Block 2 includes further steps towards trajectory-based operations by the enhancement of FRTO B1 processes and system support or the deployment of new processes and system support where necessary applicable to both continental and oceanic airspace where trajectory type operations are common.

The most important operational improvement is related to the large scale cross border Free Route Airspace (FRA) as the continuation of FRTO B1. Large scale FRA (e.g. Continental operations) are envisaged to be widely deployed, except where structure provides for efficient performance-based routings into and out of high density airspace. There is a need ensure a smooth transition between FRA and highly structured airspace based on Dynamic Airspace Configuration (DAC) principles. There is a need for more dynamic, accurate and precise information on constraints allowing the FRA extension and accommodation of different business trajectories.

All trajectories, planned and submitted/shared, are consistent with constraints and associated avoidance measures. This will be supported by Enhanced Collaborative Decision Making (ECDM) processes in the execution phase, enabling optimisation of trajectories in real time. Airspace user’s participation in the ECDM will be extended to a higher level of integration between the decision support tools and it will be a major factor for the harmonisation of the competing goals.

One of most important tools to support the ECDM concept is the integration of ATFM and ATC planning by bridging the gap between conventional ATFM planning and conventional sector based ATC planning, maintaining the autonomy and certain level of flexibility of ATC for separation management. The local components of integrated ATFM/ATC planning function are addressed by FRTO B2.

Dynamic Sector Management will evolve into Dynamic Airspace Configuration (DAC), capable of accomodating traffic demand and air traffic flows in real time. DAC will be mainly executed at a network level, FRTO elements cover: the local DAC components to be provided as inputs (ATC sectorisation, airspace structure, and restrictions), the application of dynamic airspace configuration identified at a network Level and the local adaptation and fine-tuning of DAC according to local ATC needs. This capability will be based on the Network Operations Plan, which will evolve and allow for airspace adaptations at a local level, always taking into account the overall network effect of these changes. In addition, new ATC working methods will be established (like Flight Centric ATC), in order to optimise ATCO workload in this dynamic environment which is not necessarily based on geographical sectors but rather on distribution of logical flows and individual trajectories.

Any airspace user, including manoeuvrable new entrants, operating at regular airspace will follow the same rules and procedures. If they are not manoeuvrable then they will become a dynamic type of restriction.

Within this timeframe a considerable amount of traffic in high upper and lower airspace is flying. These operating environments will be free routing and any new proposal or change to any existing trajectory should be strategically de-conflicted from constraints. Seamless airspace and operations between ATSUs with interoperable ATC tools and systems are envisaged. The tools and system should include at least:

Enhanced conflict and complexity resolution tools taking into account the network
Associated trajectory optimisation processes;
Tools for trajectory coordination, revision and execution.

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