3.2.8  Depiction on the ASM Planning Chart
3.2.8.1  General
3.2.8.1.1  Areas not suitable for allocation at Level 2 (Not AMC Manageable) and therefore not covered by the TAA Concept, can be split into two categories according to their handling at Level 3 (see paragraph 3.2.5.3 & 3.2.5.4 above).
3.2.8.1.2  Therefore, areas depicted on the ASM Planning Chart are subdivided into three categories according to their management possibilities as follows:
- 
in plain light yellow with orange outline, for the AMC-manageable areas subject to pre-tactical management on a daily basis (TAA Concept);

- 
in medium pink border with pink outline, for areas subject to tactical management, and for which real-time activity is known through appropriate means, and

- 
in plain light pink with pink outline, for areas not manageable at all (strategic definition only) or permanently prohibited (P) and for which no information on their actual activity can be retrieved.

3.2.8.2  Relationship between Airspace Reservation/Restriction and the FUA Concept
3.2.8.2.1  The table below summarises the relationship between the Airspace Reservation (TRA, TSA), Airspace Restriction (P, R, D) and the FUA Concept.
AIRSPACE RESERVATION  AIRSPACE RESTRICTION  Depiction on the ASM Planning Chart 
AMC  TAA Concept  TRA TSA  Restricted Area Danger Area  Plain light yellow 
manageable,
allocated at 
ASM Level 2 
Not AMC manageable, Restricted Area Danger Area  Medium pink border 
but real-time activity
notified at ASM Level 3 
Not suitable for  Prohibited Area Restricted Area Danger Area  Plain light pink 
Level 2 allocation nor 
for Level 3 notification 

Relationship between Airspace Reservation/Restriction and the FUA Concept
3.3  RE-SHAPING AIRSPACE TO ACCOMMODATE EN-ROUTE USER-PREFERRED TRAJECTORIES

3.3.1 General
3.3.1.1The general guidelines for the establishment and delineation of airspace structures, as defined in Section 1 and in previous Chapters, aim at finding a strategic compromise between conflicting demands made on the use of airspace by its many different users.
Page 3-12 Released Issue  Edition: 2.0
3.3.1.2 Once published, those airspace volumes need then to be used with full knowledge of the assumptions made for their establishment (Seventh Principle). However, tactical procedures should be established for the real-time use of those airspace in such a way that there is no waste of airspace (Fifth Principle) and a better utilisation of available airspace capacity.
3.3.1.3 In particular, control area initially established for structured routes can be used with new or adapted ATS airspace use procedures based on the provision of radar services to accommodate en-route user-preferred trajectories in different ways from less to full freedom of movement (i.e. Bound to Fixed Route procedure up to Autonomous Operations).

3.3.2  Introduction of New/Adapted ATS Airspace Use Procedures
3.3.2.1  Bound to Fixed Route (BFR) Procedure -mandatory routing on centre lines of promulgated ATS routes; -No direct routing offered; -track-keeping responsibility to the air, with possibilities of radar monitoring or
vectoring;
-separation responsibility to the ground.

3.3.2.2  Prior Co-ordination Airspace (PCA) Procedure -(see paragraph 3.2.3.5) -mandatory routing on centre lines of promulgated ATS routes; -direct routing offered after prior co-ordination with military controlling/monitoring
unit concerned; -track-keeping responsibility to the air, with possibilities of radar monitoring or vectoring; -separation responsibility to the ground.
3.3.2.3  Reduced Co-ordination Airspace (RCA) Procedure - (see paragraph 3.2.3.3) -mandatory routing on centre lines of promulgated ATS routes; -direct routing offered without the need for prior co-ordination; -track-keeping responsibility to the air, with possibilities of radar monitoring or
　
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