely next to civil traffic stream the training airspace was almost the same. What has changed since then: Basically NOTHING for the Military, but EVERYTHING in terms of airspace management. The pessimists were silenced by the following facts:•We reached a higher level of safety •capacity could be more than doubled•National security was guaranteed all the time and •The military requirements were fulfilledWhat was very beneficial in the past requires multinational consideration today. Cooperation does not end at national boundaries or in States remits.What works best is a changed behaviour in cooperation. Our collaborative approach was successful when we accumulated our military and civil skills. In the future, we have to rely on available skills for an overall achievement. Sales and business alone may corrode an enhanced ATM.


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The Future Air Traffic Environment

German airspace useGerman airspace use from from 2010 onwards2010 onwards

The future is in front of us.In Germany we will be faced with the introduction of the UAS, the Euro Hawk (Size of B 737, 36 h endurance and ops altitude 60.000 feet)This aircraft is supposed to operate freely (remote piloted according to FPL and to IFR) in the airspace. A new aviation age is about to start.The first safety case study (acc. to European Standards) shows no higher risks as in manned operations.New systems will follow also for civil applications.


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Today, aviation drives business and economy. Military aviation will continue to exist and will continue to be part of the system. States have to consolidate their interests and views in multinational environment. We, the civil and military community, have to collaborate and aim for flexible (dynamic) use of the airspace, for common achievements and for interoperability. On the other hand, security and secrecy will continue to play a vital in ATM and aviation. But without a safe and secure environment the fragile system will be bound to fail or eventually collapse. How things may change over the time, and how change happens, is illustrated on that picture. This Air China Jumbo operates from one of the most prominent fighter airbase in the north of Germany.

And it is not a mystery; it is reality in Germany!

Thank you very much for your attention.

Documents

A German Perspective Benefits and Lessons learned Meetings Seminars and Workshops... · FUA Demystified A German Perspective Benefits and Lessons learned ... government and emergency