FRANÇAISThis page will evolve based on the experience gathered over time and the development of FRA in France.
Last update: 26/02/2024 - East and South-East FRA cells added - General review.
1. Definitions
1.1 Free Route Airspace (« FRA »)
In official European Union documents, Free Route Airspace (FRA) is defined as follows:
« Free route airspace (‘FRA’) [...] is a specified airspace within which airspace users may freely plan a route between defined entry and exit points. Subject to airspace availability, airspace users must have the possibility to choose a route via intermediate, published or unpublished, waypoints without reference to the ATS route network. Within that airspace, flights remain subject to air traffic control. »
In other words, an FRA is a volume of airspace in three dimensions (laterally and vertically bounded), within which an operator can freely plan a flight trajectory from an entry point to an exit point. The trajectory can route via intermediate waypoints. Available entry and exit points are published in the national AIP. In these free route airspaces, former conventional ATS routes are withdrawn.
More details on the European implementation of these FRAs and their expected benefits can be found in Commission Implementing Regulation (EU) 2021/116.
1.2 Waypoint Roles
Free Route Airspace uses a subset of standard navigation waypoints (Fixes, VORs, NDBs). Each point is assigned one or more roles regarding the FRA, defining how it may be flight-planned.
Five waypoint roles are defined:
- Entry point - « E »: plannable to enter the Free Route Airspace.
- Exit point - « X »: plannable to exit the Free Route Airspace.
- Intermediate point - « I »: planned primarily to perform level or speed changes during cruise.
- AD Departure connectivity point - « D »: plannable to enter Free Route Airspace when departing an aerodrome located beneath or in the vicinity of the FRA (often the terminating waypoint of a Standard Instrument Departure / SID).
- AD Arrival connectivity point - « A »: plannable to exit Free Route Airspace towards an aerodrome located beneath or in the vicinity of the FRA (often the initial waypoint of a Standard Terminal Arrival Route / STAR).
These roles are defined within the French AIP, sections ENR 4.1 and ENR 4.4 ("Remarks" column), and are depicted on the Upper Airspace chart in section ENR 6.2.
To access the French AIP, visit the SIA website and navigate to "AIP" > "eAIP France".
1.3 Typical Trajectories within an FRA
As previously stated, conventional ATS routes no longer exist within an FRA (with minor exceptions). Flight planning is therefore conducted exclusively via direct (DCT) legs between designated waypoints.
Inside a given Free Route Airspace, flight trajectories will match one of the following scenarios:
- Overflight:
E=>I* =>X - Flight from outside the FRA to an aerodrome beneath or near the FRA:
E=>I* =>A - Flight from an aerodrome beneath or near the FRA to outside the FRA:
D=>I* =>X - Flight between two aerodromes beneath or near the FRA:
D=>I* =>A
* The number of intermediate waypoints (I) can range from 0 to several, depending on the pilot's preference and planned flight level changes.
Ideally, a pilot can plan trajectories freely within an FRA. In practice, restrictions apply regarding mandatory routing sequences. These constraints are detailed in the RAD (Route Availability Document) published and updated by Eurocontrol at each AIRAC cycle. Within French FRA, specific intermediate waypoints are often mandatory to organize structured traffic flows.
The Initial Flight Plan Processing System (IFPS) from Eurocontrol checks and validates flight plans within the European network, verifying compliance with the RAD.
To access IFPS, open the Eurocontrol NOP portal, navigate to the bottom of the right-hand column, and select Free Text Editor or Structured Editor under the Flight Planning section.
2. FRA in France
The initial implementation of FRA in France is set out in AIC No. 11/21, and its extension is described in AIC No. 14/23.
2.1 Free Route Airspace Cells within the French UIR
Effective 2 December 2021, three initial Free Route Airspace volumes were established:
- LFFRASW: South-West FRA, managed in real life by CRNA Sud-Ouest (Bordeaux ACC);
- LFFRAC: Center FRA, managed in real life by CRNA Nord (Paris ACC at Athis-Mons);
- LFFRANW: North-West FRA, managed in real life by CRNA Ouest (Brest ACC).
On 22 February 2024, two additional cells were introduced:
- LFFRAE: East FRA, managed in real life by CRNA Est (Reims ACC);
- LFFRASE: South-East FRA, managed in real life by CRNA Sud-Est (Marseille ACC at Aix-en-Provence).
These five airspace volumes are active from FL195 to FL660.
On IVAO, these five cells span across all five metropolitan FIRs and ACCs: Bordeaux (LFBB), Brest (LFRR), Paris (LFFF), Reims (LFEE), and Marseille (LFMM).
Note that the LFFRANW cell is divided into two sectors (shown by dashed lines on the chart). The north-western sector has its floor set at FL245 rather than FL195 to maintain a seamless interface with British lower airspace and airspace delegations.
Almost all upper ATS routes (FL195–FL660) have been withdrawn within French Free Route Airspace, with only a few airway segments remaining in the North-West, East, and South-East sectors, as reflected on the AIP Upper Airspace chart (ENR 6.2).
2.2 Flight Trajectories within French FRA
Unlike some countries where FRA operations offer broad flexibility, French FRA operates on a stricter framework due to dense military activity and ATC sector structures. French FRA operates under a "white list" model: aircraft may only file through an FRA cell by following specific waypoint sequences defined in the RAD.
Operational characteristics of the cells:
- LFFRANW: Covering primarily oceanic airspace above the Atlantic, intermediate waypoint constraints are minimal. Most overflight trajectories link an entry point "E" directly to an exit point "X", with intermediate points used mainly for step climbs.
- LFFRASW: The most complex cell due to extensive terminal connectivity and military area integration. Plannable trajectories generally mirror former ATS route alignments while offering direct shortcuts where possible.
- LFFRAC: A compact, highly constrained cell where plannable routes directly replicate the former ATS route network.
- LFFRASE: Primarily maritime over the Mediterranean, handling mainly transit traffic with straightforward direct planning similar to LFFRANW.
- LFFRAE: A compact sector with tighter planning requirements, though cross-border planning with Swiss and German FRA cells helps streamline routings.
Blue trajectories represent even flight levels (predominantly northbound), while green trajectories represent odd flight levels (predominantly southbound).
The semi-circular rule applies within French FRA. In French UIR, northbound flights generally file even flight levels, and southbound flights file odd levels (details published in AIP section ENR 1.3.9.2.4).
A statistical study conducted by FABEC (Functional Airspace Block Europe Central) on representative 2019 traffic estimated the following cumulative flight-distance savings from FRA implementation:
- LFFRANW: 3,600 NM
- LFFRASW: 1,800 NM
- LFFRAC: 0 NM
2.3 RAD - The Key to Flight Planning in French FRA
Due to airspace complexity, route planning in French FRA requires compliance with the RAD (Route Availability Document). Two sections are particularly relevant:
A) Annex 2B « Local and Cross-border Capacity and Structural Rules »
Defines the authorized waypoint sequences (entry, intermediate, and exit points) within FRA cells.
B) Annex 3A « Aerodrome Connectivity Options »
Lists aerodrome connectivity restrictions, specifying how to join or leave Free Route Airspace to and from underlying aerodromes via Departure (D) and Arrival (A) points.
Other sections of the RAD may apply to your flight. When submitting via IFPS, error notifications will highlight specific RAD restriction identifiers to help adjust the trajectory.
3. Examples of Valid FRA Routes
The examples below illustrate key routing scenarios. Segments located within Free Route Airspace are highlighted in bold, with the role of each waypoint detailed.
3.1 Departing from an Aerodrome Covered by an FRA
Brest (LFRB) to Paris-Orly (LFPO):
LFRB ROSPO DCT KORER UN482 NIMER LFPO
ROSPO(D): LFRB departure point (LFFRANW)KORER(X): FRA exit point (LFFRANW)
Toulouse (LFBO) to Paris-Orly (LFPO):
LFBO FISTO DCT PERIG DCT DIBAG DCT TUDRA DCT BEVOL UT158 AMB LFPO
FISTO(D): LFBO departure point (LFFRASW)PERIG(I): mandatory intermediate pointDIBAG(I): mandatory intermediate pointTUDRA(I): mandatory intermediate pointBEVOL(X): FRA exit point (LFFRASW)
3.2 Arriving at an Aerodrome Covered by an FRA
Lyon (LFLL) to Brest (LFRB):
LFLL BELEP UP860 TIS DCT VALKU DCT PECNO DCT LMG DCT MANAK UT183 TIRAV UN490 TERPO UM616 KORER DCT ARE LFRB
TIS(E): FRA entry point (LFFRASW)VALKU(I): mandatory intermediate pointPECNO(I): mandatory intermediate pointLMG(I): mandatory intermediate pointMANAK(X): FRA exit point (LFFRASW)KORER(E): FRA entry point (LFFRANW)ARE(A): LFRB arrival point (LFFRANW)
Paris-CDG (LFPG) to Bordeaux (LFBD):
LFPG AGOPA DCT ARKIP DCT ARMAL DCT ARTAX DCT BEBIX DCT LMG LFBD
AGOPA(D): LFPG departure point (LFFRASW)ARKIP(I): mandatory intermediate pointARMAL(I): mandatory intermediate pointARTAX(I): mandatory intermediate pointBEBIX(I): mandatory intermediate pointLMG(A): LFBD arrival point (LFFRASW)