DFS Deutsche Flugsicherung A brief portrait of the company For a safer sky

The 1980s and 1990s heralded a period of phenomenal growth in air traffi c. The number of fl ights that took off, landed or fl ew over Ger- many increased by an average of 9.5 percent per year. In only twenty years, the number of By continuing to develop technological sys- controlled fl ights in German airspace had trip- tems, optimise route profi les and carefully plan led from under one million to three million. The new arrival and departure procedures, DFS has aviation industry was synonymous with powerful always been able to keep up with the prevailing and robust growth and only knew one trend: traffi c volume and fulfi l its statutory obligations upward. Among other factors, this growth was to provide safe and punctual air traffi c control. the result of an increasing desire of the general Noise abatement and climate protection play an population for more mobility in combination important role in our considerations as well. with inexpensive fares, especially after low-cost airlines came onto the scene in the 1990s. The following pages explain what our day-to-day business is and what we do in addition to that, Annually, about three mil- Since the turn of the millennium, growth has as well as which standards air traffi c controllers lion fl ights are controlled not been so stable. As a result of the fi nancial have to comply with and how DFS is proactive by the 5,500 DFS staff. They crisis and economic downturn, it has slowed at the European level for the future of air traffi c ensure the safe, orderly and down. Now the number of aircraft movements control. If you are interested in knowing more expeditious handling of air is growing by just over 1 percent per year. Cur- about one aspect or another, go to our website traffi c. rently, DFS controls about three million fl ights www.dfs.de. annually and employs 5,500 staff to ensure the safe, orderly and expeditious handling of air traffi c in .

The dynamism of the development may have diminished, but according to current forecasts for Germany and Europe, a long-term decline is not in sight.

3 Today, 2,000 controllers at the four DFS con- Radiotelephony and ground radar systems: trol centres ensure a smooth, effi cient and safe the Tower division fl ow of air traffi c. Each year, they control about The staff of the Tower division ensure that three million fl ights. About half of these are aircraft take off and land on time, while observ- fl ights arriving in and departing from Germany, ing the prescribed separation between aircraft. Tower controllers organise the remainder being overfl ights and domestic These controllers work in the control tower. Aerodrome control at 16 international the smooth fl ow of traffi c The core business of DFS fl ights. The control centres of , From this vantage point, they can see the Like the radar control centres, DFS towers are at airports, ensuring that and Langen are in charge of the control sec- aircraft and monitor activities at the . also equipped with state-of-the-art systems that departing and arriving tors in lower airspace (below 24,500 feet or meet the highest possible standards for safety. aircraft keep clear of each What do we do? approx. 7,500 metres). Upper airspace (above Tower controllers organise the smooth fl ow of The Tower division is responsible for perform- other. Passengers boarding an aircraft expect to 24,500 feet) is controlled from the control traffi c at airports, ensuring that departing and ing aerodrome control at the 16 international reach their destination safely and on time. The centre in . arriving aircraft keep clear of each other. They airports in Germany. air traffi c controllers of DFS ensure a smooth inform pilots by radio communications about and delay-free fl ow of traffi c on German airways In addition, specialists from the fl ight informa- the departure routes and issue take-off and Services and data and at airports. They control and monitor tion service (FIS) provide advice and information landing clearances. At night and in conditions The DFS division Aeronautical Information Man- aircraft departing and landing as well as en- to pilots fl ying under visual fl ight rules (VFR). of low visibility like fog, they are supported by agement provides fl ight-related data, aeronauti- route. They instruct pilots to fl y at the correct ground radar at larger airports. cal publications and aeronautical information altitude on defi ned routes and to maintain the services. Specialist staff at the Aeronautical prescribed safe distances from other aircraft. Information Service Centre in support pilots in their pre-fl ight planning around the Controllers and technology – clock. a sound partnership Today, 2,000 controllers at Modern technology helps air traffi c controllers Our customers the four DFS control centres not only in tracking the position of an aircraft DFS is a modern service provider. Our cus- ensure the smooth, effi cient but also in providing its exact altitude, speed tomer base includes the major German airlines, and safe fl ow of air traffi c. and aircraft data. The highly specialised engi- airlines from other countries, local companies, neers at DFS are continuously enhancing and private aviation and the German armed forces, optimising this technology. the Bundeswehr. We set high quality standards for the services we provide. Safety is our top Upper and lower airspace: the Control Centre priority. division The Control Centre division has the most Training employees within the company. Staff here Besides providing air traffi c services at interna- provide area and approach control services. All tional airports and approach and area control aircraft that fl y through German airspace under services, DFS trains air traffi c controllers at its instrument fl ight rules (IFR) are controlled by Air Navigation Services Academy in Langen. these air traffi c controllers. IFR refers to fl ights This ensures the future safety of the skies for which are not navigated by sight but by means all airspace users. of instruments. DFS also trains military air traffi c controllers in cooperation with the Bundeswehr. This training takes place in the town of Kaufbeuren in south- This visual shows an example of German Transponder mandatory zones (TMZ) have been ern Germany. airspace structure. On days with fi ne weather, established around regional aerodromes. In more than 6,500 private pilots take off into this part of airspace, all aircraft – including VFR the sky – but they may only use Class E and G fl ights – have to be equipped with a transpond- airspace, which is not controlled by DFS. They er that automatically reports their altitude. may fl y up to 10,000 ft, on their own respon- sibility and without obtaining clearance from DFS. Above this level and in the vicinity of major airports, airspace is divided into Class C and D airspace, which is subject to radar control. Spe- cial rules apply in these areas.

4 5 The sky in sight

The work of tower controllers Working in the control centre – approach and Tower controllers work in the cab of the control area control tower high above the ground. As soon as the The airspace over Germany is divided into fl ight passengers have taken their seats and the information regions (FIR). These regions are aircraft is ready for take-off, the aircraft is assigned to the control centres where they are, under the control of the tower controller. The in turn, subdivided into sectors, resembling controller informs the pilot about the departure pieces of a puzzle. Approach controllers and procedures and the take-off position before area controllers work in the control centre. issuing the take-off clearance. The tower One sector is always controlled by two air The airspace over Germany controller can directly observe the departing At the same time, the controller ensures that no traffi c controllers: the radar controller and the is divided into fl ight infor- aircraft at the aerodrome. other aircraft lands or blocks the runway while coordinator. While the radar controller issues mation regions (FIR). the aircraft is preparing to take off. To prevent instructions and clearances to the pilot via Airspace is not only divided into sectors but bottlenecks on the runway with the constant radiotelephony, the coordinator communicates also into lower and upper airspace, accord- change between aircraft taking off and landing, with the adjacent sectors. ing to altitude. The boundary between upper the tower controller is in permanent contact and lower airspace is usually at 24,000 feet with the pilots and approach controllers. As soon as the aircraft has departed, the ap- (approx. 7,500 metres). Controllers working Tower controllers have the most sophisticated proach controllers take over the control of the in area control centres (ACC) assume control technology at their fi ngertips, guaranteeing the aircraft from the tower and guide the aircraft of aircraft from the approach controllers and, precise coordination of these processes. onto one of the many airways in accordance depending on where the fl ight is headed, trans- with standard procedures. While doing this, fer the aircraft to controllers of the appropriate While the aircraft is departing, the tower they ensure that the prescribed separation upper area control centre (UAC). controller enters the exact departure time into minima are adhered to. In the terminal control the computer. A short time later, the aircraft area, the separation minima are three nautical When aircraft approach their destination appears on the radar screen of the approach miles (approx. 5.4 kilometres) horizontally and airport, approach controllers assume control of controllers, who work in the radar control 1,000 feet (approx. 300 metres) vertically. the aircraft. Prior to landing, approach control- centre and take over control of the fl ight. In the lers line aircraft up like pearls on a string along meantime, the tower controller guides the next a virtual extended runway centreline. Then the aircraft to a safe landing on the runway and tower controllers take over. The separation then along the taxiway to reach the apron. minima must be precisely observed when air- craft are on fi nal approach so that they do not get too close or overtake each other.

Civil-military integration

Since 1994, DFS has been responsible for regional military air traffi c control in peacetime – the fi rst air navigation services organisation in Europe to have this responsibility. Up until 1994, Germany had both a civil and regional military air traffi c control organisation, both of which independently controlled their own airspace. Strictly separating the valuable resource of airspace meant that it was not used effi ciently. Today, military and civil air traffi c controllers work side by side in Germany. This means that military airspace can now be used by civil and military air- craft, as required. Only military aerodromes are under the sole control of the armed forces.

6 7 The planning activities of DFS also incorporate noise abatement issues. This often means that confl icting priorities have to be balanced. Instrument fl ight rules On the one hand, fl ight routes should be as and visual fl ight rules direct as possible so that aircraft reach their destinations on time and also in an environmen- tally friendly manner, by saving fuel and thus Primary and secondary radar All pilots fl ying under instrument fl ight rules (IFR) in Germany reducing CO2 emissions. In order to protect The entire airspace over Germany is under are controlled by the air traffi c controllers of DFS. IFR refers to the population in the vicinity of airports from ex- radar surveillance. There are two basic types of fl ights which are not navigated by sight but by means of instru- cessive noise exposure, however, procedures radar: primary radar and secondary radar. Pri- ments. The controller establishes minimum vertical separation planners often have to defi ne longer arrival and mary radar antennas transmit electromagnetic DFS engineers are constantly developing these of 1,000 feet (approx. 300 metres) and minimum horizontal departure routes, which again lead to higher pulses which are refl ected by the aircraft and systems further. New systems allow fl ight plan separation of between two and six nautical miles (approx. 3.7 to fuel consumption and more CO2 emissions. returned to the antenna. In this way, the posi- data to be calculated even more precisely and 11.1 kilometres) between aircraft. If, however, pilots fl y under tion of the aircraft in the air can be determined. provide an optimised display of these data for visual fl ight rules (VFR), they are responsible for maintaining But it is not DFS alone who decides which The secondary radar antenna also transmits the controller. separation from other aircraft themselves. Their fl ights are not routes are optimal and most advantageous for electromagnetic signals. These signals activate controlled by German air traffi c control and they may only use noise protection. DFS takes part in a complex the aircraft’s transponder, which transmits a In addition, communications, navigation and certain airspaces. process which includes discussions with coded pulse consisting of a four-digit number surveillance systems are used for en-route and the local noise abatement commissions that that is automatically decoded and informs the approach navigation. There are over 200 sys- support DFS in questions of aircraft noise and controller of the identity and fl ight level of the tems covering Germany. This number includes environmental protection. Additional stakehold- aircraft. about 50 instrument landing systems at the 16 ers in this process are the Federal Supervisory designated international airports. Authority for Air Navigation Services (BAF), the The air navigation services systems in opera- Federal Environment Agency (UBA) and the Fed- tion today provide the controller with altitude, eral Ministry of Justice (BMI). After considering speed and aircraft data, as well as other Procedures and technology and evaluating all relevant factors and options, important information. The systems also relieve the Federal Supervisory Authority for Air Navi- controllers of routine tasks so that they can gation Services (BAF) determines and publishes fully concentrate on the air situation. Flight procedures: safe, effi cient and as all new routes. green as possible DFS is not only responsible for ensuring that Air navigation services technology aircraft use defi ned routes at the appropriate Aircraft fl y along defi ned airways. Unlike the altitudes and maintain the prescribed safe traffi c on the ground, pilots are not guided by Flight information service distances but also for planning these routes. traffi c signs. Assisted by high-precision technol- All this is a very complex process. It must take ogy, air traffi c controllers in the radar control into account the applicable legal provisions centres prevent traffi c jams in the air and en- The Control Centre division offers an additional service to pilots and includes planning arrival and departure sure that pilots maintain the required separation fl ying in German airspace under visual fl ight rules: fl ight infor- procedures as well as ensuring environmental from other aircraft. mation service (FIS). The pilot receives all information required protection. for the fl ight, such as air pressure and weather conditions on the route. Information about the activation times of restricted areas Flight procedures are developed in keeping with and the current weather conditions at the destination airport national and international rules and regulations. are also provided. If required, traffi c information can also be The documents “Aircraft Operations” and “Air given. Pilots can communicate via a nation-wide radio network Traffi c Management” published by the Interna- set up by the Control Centre division. tional Civil Aviation Organisation (ICAO) provide the primary basis for this. The German Aviation Act (LuftVG) stipulates that fl ight procedures be planned in such a way as to ensure the safe, orderly and expeditious handling of air traffi c at any time. These provisions lay down binding standards which must be complied with.

8 9 At its Air Navigation Services European cooperation: SES, FABEC, SESAR Academy in Langen, DFS trains its air traffi c controllers.

For more capacity in the European sky The idea behind the FAB Even though the sky seems to be boundless, initiative is to enhance Commercial services, partners and subsidiaries clear boundaries do exist in airspace. Creating The idea behind the FAB initiative is to enhance capacity, to eliminate bot- an airspace irrespective of boundaries between capacity, to eliminate bottlenecks and to make tlenecks and to make air countries is the aim of the Single European Sky air transport safer. transport safer. DFS markets its expertise and air traffi c control initiative launched by the European Commission systems around the globe. It is also setting other European air navigation service provid- in 1999. Today, airspace is mainly organised The SESAR project also forms part of the Sin- up air navigation services facilities in other ers. DFS is represented by its DFS European along national borders and not along actual gle European Sky initiative. It is the associated countries from Europe to the Middle East and Satellite Services Provider Beteiligungsgesells- traffi c fl ows. And what is more, European air technological component and aims at harmonis- Eastern Asia. chaft, which makes fi nancial contributions and traffi c is controlled by 39 different air naviga- ing the different air traffi c management tech- provides infrastructure facilities. tion service providers (ANSPs) using different nologies. The European Union, At its Air Navigation Services Academy in technologies and fl ight procedures when con- and 15 other partners are pursuing this goal. GroupEAD Europe S.L. Langen, DFS trains its air traffi c controllers. FCS Flight Calibration Services trolling more than 9.5 million fl ights per year. DFS is one of them. The AiS Expert Team Calibration fl ights are conducted to check Technicians and engineers are trained here the precision of the signals transmitted by The restructuring of airspace aims at harmonis- The A6 Alliance was formed in 2011 by six air to work on state-of-the-art air traffi c control navigation aids. DFS holds shares of the com- ing procedures, protecting the environment, navigation service providers that are members systems. Other air navigation service provid- pany FCS Flight Calibration Services, which is reducing costs of ANSPs and airlines, creating of the SESAR Joint Undertaking. Meanwhile ers also take advantage of the expertise and headquartered in Braunschweig, along with the synergies in research and development as well others have joined. The Alliance’s role is to technology of the Academy to train their air Swiss air navigation services, skyguide, and the as in the procurement of new systems and the create synergies while focusing on SESAR traffi c controllers. In many cases, these train- Austrian air navigation services, Austro Control. provision of training. development, deployment, execution as well as ing relationships have been in place for many FCS is a competent and reliable partner for all on strategic areas of common interest. years. fl ight calibration requirements. Nine functional airspace blocks (FABs) are com- mitted to reaching these objectives. Airspace DFS Aviation Services GmbH Air Navigation Solutions Ltd. (ANS) blocks geographically extend over several The world of air navigation services is undergo- ANS is a subsidiary of DFS Aviation Services countries, but the States maintain their national ing radical change – from a technical, opera- and is based in the United Kingdom where it sovereignty. The largest and most complex FAB tional and political point of view. In response to provides air navigation services. It is currently is the Functional Airspace Block Europe Central these changes, DFS has established a subsidi- active at London Gatwick Airport and will be (FABEC). The heart of the continent boasts 55 ary called DFS Aviation Services GmbH. As part operating at Edinburgh Airport from 2018. It percent of all fl ights in Europe, i.e. 5.5 million of the DFS Group, it can offer its customers also offers ancillary consulting services. fl ights within an area of 1.7 million square the expertise and technical know-how of one kilometres. DFS along with its civil and military of the largest and most advanced air naviga- GroupEAD – European AIS Database partners from Belgium, France, Luxembourg, tion service providers in the world. Its portfolio EUROCONTROL, the European Organisation the Netherlands and Switzerland have joined includes the provision of air navigation services, for the Safety of Air Navigation, set up the forces in FABEC. consultancy, systems and training. In addition, European Aeronautical Information Service it is responsible for approach control at eight Database to provide standardised worldwide regional airports in Germany. The four largest aeronautical information. DFS, the Spanish air of these are the airports of Frankfurt Hahn, navigation services organisation ENAIRE and Dortmund, Karlsruhe Baden-Baden and Nieder- an Austrian manufacturer of air traffi c control rhein Weeze. systems were commissioned to jointly create this database. European Satellite Services Provider (ESSP) DFS is developing the European Satellite Navi- gation System (EGNOS) in cooperation with six

10 11 DFS Deutsche Flugsicherung GmbH Corporate Communications Am DFS-Campus 10 63225 Langen Germany

Telephone +49 (0)6103 707-4195 Fax +49 (0)6103 707-4196 E-mail [email protected] Internet www.dfs.de

February 2017 60-2290-206