Detailed working notes on Airspace Management (ASM) and the Flexible Use of Airspace (FUA) concept. This folder expands the summary in topics/airspace_management.md into per-aspect files so each can be read on its own.

Files in this folder#

• overview.md — what ASM is, the FUA concept, civil-military coordination, and where ASM sits among the three ATM pillars (ATS, ASM, ATFM).
• components.md — strategic / pre-tactical / tactical levels (Levels 1, 2, 3), the Airspace Management Cell (AMC), CDR/AUP/UUP/CRAM machinery.
• blocks.md — ASM levels expressed as time-horizon "blocks" (Level 1, 2, 3) and FUA maturity phases (basic FUA, advanced FUA, dynamic ASM).
• threads.md — areas of activity (CDR routes, TSA/TRA, AUP/UUP, real-time activation/deactivation, cross-border areas).
• modules.md — anatomy of an ASM process: objective, procedure, technology, enablers, KPIs, with worked examples (TSA booking, CDR2 release, dynamic mobile sector).
• enablers.md — civil-military agreements, AMC, system-wide information on airspace use, training, supporting CNS.
• performance_objectives.md — KPAs (capacity, efficiency, flexibility, predictability), candidate KPIs, and how POs map to ASM activities.
• timeline.md — evolution from rigid civil/military segregation to FUA (Doc 9554, EUROCONTROL FUA Concept), to advanced FUA, to dynamic ASM.
• references.md — consolidated ICAO and EUROCONTROL references for everything in this folder.

Reading order#

Start with overview.md, then components.md, then blocks.md and threads.md, then drill into modules.md, enablers.md, and performance_objectives.md. Use timeline.md for date context and references.md for citations.

Source basis#

Content is grounded in:

• ICAO Annex 11 (Air Traffic Services), Chapter 2, §2.19 — coordination of activities potentially hazardous to civil aircraft, and the FUA Recommendation at §2.19.7.
• ICAO Doc 4444 (PANS-ATM), Chapter 3, §3.1.4 (capacity/FUA review) and §3.1.5 (FUA agreements; eight minimum specification items).
• ICAO Doc 7030 (Regional Supplementary Procedures) for region-specific ASM provisions (e.g. EUR §3.2.3).
• ICAO Doc 9554 (Manual concerning Safety Measures relating to Military Activities Potentially Hazardous to Civil Aircraft Operations).
• ICAO Doc 9426 (Air Traffic Services Planning Manual) for airspace organisation and capacity planning guidance.
• ICAO Cir 330 (Civil/Military Cooperation in Air Traffic Management).
• EUROCONTROL FUA Concept and Advanced FUA Concept; EUROCONTROL ERNIP Part 3 (ASM Handbook); EUROCONTROL FUA AMC/CADF Operations Manual.

Relationship to other topics in this workspace#

• ASM is the upstream pillar that airspace_design turns into structures and atfm then meters within.
• FUA depends on data exchange with the network function and aircraft operators, which connects ASM to swim, digital_aim, and the air_navigation_plan.
• Free Route Airspace (a Level 1 design choice) is the FRTO thread inside asbu and is realised operationally through Level 2 / 3 ASM.

What ASM is#

Airspace Management (ASM) is the planning function by which the finite resource of available airspace is organised and allocated, on a time-shared basis, so that civil, military, special, and emergency activities can coexist safely and efficiently. ICAO PANS-ATM (Doc 4444), Chapter 1, defines Air Traffic Management (ATM) as the dynamic, integrated management of air traffic and airspace, including air traffic services, airspace management and air traffic flow management. ASM is therefore one of the three ATM pillars — ATS, ASM, ATFM — and the upstream enabler of capacity: routes, sectors, restricted areas, and reservations are first defined and allocated by ASM before ATC and ATFM operate within them.

ASM is not the act of separating aircraft (that is ATS) and not the act of metering demand against capacity (that is ATFM). ASM decides what airspace exists, how it is classified, who may use it when, and on what terms it can be transferred between users.

The FUA principle#

The Flexible Use of Airspace (FUA) principle states that airspace is a single continuum and should not be classified permanently as either civil or military, but allocated according to user needs and released back to common use when not required. The concept rests on three propositions:

1. Airspace is a shared national resource, not a service-arm asset.
2. Segregation of users in space is acceptable only when separation in time is not feasible.
3. The smallest practical volume should be reserved, for the shortest practical time, with rapid release to general air traffic when no longer required.

PANS-ATM §3.1.5.2 lists the eight minimum specification items any FUA agreement must carry: (a) horizontal and vertical limits; (b) classification of airspace released to civil use; (c) responsible units for transfer; (d) conditions for transfer in; (e) conditions for transfer out; (f) periods of availability; (g) limitations; and (h) any other relevant procedures. Annex 11, Chapter 2, §2.19.7 recommends that States establish procedures for the flexible use of airspace reserved for military or other special activities, granting all users safe access.

Why ASM matters for capacity#

In a non-FUA system, restricted and military zones are permanently "on" in the AIP and route planners must avoid them at all times. The result is overlong filed flight plans, congested civil-only sectors, and large volumes of unused airspace. FUA-based ASM converts those zones into time-shared structures: when not actively required they are released for general air traffic, and the conditional route network through and around them lights up automatically.

The capacity gain is therefore not an ATC efficiency but an allocation efficiency — ASM unlocks volumes that the static publication had taken off the table.

Civil-military coordination#

ASM is the principal forum in which civil and military aviation meet. Annex 11, Chapter 2, §2.19.5 recommends special joint committees for recurrent hazardous activities — the basis for civil-military coordination at the strategic level. Annex 11, §2.19.3 mandates a safety risk assessment for hazardous activities, with mitigations promulgated through NOTAM under collaborative decision making (CDM) and a Note pointing to Doc 9554 (Manual concerning Safety Measures relating to Military Activities Potentially Hazardous to Civil Aircraft Operations).

In operational terms, civil-military coordination is built into all three ASM levels:

• Strategic — joint airspace policy committee; airspace structure catalogue; CDR catalogue; defence priority requirements; published procedures.
• Pre-tactical — military and civil bookings into the AMC; AUP/UUP publication; handover to the network function.
• Tactical — direct ATS-military hotlines, common situational displays, real-time release / activation, immediate accommodation of emergent civil or defence needs.

Three time-horizons (Levels 1, 2, 3)#

ICAO ASM doctrine and the EUROCONTROL FUA Concept both organise ASM into three time-horizons, traditionally labelled Levels 1–3:

1. Level 1 — Strategic. Months to years. National airspace policy and airspace structure design.
2. Level 2 — Pre-tactical. Day before operations (D-1) with rolling updates. Allocation of pre-defined structures to user bookings.
3. Level 3 — Tactical. Real-time on the day of operations. Activation, deactivation, resizing, or release by the controlling units.

See components.md for the full mechanics at each level.

Relationship to other initiatives in this workspace#

• airspace_design — produces the structures (CTA, TMA, TSA, TRA, CDR catalogue) that ASM Level 1 publishes and Levels 2 and 3 allocate.
• atfm — operates inside the airspace ASM has allocated; AUP/UUP output is a primary input to the network demand-capacity balance.
• asbu / FRTO — Free Route Airspace is an ASM Level 1 design choice that radically reduces the need for fixed airways and amplifies the value of FUA at Levels 2 and 3.
• swim, digital_aim — carry the AUP/UUP, NOTAM, and AIXM airspace data products that bind the three ASM levels together.

ASM is not a single artefact. It is a structured set of interlocking components that together describe what airspace exists, who allocates it, when, and on what terms it changes hands. The components are:

1. ASM Levels (the three time-horizons)#

ICAO ASM doctrine and the EUROCONTROL FUA Concept both organise ASM into three time-horizons. They are the dominant organising axis of the whole framework.

• Level 1 — Strategic. National airspace policy. Definition of airspace structures (CTA, TMA, ATS routes, TSA, TRA, danger areas, CDR catalogue), classification per Annex 11, defence requirements, and rules for how Levels 2 and 3 will be conducted. Outputs are published in the AIP via the AIRAC cycle.
• Level 2 — Pre-tactical. Day-to-day allocation of the pre-defined structures based on user requests for D-1, with rolling updates. The Airspace Management Cell (AMC) negotiates and decides bookings and publishes the Airspace Use Plan (AUP) and updates via the Updated Airspace Use Plan (UUP).
• Level 3 — Tactical. Real-time activation, deactivation, resizing, or release of airspace by the controlling units (civil ACC, military control unit) so that actual usage matches actual demand. Unused reserved airspace is released back to general air traffic; emergent needs are accommodated through direct civil-military coordination.

See blocks.md for the levels treated as time-horizon "blocks" with typical inputs, outputs, decision rights, and tooling.

2. Airspace structures#

The catalogue of structures that ASM Level 1 designs and Levels 2 and 3 allocate or activate:

• Permanent structures — Control Areas (CTA), Terminal Manoeuvring Areas (TMA), ATS routes, control zones, and the airspace classification of each (Annex 11, Appendix 4 / Chapter 2).
• Reservable structures
  • TSA — Temporary Segregated Area. Airspace reserved for exclusive use of a specific user during a defined period; other traffic is segregated.
  • TRA — Temporary Reserved Area. Reserved for a specific user but transit by other traffic remains possible under ATC clearance.
  • CBA — Cross-Border Area. TSA / TRA spanning FIR boundaries, managed under bilateral agreement.
• Restrictive structures — Danger, Restricted, and Prohibited Areas (Annex 2 / Annex 11). Generally permanent and managed at Level 1; activation status may still be Level 2 / 3.
• Conditional Routes (CDR) — non-permanent ATS routes coupled to the status of the underlying reserved area. Three categories: CDR1 (always plannable under published conditions), CDR2 (plannable per the daily CRAM), CDR3 (not plannable; tactical clearance only).

3. The Airspace Management Cell (AMC)#

The AMC is the joint civil-military body that operates ASM Level 2 on a daily basis. Annex 11, §2.19.5 recommends joint committees for recurrent hazardous activities; the AMC is the operational arm of that recommendation. Inputs are airspace booking requests from civil and military users; outputs are the AUP and UUP messages that drive Level 3.

In Europe, AMC outputs feed the Network Manager's Centralised Airspace Data Function (CADF), which consolidates national AUPs into the EAUP (European AUP) and EUUP (European Updated Use Plan), and derives the Conditional Route Allocation Message (CRAM) that flight planners and FMS providers consume.

4. The CDR / AUP / UUP / CRAM machinery#

The operational expression of FUA at Level 2:

User bookings  -->  AMC  -->  AUP (D-1)  -->  CADF  -->  EAUP / CRAM (D)
                                |
                                v
                          UUP (during D)  -->  EUUP (during D)

This is the daily-tunable layer that converts the static AIP publication into a time-varying network. Without CDR / AUP / CRAM the FUA principle has nowhere to land operationally.

5. Tactical coordination tools (Level 3)#

• Direct civil-military hotlines between ACC sectors and military control units.
• Common situational displays (shared surveillance picture and shared airspace status).
• Cross-system flight-data exchange for status updates.
• Pre-agreed release conditions (e.g. release of a TSA at end of scheduled training) and emergency discontinuation procedures (Annex 11, §2.19.2.1: maintain direct communication for emergency discontinuation).

6. Civil-military agreements and joint committees#

The institutional backbone:

• Strategic-level joint committee (Annex 11, §2.19.5) — sets policy, agrees the structures catalogue, agrees the CDR catalogue, arbitrates competing requirements.
• Letters of Agreement between ATS units and military control units — cover transfer-of-control points, communication procedures, contingency.
• Bilateral agreements between neighbouring States — cover Cross-Border Areas, cross-FIR CDRs, and emergency procedures.

7. Performance Objectives, KPAs, and KPIs#

ASM is performance-justified. The relevant KPAs from Doc 9854 / Doc 9883 are predominantly capacity, flight efficiency, flexibility, predictability, and access and equity. Each ASM activity is tied to one or more Performance Objectives with KPIs such as airspace-reservation efficiency, percentage of TSA released when not in use, CDR2 utilisation rate, and route-extension distance saved by FUA. See performance_objectives.md.

8. The matrix view#

Putting the components together:

                     Level 1            Level 2            Level 3
                     (Strategic)        (Pre-tactical)     (Tactical)
Structures           Define & publish   Allocate by        Activate /
                     in AIP             booking            deactivate
Civil-mil bodies     Joint committee    AMC                ACC / military
                                                           ops cell
Outputs              AIP / AIRAC        AUP / UUP / CRAM   Real-time NOTAM,
                                                           sector status
Tooling              Airspace design    AMC system / CADF  Flight-data
                     suite, AIXM 5                         exchange, hotlines

Each cell is the intersection of an ASM activity (row) with a level (column). Both axes appear repeatedly in threads.md and modules.md.

Where the ASBU framework uses Block 0 / 1 / 2 / 3 as time-phased delivery slots, ASM uses two interlocking axes:

1. ASM Levels (1, 2, 3) — three time-horizons that always coexist in a working ASM system.
2. FUA maturity phases — the historical / institutional path a State or region travels from rigid segregation to dynamic ASM.

This file treats both axes as the "blocks" of ASM.

Axis A — ASM Levels (always concurrent)#

The three Levels are not sequential phases of deployment; they are concurrent layers of the same operational system. A working ASM function operates Level 1, Level 2, and Level 3 every day.

Level 1 — Strategic#

• Inputs. National airspace policy, defence requirements, civil user needs, ICAO SARPs (Annex 11, Doc 4444), regional plans, AIP state of the network.
• Outputs. Published airspace structures (CTA, TMA, ATS routes, TSA / TRA / Restricted / Danger / Prohibited Areas, CDR catalogue), airspace classifications, the rules that govern Level 2 bookings and Level 3 activation.
• Cadence. AIRAC cycle (28 days) and the State's airspace policy review cycle.
• Tools. Airspace-design suites; AIXM 5 data products; safety risk assessment artefacts (Annex 11, §2.19.3).

Level 2 — Pre-tactical#

• Inputs. Booking requests from civil and military users; published Level 1 catalogue; weather and traffic forecasts; previous-day performance feedback.
• Outputs. AUP for D-1; UUP updates on the day; CRAM derived from the AUP/UUP; coordination messages with the network function.
• Cadence. Daily AUP cut-off (typically late afternoon D-1); rolling UUP updates as required.
• Tools. AMC system, booking workflow, network connectivity to CADF / network manager.

Level 3 — Tactical#

• Inputs. Real-time surveillance picture, airspace status from the AUP/UUP, civil and military operational events.
• Outputs. Activation, deactivation, resizing, or release of reserved areas; conditional route status changes; tactical NOTAMs; hand-off coordination.
• Cadence. Continuous, in seconds-to-minutes timescale.
• Tools. Civil-military hotlines, common situational displays, cross-system flight-data exchange, pre-agreed release procedures.

Axis B — FUA maturity phases (sequential)#

A State or region travels through these phases over years or decades as institutional, technical, and procedural maturity grows.

Phase 0 — Rigid segregation#

• Civil and military airspace fixed in the AIP.
• Coordination at incident level only.
• Result: chronic over-reservation, capacity loss, long civil reroutes.

Phase 1 — Basic FUA#

• Annex 11 §2.19.7 Recommendation operationalised; Doc 4444 §3.1.5 FUA agreements drafted with the eight minimum specification items.
• AMC established and recognised by both civil and military authorities.
• AUP/UUP cycle in place; first CDR catalogue published.
• Joint committee at the strategic level (§2.19.5) operating.

Phase 2 — Advanced FUA (A-FUA)#

• EUROCONTROL's A-FUA concept characterises this phase: rolling AUP / UUP, dynamic mobile sectors, free-route airspace overlays, cross-border areas, fuller civil-military system interoperability.
• KPI-driven feedback from Level 3 utilisation back into Level 1 catalogue refinement.

Phase 3 — Dynamic ASM#

• Airspace status published as a SWIM service consumable by aircraft, ATC, AOC, AMC, and network systems.
• Airspace seen as a 4D resource; trajectory negotiation routes around active volumes in real time.
• ASM, ATFM, and ATC functions converge under a common information layer; Level 2 / Level 3 boundary blurs as updates become continuous.

Dependency principle#

The FUA maturity phases are cumulative in the same way ASBU Blocks are: Phase 2 cannot work without the AMC and AUP/UUP machinery from Phase 1, and Phase 3 cannot work without the dynamic mobile sectors and rolling updates of Phase 2. Skipping the institutional groundwork (joint committee, letters of agreement, AMC governance) is the principal failure mode when a State buys a Phase 2 / Phase 3 toolset.

Pakistan / APAC application#

A typical regional implementation roadmap:

1. Confirm the Annex 11 §2.19 baseline — joint committee, hazardous activity coordination, NOTAM promulgation, safety risk assessment.
2. Move to basic FUA — establish the AMC, draft Doc 4444 §3.1.5 compliant FUA agreements, publish a CDR catalogue, start an AUP cycle.
3. Pursue A-FUA elements that match traffic — rolling UUP, cross-border areas with neighbouring FIRs, free-route airspace overlay.
4. Treat dynamic ASM as horizon planning, aligned with national SWIM and TBO roadmaps.

A thread in ASM is a coherent area of activity: a recognisable operational practice that runs across all three Levels and that produces its own distinct artefacts. Threads are the columns; ASM Levels are the rows. Threads come in three families:

1. Structure threads — what is in the airspace catalogue.
2. Process threads — how the catalogue is allocated and operated.
3. Coordination threads — civil-military and cross-border coordination that holds the whole thing together.

Structure threads#

CDR — Conditional Routes#

Non-permanent ATS routes coupled to the status of an underlying reserved area. Three categories:

• CDR1 — permanently flight-plannable under conditions published in the AIP (typical example: weekday night-time hours).
• CDR2 — flight-plannable only in accordance with conditions in the daily CRAM, derived from the AUP / UUP.
• CDR3 — not flight-plannable; only available via tactical ATC clearance.

The CDR catalogue is set at Level 1 (AIP), allocated at Level 2 (daily CRAM), and exercised at Level 3 (tactical clearance and release). CDRs are the principal civil benefit of FUA: they convert "avoidance" into "alternative".

TSA / TRA — Reservable areas#

• TSA — Temporary Segregated Area. Airspace reserved for the exclusive use of a specific user during a defined period; other traffic is segregated.
• TRA — Temporary Reserved Area. Reserved for a specific user but through which other traffic may transit under ATC clearance.

Both are designed at Level 1, booked at Level 2, and activated / released at Level 3.

Restrictive areas (Danger / Restricted / Prohibited)#

Per Annex 2 / Annex 11. More permanent than TSA / TRA and primarily managed at Level 1, but their activation status can still be Level 2 / 3 (e.g. a danger area "active by NOTAM"). The ASM function owns the catalogue and its consistency with adjacent route structures.

CBA — Cross-Border Areas#

TSA or TRA spanning a FIR boundary, agreed bilaterally or multilaterally and managed through coordinated AMC processes. The operational test is that user bookings are accepted on either side without separate national applications.

Free Route Airspace (FRA)#

A Level 1 design choice in which fixed ATS routes are removed (often above a published level) and users plan trajectories between defined entry / exit waypoints. FRA reduces dependence on CDR2/CDR3, but amplifies the value of dynamic ASM at Level 3 because reservable volumes become the primary structuring constraint.

Process threads#

AUP / UUP — Airspace Use Plan and Updated Airspace Use Plan#

The Level 2 publication cycle. The AUP is published D-1 by the AMC and lists the day's reservations and the resulting CDR availability; UUP messages update that picture during the day. In Europe these feed into the Network Manager's EAUP / EUUP via the CADF, which produces the CRAM that flight-planning systems consume.

Real-time activation / deactivation (Level 3)#

The tactical thread. The conducting unit (military for a TSA, civil ACC for some TMAs) activates or releases airspace in line with the AUP/UUP, and may resize or release earlier than planned. The hallmark of mature Level 3 is that release back to general air traffic is the default when the booking holder has finished, with direct civil-military communication for both early release and emergent activation.

AIRAC / AIP publication#

The Level 1 thread. Structures, classifications, and CDR catalogues are published through the AIRAC cycle. PANS-AIM (Doc 10066) governs the data lifecycle; AIXM 5 is the exchange model. ASM provides the authoritative source dataset for the airspace components of the AIP.

NOTAM promulgation for hazardous activities#

Annex 11, §2.19.1 requires early coordination of activities potentially hazardous to civil aircraft, and timely NOTAM promulgation. The ASM function owns this thread end-to-end: risk-assessed (Annex 11 §2.19.3), CDM-coordinated, and published per PANS-AIM.

Safety risk assessment#

Per Annex 11, §2.19.3 / §2.19.3.1, hazardous activities require a safety risk assessment with CDM contribution from the conducting organisation; Doc 9554 is the procedural reference. This is treated as a continuous thread because every new TSA / TRA / restricted area and every change to one passes through it.

Coordination threads#

Civil-military strategic coordination#

The Level 1 thread expressed through the joint committee recommended by Annex 11, §2.19.5. Negotiates the catalogue, the priorities, and the rules under which Levels 2 and 3 are conducted.

AMC operations#

The Level 2 thread. Joint civil-military booking, conflict resolution, AUP/UUP publication, and network handoff. The AMC is also the upstream forum for ATFM coordination because its output shapes the day's network capacity.

Real-time civil-military coordination#

The Level 3 thread. Hotlines, shared situational displays, cross-system flight-data exchange, pre-agreed release and emergency discontinuation procedures (Annex 11, §2.19.2.1).

Cross-FIR / cross-border coordination#

Bilateral and multilateral agreements covering cross-border areas, cross-FIR CDRs, mutual transfer-of-control procedures, and shared emergency provisions. Often carried in Letters of Agreement and endorsed by the regional planning forum.

Cross-thread dependencies (typical)#

• CDR depends on TSA / TRA (or another reservable structure) to govern its availability — without the underlying reservable area, a CDR has no condition to be conditional on.
• AUP / UUP depends on AMC operations and on the Level 1 catalogue being current and authoritative in the AIP.
• Real-time release depends on shared situational displays and direct hotlines; otherwise the controlling units cannot trust early release.
• CBA depends on bilateral civil-military strategic coordination at both States.
• FRA amplifies the value of dynamic ASM but only delivers benefit if Levels 2 and 3 keep up; otherwise reservations dominate the practical network.

What an ASM "module" is#

In the ASBU sense a module is a deliverable cell of the matrix. ASM does not maintain a globally numbered module catalogue, but each recurring ASM process can be described in the same anatomy: an operational improvement statement, a procedure, a technology element, a set of enablers, and a KPI linkage. This file treats each recurring ASM process as a module.

Module identifier convention used here (local to this file, not an ICAO code):

ASM-L<level>/<process>

Examples:
  ASM-L1/STRUCTURES   - Level 1 publication of an airspace structure
  ASM-L2/TSA-BOOKING  - Level 2 booking and AUP publication of a TSA
  ASM-L3/TSA-RELEASE  - Level 3 early release of an unused TSA
  ASM-L1/CBA          - Establishment of a Cross-Border Area

Anatomy of an ASM module#

1. Title and identifier#

Plain-language name plus the local identifier above.

2. Operational improvement statement#

What changes operationally for civil and military users. Typically phrased as "before / after the FUA mechanism is in place".

3. Procedure element#

The procedural anchors. In ICAO terms these are usually:

• Annex 11 (Air Traffic Services), Chapter 2, §2.19 (coordination of activities potentially hazardous to civil aircraft) and the §2.19.7 FUA Recommendation.
• Doc 4444 (PANS-ATM), Chapter 3, §3.1.4 (capacity / FUA review) and §3.1.5 (FUA agreements; eight minimum specification items).
• Doc 7030 (Regional Supplementary Procedures) for region-specific items.
• PANS-AIM (Doc 10066) for any change that touches publication and NOTAM.
• Doc 9554 for safety-risk assessment of hazardous military activities.
• Local AIP / AIC changes.

4. Technology element#

The systems that must be in place: airspace-design suite, AMC system, flight-data interfaces, civil-military hotlines, shared situational display, AIXM 5 publication chain, SWIM transports for AUP/UUP.

5. Human performance element#

Training and competence for AMC staff (joint civil-military), ACC controllers, military control unit staff, AIM officers, and flight planners. Joint exercises before activation of new procedures.

6. Standards basis#

• Annex 11 (ATS) — primary basis.
• Annex 2 (Rules of the Air) — restrictive area provisions.
• Annex 15 (AIS) — publication chain.
• Annex 19 (SMS) — safety management of new activities.
• Doc 9426 (ATS Planning Manual).
• Doc 9554 (military activities hazardous to civil aircraft).
• Cir 330 (Civil/Military Cooperation in ATM).

7. Enablers#

The civil-military agreements, AMC, training, and supporting CNS that must be in place. See enablers.md.

8. Dependencies#

Other ASM modules that must be in place first. Examples: ASM-L2/TSA-BOOKING depends on ASM-L1/STRUCTURES (the TSA must be in the AIP); ASM-L3/TSA-RELEASE depends on ASM-L2/TSA-BOOKING (there must be a booking to release).

9. KPI linkage#

Quantitative measures: see performance_objectives.md. Examples include TSA release-rate (percentage of booked time released back to general air traffic), CDR2 utilisation, civil reroute distance saved by FUA, number of safety occurrences associated with reserved-area boundaries.

10. Region applicability#

Most ASM modules are universal in principle; specific operational tooling (CADF, CRAM, EAUP/EUUP) is region-specific. Doc 7030 carries the regional refinements.

Worked examples#

Example 1 — ASM-L2/TSA-BOOKING AMC booking and AUP publication#

• Operational improvement. A military training requirement is expressed once, allocated jointly with civil traffic flows, and published as an AUP entry that the network manager and flight planners consume automatically. Replaces ad-hoc telephone coordination and unilateral AIP supplements.
• KPAs. Capacity, flight efficiency, predictability, flexibility.
• Procedure. Doc 4444 §3.1.5 FUA agreement covering the TSA; AMC standing instruction for booking workflow; AIRAC-published catalogue at Level 1.
• Technology. AMC booking system; AIXM 5 publication of the reservable structure; AUP/UUP message format; network connectivity to CADF.
• Enablers. Joint civil-military authority over the AMC; AMC staff trained for both civil and military roles; SLA with the network function.
• Dependencies. ASM-L1/STRUCTURES (TSA published in AIP); bilateral arrangements if cross-border.
• KPIs. AUP cut-off compliance, booking-conflict rate, late-change rate.

Example 2 — ASM-L3/TSA-RELEASE early release of an unused TSA#

• Operational improvement. When a booked TSA is not actively in use (training cancelled, weather diversion, etc.), the conducting military unit releases it early to civil traffic, opening CDR2/CDR3 segments and shortening reroutes.
• KPAs. Capacity, flight efficiency, environment.
• Procedure. Pre-agreed release procedures in the FUA agreement; Annex 11 §2.19.2.1 direct-communication requirement; Level 3 release notification and NOTAM cancellation.
• Technology. Civil-military hotline; shared situational display; cross-system flight-data update; UUP issuance.
• Enablers. Trained operators on both sides; mutual trust in the release mechanism; reliable comms.
• Dependencies. ASM-L2/TSA-BOOKING; functional UUP path.
• KPIs. Release-time latency (minutes from end of activity to UUP publication); proportion of unused booked time released; track- miles saved.

Example 3 — ASM-L1/CBA Cross-Border Area establishment#

• Operational improvement. A reservable area straddling a FIR boundary is jointly designed and operated, removing the previous edge-effect inefficiency where the two States published mutually inconsistent reservations.
• KPAs. Capacity, flight efficiency, interoperability.
• Procedure. Bilateral civil-military agreement; Doc 4444 §3.1.5 agreement at each State; coordinated AIRAC publication; joint safety risk assessment per Annex 11 §2.19.3.
• Technology. AIXM 5 cross-border data product; AMC-to-AMC workflow.
• Enablers. Mutual recognition between national AMCs; aligned classification of the released airspace; data-exchange agreement.
• Dependencies. Both States have basic FUA in place.
• KPIs. Cross-FIR utilisation, civil reroute reduction at FIR boundary, joint occurrence rate.

How modules become an ASM implementation plan#

A national ASM implementation plan is produced by:

1. Confirming the Level 1 catalogue — what structures exist, how they are classified, and what FUA agreements govern them.
2. Establishing or upgrading the AMC to operate Level 2 with the AUP/UUP cycle.
3. Building Level 3 tooling — hotlines, shared situational display, flight-data exchange, release procedures.
4. Tying every recurring process to a Performance Objective and KPI.
5. Recording the plan in the regional planning forum (APANPIRG, MIDANPIRG, EANPG) and in the State's air navigation plan.

What an Enabler is#

An Enabler is a supporting element without which an ASM process cannot deliver its intended benefit. Enablers are not themselves operational improvements; they are prerequisites. ASM implementation fails most often not because the operational concept is wrong but because one or more of these enablers is missing.

Enablers fall into seven categories.

1. Civil-military agreements and joint governance#

The institutional foundation. Without this layer, no operational arrangement is durable.

• Strategic-level joint committee — recommended by Annex 11, Chapter 2, §2.19.5 for recurrent hazardous activities. Sets airspace policy, agrees the catalogue of structures, the CDR catalogue, and the rules under which Levels 2 and 3 are conducted.
• FUA agreements per Doc 4444 §3.1.5. Each FUA arrangement carries the eight minimum specification items: horizontal and vertical limits; classification of airspace released to civil use; responsible units for transfer; conditions for transfer in / transfer out; periods of availability; limitations; other relevant procedures.
• Letters of Agreement (LoA) between ATS units and military control units — transfer-of-control points, communication procedures, contingency, emergency discontinuation.
• Bilateral / multilateral State agreements for Cross-Border Areas (CBA), cross-FIR Conditional Routes, and shared emergency procedures.
• Charging and cost-recovery policy consistent with Doc 9082 to avoid disincentives for civil use of released airspace.

2. The Airspace Management Cell (AMC)#

The day-to-day operational enabler.

• Joint civil-military staffing. Decisions on bookings made jointly, not by one side acting "on behalf of" the other.
• Recognised authority. AMC outputs (AUP/UUP) accepted as authoritative by ATC, military, network function, and flight planners.
• 24-hour or shift cover matched to the operational tempo.
• Standing operating procedures covering booking workflow, conflict resolution, late changes, contingency, and handover.

3. System-wide information on airspace use#

Airspace status is useless if only the AMC knows it. The information plane is itself an enabler.

• AIXM 5 data products for the airspace structure catalogue (CTA, TMA, ATS routes, TSA, TRA, danger / restricted / prohibited areas, CDR catalogue).
• Digital AUP / UUP distribution — a SWIM service or equivalent pipe to the network function (e.g. CADF in Europe), to ATC systems, to flight-planning providers, and to AOC systems.
• CRAM generation and distribution where the regional model uses it.
• NOTAM publication per PANS-AIM (Doc 10066) for activations, changes, and hazardous activities (Annex 11 §2.19.1).
• Common situational display for Level 3 — civil and military controllers seeing the same picture of which volumes are active.

4. Supporting CNS infrastructure#

ASM rides on the same CNS substrate as ATS and ATFM, but has a few specific dependencies.

• Civil-military hotlines — direct, recorded voice circuits between ACC sectors and military control units, with documented contingency.
• Cross-system flight-data exchange — flight plans, status updates, and conditional route activations exchanged between civil ATM systems, military command-and-control systems, and the network function.
• Surveillance interoperability — civil and military surveillance feeding the common situational display, including any necessary radar-data fusion arrangements.
• Voice and data link — VHF / UHF compatibility (e.g. UHF-equipped State aircraft accommodation in 8.33 kHz airspace; Doc 7030 §3.2.3 ties this to the State's ASM procedure).

5. Procedures and standards (SARPs)#

The procedural / regulatory anchors that make ASM legitimate.

• Annex 11 (Air Traffic Services). Chapter 2, §2.19 in full — hazardous-activity coordination, ATS-route protection (§2.19.2.1), CDM safety risk assessment (§2.19.3, §2.19.3.1, with Note pointing to Doc 9554), joint committees (§2.19.5), the FUA Recommendation (§2.19.7).
• Doc 4444 (PANS-ATM). Chapter 1 ATM definition; Chapter 3, §3.1.4 capacity / FUA review; §3.1.5 FUA agreements with the eight minimum specification items.
• Doc 7030 (Regional Supplementary Procedures). Region-specific ASM provisions (e.g. EUR §3.2.3).
• Doc 9554 (Manual concerning Safety Measures relating to Military Activities Potentially Hazardous to Civil Aircraft Operations). Reference for safety-risk assessment of military activities.
• Doc 9426 (ATS Planning Manual). Guidance on airspace organisation and capacity planning.
• Cir 330 (Civil/Military Cooperation in ATM). Best-practice guidance across all three Levels.
• PANS-AIM (Doc 10066). Publication chain for AIP, AIRAC, NOTAM.

6. Training and human performance#

• AMC staff training — joint civil-military curriculum covering the booking workflow, conflict resolution, AUP/UUP publication, and cross-system interfaces.
• Controller training — ASM-aware sector procedures, CDR activation, release procedures, contingency.
• Military operator training — AMC interface, release-back procedures, common situational display use.
• AIM officer training — handling of Level 1 catalogue updates, AIRAC discipline, NOTAM authoring under PANS-AIM.
• Flight planner / dispatcher training — reading the CRAM, building plans on CDR2 segments, contingency on UUP changes.
• Joint exercises before activation of new procedures or new cross-border arrangements.

7. Regulatory framework and oversight#

• State airspace policy — instrument anchoring the FUA principle in national law / regulation.
• Safety oversight (Annex 19 SMS) — including the safety risk assessment regime for hazardous activities (Annex 11 §2.19.3).
• Approvals for new structures, new CDRs, and new cross-border arrangements.
• Periodic capacity / FUA review required by Doc 4444 §3.1.4.
• Performance reporting into the regional planning forum.

How enablers are managed in practice#

A State's ASM implementation plan should list, for each candidate process or upgrade:

1. The agreement(s) that authorise it.
2. The AMC capability that operates it.
3. The information service that publishes it.
4. The CNS / hotline / display that supports Level 3.
5. The procedural / SARP basis.
6. The training plan.
7. The oversight and review mechanism.

If any of these is absent, the operational improvement will not materialise — no matter how complete the technical kit. The Pakistan / APAC implementation experience repeatedly shows that the joint governance and AMC enablers are the long-lead items; the technology can be procured in months, the institutional posture takes years.

The performance lens of ASM#

ASM is a performance-justified function. Its value is the difference between the network as designed (rigid civil/military segregation, all restrictions always "on") and the network as operated under FUA (areas released when not in use, conditional routes lit on demand). Doc 4444, Chapter 3, §3.1.4 explicitly requires the appropriate ATS authority to periodically review ATS capacities and provide for flexible use of airspace to improve efficiency and capacity — making capacity and efficiency the primary performance lens.

The chain is the same as for any GANP function:

KPA  --(measured by)-->  KPI  <--(targeted by)--  Performance Objective  --(achieved by)-->  ASM activity / module

Most relevant KPAs for ASM#

Of the eleven KPAs from Doc 9854 / Doc 9883, ASM bears most directly on:

1. Capacity — sector, route, network throughput unlocked when reservable areas are released.
2. Flight efficiency — track-mile and fuel saving from civil trajectories that no longer have to avoid permanently-on restrictions.
3. Flexibility — ability of users to file or replan trajectories close to or during flight as airspace status changes.
4. Predictability — variance between planned and actual routings when CDR availability matches the published CRAM.
5. Access and equity — fair access to airspace for civil, military, GA, and emergency users; no permanent crowding-out.
6. Environmental impact — fuel and emissions reduction proportional to flight-efficiency gains.
7. Safety — boundary management of reserved volumes; safety risk assessment of hazardous activities (Annex 11 §2.19.3).
8. Interoperability — civil-military system interoperability and cross-border interoperability (CBA, cross-FIR CDRs).

ASM has weaker but non-zero linkage to cost-effectiveness (better unit cost when capacity per controller rises), participation (joint committee structure), and security (integrity of classified airspace information).

Performance Objectives (POs)#

POs are stated, measurable improvements in one or more KPAs that the ASM programme commits to pursue. Examples relevant to ASM (illustrative naming, consistent with GANP-style PO formulation):

• PO — Improve civil flight efficiency through FUA. Measured by track-mile saved per flight that crosses or transits a previously restricted volume; CDR2 utilisation rate; KEP / KEA improvement attributable to released airspace. Delivered by Level 1 CDR catalogue, Level 2 AUP/UUP, Level 3 release-back procedures.
• PO — Maximise release of unused reserved airspace. Measured by the proportion of booked TSA / TRA time released back to general air traffic before the booked end. Delivered by mature Level 3 release mechanisms and shared situational displays.
• PO — Increase predictability of civil planning under FUA. Measured by percentage of CRAM-published CDR2 segments that remain open through the planning window; rate of late UUP changes. Delivered by AMC discipline at Level 2 and tighter Level 1 catalogue.
• PO — Reduce safety occurrences associated with reserved-area boundaries. Measured by airspace-infringement rate, separation events at reservable-area boundaries. Delivered by Level 3 tooling, controller training, and the Annex 11 §2.19.3 safety risk assessment regime.
• PO — Improve civil-military interoperability. Measured by hotline availability, joint-exercise count, common-display conformance. Delivered by enablers in enablers.md.
• PO — Enable cross-border efficiency through CBA / cross-FIR CDR. Measured by cross-FIR civil reroute reduction and CBA utilisation. Delivered by ASM-L1/CBA and bilateral coordination.

Key Performance Indicators (KPIs)#

ASM-specific KPIs are not yet as standardised as ATFM or efficiency KPIs, but the following families are now widely adopted by regional performance review bodies (e.g. EUROCONTROL).

Airspace-utilisation KPIs#

• Reservation-utilisation rate — proportion of booked time during which the volume was actually used.
• Release rate — proportion of unused booked time released back before the booked end (target: as high as possible).
• Late-release latency — minutes from end of activity to UUP / release notification.
• CDR2 plannability rate — proportion of CDR2 segments published open in the daily CRAM versus theoretical maximum.

Flight-efficiency KPIs#

• Track-miles saved by FUA — modelled vs. counterfactual where the reserved area would have been permanently on.
• KEP / KEA — flight-plan and actual trajectory efficiency vs. great circle, change attributable to FUA.
• Vertical-profile efficiency within affected volumes.

Predictability KPIs#

• Late-change rate of CRAM — number of UUPs per AIRAC day affecting CDR2 status.
• AUP cut-off compliance — bookings received and processed before the AUP cut-off.

Safety KPIs#

• Airspace-infringement rate at reserved-area boundaries.
• Safety occurrences attributable to ASM (per Annex 13 reporting).
• Safety-risk-assessment coverage — proportion of hazardous activities with current Annex 11 §2.19.3-compliant risk assessment.

Civil-military interoperability KPIs#

• Hotline availability (system uptime).
• Joint-exercise frequency and reported findings closure rate.
• Cross-border / cross-FIR ASM agreements active.

Capacity KPIs#

• Sector-hours unlocked by released reservable airspace.
• Network capacity gain attributable to FUA (modelled).

How performance is reported#

• Globally — through the ICAO ASBU implementation monitoring cycle for FRTO / NOPS modules that depend on FUA, and through the GANP review.
• Regionally
  • Europe: EUROCONTROL Performance Review Body; the LSSIP cycle captures national ASM / FUA progress; EUROCONTROL ASM service reports network-wide KPIs.
  • APAC: APANPIRG and the APAC Seamless ATM Plan capture FUA implementation status.
  • MID: MIDANPIRG and the MID Air Navigation Strategy.
• Nationally — through the State's air navigation plan and Annex 19 State Safety Programme reports; periodic FUA review under Doc 4444 §3.1.4.

Why this matters for planning#

Tying every ASM activity to a Performance Objective and a KPI:

1. Forces the question "what measurable problem does this fix?" during business-case development.
2. Distinguishes cosmetic FUA (an AMC exists, but the Level 3 release-back hardly happens) from operational FUA (areas released routinely, reroutes shrink, civil planners trust the CRAM).
3. Gives the joint civil-military committee a common scoreboard, removing the conversation from "ownership" to "performance".

Three timelines to keep distinct#

When discussing ASM history and "FUA dates", separate three things:

1. ICAO doctrine timeline — when the Annex 11 / Doc 4444 / Doc 9554 provisions for civil-military coordination and FUA were introduced and amended.
2. EUROCONTROL FUA concept timeline — when the regional FUA concept and its advanced variant were issued and revised.
3. Implementation timeline — when a State or region actually stood up an AMC, an AUP/UUP cycle, and Level 3 tooling.

A State's plan must reference all three — but only the third is a deliverable.

ICAO doctrine timeline#

The cumulative effect by the early 2010s was that ICAO doctrine recognised FUA as the global model — not just a European one — and made the joint committee and safety-risk-assessment regime a SARP expectation.

EUROCONTROL FUA concept timeline#

EUROCONTROL's contribution is principally the operational tooling layer — CADF, CRAM, EAUP/EUUP — that an ICAO-doctrine FUA needs in order to operate at network scale.

Implementation timeline (illustrative)#

A typical State trajectory through the FUA maturity phases (see blocks.md):

Phase 0  ----- rigid civil/military segregation
                |
                v
Phase 1  ----- basic FUA: AMC stood up, first AUP cycle, CDR catalogue
                |
                v
Phase 2  ----- A-FUA: rolling UUP, dynamic mobile sectors, CBA
                |
                v
Phase 3  ----- dynamic ASM: SWIM-based status, 4D-aware reallocation

Many APAC and MID States are presently in Phase 1 with Phase 2 elements; most EUR States are in Phase 2 with Phase 3 trials. No region is yet end-to-end Phase 3.

Where Pakistan / APAC sit on this timeline#

Indicative regional context (verify current status against the latest APANPIRG documents, the APAC Seamless ATM Plan, and the State AIP / NAP):

• Doctrine — Annex 11 §2.19 baseline is in force; FUA Recommendation (§2.19.7) adopted; Doc 4444 §3.1.5 FUA agreement structure available for use.
• Phase 1 (basic FUA) — implementation in progress. Common gaps: joint civil-military committee at strategic level operating to a formal cycle; AMC operating with a published AUP cut-off and SLA; CDR2 catalogue published in the AIP; pre-agreed Level 3 release procedures.
• Phase 2 (A-FUA elements) — selective. CBA with a neighbour FIR; rolling UUP; free-route airspace at upper levels.
• Phase 3 — horizon planning aligned with national SWIM and TBO roadmaps; not near-term.

Implementation monitoring cadence#

• Global — ASM/FUA status feeds the ICAO ASBU implementation monitoring (FRTO / NOPS modules depend on FUA) and the GANP review cycle.
• APAC — APANPIRG annual review against the APAC Seamless ATM Plan.
• MID — MIDANPIRG annual review against the MID Air Navigation Strategy.
• Europe — EUROCONTROL Performance Review Body and the annual LSSIP cycle; EUROCONTROL ASM service publishes network-level KPIs.
• National — typically a 3–5 year national air navigation plan, reviewed annually, and the periodic FUA review required by Doc 4444 §3.1.4.

How to read a date in an ASM document#

• "Annex 11, Amendment X (Year Y)" — ICAO SARP date; says when doctrine changed.
• "EUROCONTROL FUA Concept Edition Z (Year)" — regional concept date.
• "AMC operational from MM/YYYY" — national implementation.
• "AUP cut-off 14:00 UTC" — daily operational cycle (not a historical date).
• "AIRAC effective date" — date a Level 1 catalogue change enters force.

Mixing these up is the principal cause of confusion when comparing "FUA progress" between States.

References use the formal style: Annex / Doc / Circular + chapter + § paragraph, with a short note. Where the source document is not held in the local library, this is marked.

Primary ICAO Annex provisions#

• Annex 11 (Air Traffic Services), Chapter 2, §2.19.1 — early coordination of activities potentially hazardous to civil aircraft with the appropriate ATS authority, with timely NOTAM promulgation via PANS-AIM (Doc 10066).
• Annex 11 (Air Traffic Services), Chapter 2, §2.19.2.1 — ASM siting criteria: avoid closure or realignment of established ATS routes, keep designated airspace as small as possible, and maintain direct ATS-to-user communications for emergency discontinuation.
• Annex 11 (Air Traffic Services), Chapter 2, §2.19.3 and §2.19.3.1 — mandatory safety risk assessment for hazardous activities and CDM contribution by the conducting organisation or unit; Note refers to Doc 9554.
• Annex 11 (Air Traffic Services), Chapter 2, §2.19.5 — Recommendation to establish special joint committees for recurrent hazardous activities; the basis for civil-military strategic coordination at ASM Level 1.
• Annex 11 (Air Traffic Services), Chapter 2, §2.19.7 — Recommendation that States establish procedures for the flexible use of airspace reserved for military or other special activities, granting all users safe access.
• Annex 2 (Rules of the Air) — Restricted, Prohibited and Danger Areas as airspace categories; rules-of-the-air implications when reservable areas are activated.

Primary ICAO PANS provisions#

• PANS-ATM (Doc 4444), Chapter 1, Definitions, "Air traffic management (ATM)" — defines ATM as the dynamic, integrated management of air traffic and airspace including ATS, ASM and ATFM, anchoring ASM as one of the three ATM pillars.
• PANS-ATM (Doc 4444), Chapter 3, §3.1.4.1 — appropriate ATS authority should periodically review ATS capacities and provide for flexible use of airspace to improve efficiency and capacity.
• PANS-ATM (Doc 4444), Chapter 3, §3.1.5.1 and §3.1.5.2 — FUA agreements and the eight minimum specification items (a–h: limits, classification, transferring units, transfer-in/out conditions, periods of availability, limitations, other procedures).
• PANS-AIM (Doc 10066) — Aeronautical Information Management procedures and Aeronautical Data Catalogue underpinning AIRAC publication of the airspace structures catalogue and NOTAM promulgation for ASM.

Regional supplementary procedures#

• Doc 7030 (Regional Supplementary Procedures, EUR), §3.2.3 — UHF-equipped State aircraft accommodation in 8.33 kHz airspace tied to a State's airspace management procedure; example of regional ASM-linked supplementary handling.
• Doc 7030 — region-specific ASM provisions for the other regions (MID, ASIA/PAC, AFI, NAT, SAM, CAR) where applicable.

Primary ICAO manuals and circulars#

• Doc 9426 (Air Traffic Services Planning Manual) — guidance on airspace organisation, capacity planning, and civil-military coordination underpinning ASM Level 1 strategic decisions.
• Doc 9554 (Manual concerning Safety Measures relating to Military Activities Potentially Hazardous to Civil Aircraft Operations) — referenced from Annex 11 §2.19.3.1 Note for CDM safety risk assessment and NOTAM promulgation involving military authorities.
• Cir 330 (Civil/Military Cooperation in Air Traffic Management) — ICAO policy and best-practice circular on civil-military cooperation across strategic, pre-tactical and tactical ASM levels, complementing Doc 9426 and Doc 9554.
• Doc 9854 (Global Air Traffic Management Operational Concept) — source of the eleven Key Performance Areas used to justify ASM activities.
• Doc 9883 (Manual on Global Performance of the Air Navigation System) — performance management methodology (KPAs, KPIs, Performance Objectives) used to measure ASM benefit.
• Doc 9750 (Global Air Navigation Plan, GANP) — places FUA / ASM under the FRTO and NOPS threads of the ASBU framework.
• Doc 9082 (Policies on Charges for Airports and Air Navigation Services) — charging-policy basis relevant to civil-military cost recovery and incentives for FUA.

ICAO Annexes most touched by ASM#

• Annex 1 (Personnel Licensing) — endorsements for AMC and military-coordination roles where applicable.
• Annex 2 (Rules of the Air) — restrictive area provisions.
• Annex 11 (Air Traffic Services) — primary basis (see above).
• Annex 13 (Accident and Incident Investigation) — occurrence categories at reservable-area boundaries.
• Annex 15 (Aeronautical Information Services) — AIP, AIRAC, NOTAM publication chain for ASM products.
• Annex 17 (Security) — protection of classified airspace information shared via SWIM-based ASM services.
• Annex 19 (Safety Management) — SMS at State and ANSP levels covering ASM activities and the §2.19.3 safety risk assessment regime.

EUROCONTROL references (regional realisation of FUA)#

• EUROCONTROL Flexible Use of Airspace (FUA) Concept — original 1996 concept document defining the three-level model, the AMC, and the AUP cycle (authoritative source — not in local library).
• EUROCONTROL Advanced FUA (A-FUA) Concept — extension introducing dynamic mobile sectors, rolling AUP/UUP, and free-route airspace overlays. Plain URL: https://www.eurocontrol.int/concept/advanced-flexible-use-airspace
• EUROCONTROL ASM service overview. Plain URL: https://www.eurocontrol.int/service/airspace-management
• EUROCONTROL ERNIP Part 3 — ASM Handbook (Edition 6.1, 2024) — consolidated procedural reference for AMC, AUP/UUP, CDRs, CBAs (authoritative source — not in local library).
• EUROCONTROL FUA AMC/CADF Operations Manual — operational manual for the network airspace management cell and the Centralised Airspace Data Function (authoritative source — not in local library).
• EUROCONTROL Network Manager — CADF, EAUP/EUUP, CRAM operations.

Other authoritative external sources#

• SKYbrary, "Flexible Use of Airspace" article (authoritative source — not in local library). Plain URL: https://skybrary.aero/articles/flexible-use-airspace-fua
• SKYbrary, "Conditional Route" article (authoritative source — not in local library). Plain URL: https://skybrary.aero/articles/conditional-route-cdr
• ICAO civil/military cooperation guidance pages on the ICAO website. Plain URL: https://www.icao.int/safety/Pages/Civil-Military-Cooperation.aspx

Regional implementation references#

• APAC Seamless ATM Plan (ICAO Asia/Pacific Regional Office) — APAC realisation of FUA / ASM; monitored by APANPIRG.
• MID Air Navigation Strategy (ICAO MID Regional Office) — MID realisation; monitored by MIDANPIRG.
• European ATM Master Plan (SESAR JU) and EUROCONTROL LSSIP cycle — EUR realisation and annual reporting; covers ASM / FUA progress.
• ICAO GANP Portal — FRTO and NOPS threads under which FUA / dynamic ASM modules are catalogued. Plain URL: https://ganpportal.icao.int/