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Fully Dynamic and Optimised Airspace

This EOC includes further step towards TBO by the enhancement of the free routing airspace (FRA) processes and system support. It needs to cover the large-scale cross-border free route airspace. There is a need to ensure a smooth transition between FRA and highly structured airspace based on dynamic airspace configuration (DAC) principles. There is also need for more dynamic, accurate and precise information on constraints allowing the FRA extension and accommodation of different business trajectories.
FRA will be designed to minimise the changes to trajectories and to achieve an optimum outcome for all stakeholders. In that respect, FRA will allow user preferred routing, supported by collaborative decision-making processes where the Network Manager plays a central role facilitating network coordination of stakeholders through its Network Management functions.
The first step will be the application of cross-border sectorisation followed by implementation of dynamic airspace configuration, to facilitate optimal use of airspace and reduce ATFCM delay. A fundamental change that needs to be delivered is that, amongst as many states as possible, an agreement is reached on organising their mutual airspace into sectors, based on traffic demand (including military airspace needs) and irrespective of national boundaries. In addition, the states need to agree on partitioning of the joint airspace for allocation of responsibility for ANS provision to qualified providers.
The dynamic airspace concept delivers an optimised and coordinated organisation of airspace activations and reservations, able to support optimised traffic flows in a free route environment as well as other uses of airspace (e.g. military). In essence, the main change is to move from airspace management (ASM) collaborative processes to ASM reconciled with ATC and ATFCM into a fully integrated ASM, ATC, ATFCM and CDM layered process, resulting in fully dynamic airspace configurations (i.e. higher level of modularity and flexibility up to the execution phase), supported by automated tools and, it is as well, an enabler of integrated capacity management processes. The full integration of ASM/ATC/ATFCM processes within the dynamic airspace configuration concept contributes to the cost-efficient delivery of network performance through closer interaction between ATM operating phases with consolidated and harmonised solutions integrated in the planning and execution phases, at local, sub-regional and regional levels. The dynamic airspace also requires the development of new ATS working methods supported by automation and new tools.

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