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and the Portuguese Air Force allowed
the classification of all conditional ATS
routes to be changed to CDR1s (permanently
plannable CDRs) as long ago as
2003.
The excellent cooperation between NAV
Portugal and Portuguese Air Force within
the FRAL project will positively affect
aircraft operators in the improvement of
the airspace utilisation, as established in
action point two of the FEP.
Taking full advantage of the FRAL project,
a huge effort was made to improve the
arrival/departure routes (STARs/SIDs)
of the three main Portuguese terminal
areas, Lisbon, Porto and Faro, in line with
action point three of the Flight Efficiency
Plan.
All the changes brought about by the
FRAL project will deliver an improved
airspace design for both en-route and
terminal areas and airspace utilisation,
which will have a direct benefit for
flight efficiency, capacity and emissions
reduction.
Next steps
NAV Portugal, under the umbrella of
reference organisations such as EUROCONTROL,
CANSO and ICAO, actively
participates in various national and international
programmes in order to find
technical and operational solutions to
improve the performance of the air transport
system for the benefit of all users.
It is hoped that the FRAL project will
encourage other States and air navigation
service providers to plan the introduction
of full free route airspace projects in the
short and medium term. Other States
would benefit from the implementation of
similar actions. Some of these actions are
already ongoing.
In response to the Flight Efficiency Plan,
NAV Portugal has taken a first step
forward opening up a new era for change,
to enhance the design of Europe’s
en-route airspace. n
The five action points of
the Flight Efficiency Plan are:
1. Enhancing European en-route airspace design through annual improvement
of European ATS routes network, high priority being given to:
a. Implementation of a coherent package of annual improvements and of
shorter routes.
b. Improving efficiency for the most penalised city pairs.
c. Implementation of additional Conditional Routes for main traffic flows.
d. Supporting initial implementation of free route airspace.
2. Improving airspace utilisation and route network availability through:
a. Actively supporting and involving aircraft operators and the computer flight plan
service providers in flight plan quality improvements.
b. Gradually applying route availability restrictions only where and when required.
c. Improving the utilisation of civil/military airspace structures.
3. Efficient Terminal Airspace design and utilisation, through:
a. Implementing advanced navigation capabilities
b. Implementing Continuous Descent Approaches (CDAs), improved arrival/
departure routes, optimised departure profiles, etc.
4. Optimising airport operations, through:
a. Implementation of Airport Collaborative Decision-Making.
5. Improving performance awareness.
Point-to-point direct trajectories Military areas avoidance trajectories
NAV NAV Portugal, E.P.E.
Focus
28
Stakeholder Forum
Fully in line with the EUROCONTROL
DMEAN Framework Programme (forerunner
of SESAR), the FRAS concept
responds to the expectations of the
IATA/EUROCONTROL/CANSO Flight
Efficiency Plan by addressing the dual
need to reduce aviation’s environmental
impact and increase flight efficiency.
Following the approval of the Swedish
Transport Agency, the concept of free
route airspace will be launched initially
on a trial basis, on 9 April this year, in
Sweden. As a result, all overflights above
FL 285 will be able to flight plan from an
entry point direct to an exit point north
of the 61st parallel and fly this preferred
route. The military authorities have also
accepted the operational concept.
Following recently performed real-time
simulations, it is planned to allow overflights
to flight plan direct in the rest of
the Sweden UIR1.
As the next step, it is also planned to offer
flights departing from/arriving in Sweden
and airports in the vicinity the opportunity
to flight plan and utilise the optimum route
selection for the flight phase above FL
285, initially north of the 61st parallel and
then for the rest of Sweden. It is hoped
that this will become a reality first in April
and then in December 2010, pending
approval from the relevant authorities.
This stepwise implementation of various
operational concepts, initially in an area
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本文链接地址：
Skyway Magazine Spring 2009(20)
