at

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• Presentation
• at
• ACAC Seminar 2005 in Rabat
• by
• Michel DELARCHE
• delarchem_at_sofreavia.fr
• from
• SOFREAVIA
• Consulting and Support Studies

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• Presentation at ACAC Seminar 2005

Civil air traffic in the ACAC area ASM ATFM
issues ACAC lines of action for the future
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Acac Commercial Fleet Structure
2
10
17
LR Boeing
8
SMR Boeing
LR Airbus
6
13
SMR Airbus
Old aircraft
Cargo
16
Turboprops
other
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Source Directory of Airlines Flight
International (including firm orders for aircraft
delivery up to 2008)
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Main ACAC area airlines (17 companies with at
least 10 aircraft each, representing 80 of the
ACAC commercial fleet)
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Main airports in ACAC area
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Main flows of charter traffic
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Main overflight flows
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Breakdown of AFI 2003 traffic into Domestic,
International and Overflights
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Breakdown of MID 2003 traffic into Domestic,
International and Overflights
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Air Route Network
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Main ACAC flows for 2003
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Main ACAC Flow for 2020
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Upper Airspace traffic density per FIR for 2003
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Traffic density per FIR for 2020
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Flight Transfer Separations across ACAC FIR
boundaries
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• Presentation at ACAC Seminar 2005

Civil air traffic in the ACAC area ASM ATFM
issues ACAC lines of action for the future
17

• Identification of potential bottlenecks in the
  Upper Airspace

• Crossing or merging points along main routes
• Close to a FIR boundary or a large TMA
• Capacity constrained by inter-ACC transfer rates
• 10 mn separations ? 6 aircraft per hour
• 18,000 flights per year ? 6 aircraft at peak hour
• 20 nm separation ? 24 aircraft per hour
• Cost-ineffective alleviation is always possible
• (long detours, suboptimal flight levels etc.)

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Main ACAC Flows for 2003
Potential bottlenecks
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Main ACAC Flows for 2020
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ACAC homogeneous areas for the period 2005-2020
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• Identification of ASM ATFM problems

The airspace is not globally optimised for en
route capacity,and inter-ACC data sharing and
coordinations could be improved almost
everywhere (well, a bit like in Europe) Some
countries have significant non commercial GAT
trafficconsisting of MIL and/or state Aircraft
(Egypt, Saudi Arabia,Gulf States) and have also
significant portions of airspacededicated to OAT
with not much CDR-based flexibility Except in
the MedRim area where there is a good deal
ofATFM integration with the CFMU, ATFM measures
existfor alleviating airport congestion but en
route congestion isnot yet assessed, although it
is considered by airspace usersas a growing
problem in the MID area
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• Presentation at ACAC Seminar 2005

Civil air traffic in the ACAC area ASM ATFM
issues ACAC lines of action for the future
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• Identification of ASM ATFM solutions

Rationalise the strategic separation of UA and LA
traffic Create Upper Airspace sectors,
especially in the MedRim and MID zones Develop
SID-STAR and RNAV procedures for the main TMAs
and optimise the connections from/to the Upper
Airspace route network Monitor and manage
potential bottlenecks take locally any suitable
alleviating measures (revision of routes, ACC and
sector boundaries, modification of transfer
points in Letters of Agreement) In areas with
much MIL traffic, develop MIL-CIV ASM Cells for
implementing FUA (developing use of CDR and an
integration of Pre-tactical arrangements for
airspace utilisation at a trans-national
level) Strengthen the link between the CFMU and
the MedRim zone Create an ATFM entity in the MID
area with 2 initial missions 1) monitoring
airspace congestion on behalf of all
participating ACC 2) liaising with national
authorities for harmonising ASM measures
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• Conclusion a key role for ACAC

In the ACAC area, the first step is to recognise
the existenceof ASM ATFM issues (look for a
thermometer) The second step is to assess the
emerging problem of airspacecongestion in the
MID area (measure the intensity of fever) The
third step is to develop a co-ordinated set of
alleviating measures (chose the right drugs) The
fourth step is to implement them (swallow the
medicine) The fifth step is to continuously go
back to step 2 (as traffic continues to grow,
congestion is a recurring illness)
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Thank you for your attention