AIR TRAFFIC FLOW MANAGEMENT

Transcription

1 AIP New Zealand ENR ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT 1 FLOW MANAGEMENT AND CONTROL 1.1 Flow Control In order to assist traffic management, ATS sectors may introduce flow control procedures. These procedures may be necessitated by equipment failure, weather, schedule disruption, airspace congestion, short notice staff shortage, or special events Flow control may be implemented at short notice by ATS sectors, or by issue of a NOTAM. The notification will describe the airspaces affected; and when implemented the following ATS requirements may apply: (a) prior co-ordination before start-up will be required for all training flights irrespective of any booking system; (b) VFR clearances may not be available within Classes C and D airspace; and (c) sequenced entry into airspaces may be required. 1.2 ATS Preferred Routes To enhance air traffic management by reducing conflictions, facilitating the provision of separation between opposite direction traffic, and facilitating the provision of traffic information, ATS will nominate preferred routes between aerodromes. Preferred routes may be subject to the runway-in-use at a significant aerodrome The Standard Route Clearances published in AD 2 constitute the ATS preferred routes for domestic operations within New Zealand. ATC will afford priority to pilots who flight plan via the preferred routes. Pilots who file a flight plan with route details at variance to the preferred route between two aerodromes will, unless co-ordinated with ATC in special circumstances, only be cleared via the filed route when traffic levels and ATM procedures permit Pilots operating to/from aerodromes that do not have standard route clearances should plan in accordance with the preferred route flow established for aerodromes they will overfly or fly adjacent to Those pilots not familiar with the Standard Route Clearance system should, when operating between two aerodromes subject to a standard route clearance, insert the Standard Route Clearance route field data into the route section of item 15 of the flight plan form. Effective: 4 SEP 03

2 ENR AIP New Zealand 2 VFR OPERATIONS IN TERMINAL CONTROLLED AIRSPACE 2.1 General The availability of clearances to VFR aircraft to operate within terminal controlled airspace will be subject to traffic priorities, workload, weather conditions, equipment limitations, and other similar factors. These factors may be affected by holiday periods and special events Requests to operate within terminal controlled airspace should be made as early as possible to the ATS unit responsible for the airspace, or to the Flight Information Centre, giving preferred route and altitude. Pilots should carry a current Visual Navigation Chart for the airspace, and be familiar with airspace and geographical features on or adjacent to the route being flown. 2.2 Auckland, Ohakea, Wellington, and Christchurch For operations within Auckland, Ohakea, Wellington, or Christchurch terminal controlled airspace, where a VFR clearance is critical to the safety of operation, pilots should contact the ATS Supervisor at Christchurch for a time and route that will give the best chance of the request being met without undue delay. D Effective: 13 APR 06

3 AIP New Zealand ENR TRAFFIC HOLDING FUEL ADVISORY 3.1 General Traffic congestion is occurring in some New Zealand airspaces, and flow control, start-up delays, and in-flight holding may be required to allow effective air traffic management at any time, but particularly during periods of peak demand Delays of 20 minutes or more may occur for arriving aircraft when meteorological conditions are below circling minima for the highest approach category aircraft. 3.2 Wellington During the following periods operators of flights planning to arrive at an aerodrome within Wellington CTA/C and Woodbourne CTA/D (particularly when conditions are below circling minima) should consider carrying extra holding fuel to reduce the risk of diversion: (a) and MON to FRI local mean time The pilot of an aircraft arriving at a destination with insufficient holding fuel will not be accorded priority due to low fuel state unless an emergency is declared. 4 AIR TRAFFIC MANAGEMENT COLLABORATIVE ARRIVAL MANAGER (CAM) 4.1 General To manage airborne holding and delays during high demand periods, an Air Traffic Management System called Collaborative Arrival Manager (CAM) operates. CAM allocates a calculated time of departure (CTOT) and a controlled time of arrival (CTA) for aircraft proceeding to a CAM active airport based on the runway capacity These times are calculated by the CAM system from the estimated off blocks time (EOBT) in the filed flight plan Pilots of aircraft proceeding to a CAM active airport, where their arrival time will be during the period of CAM operation, should check their CTOT and CTA at and if necessary update the EOBT in the flight plan taking into account any delay. Effective: 31 MAR 16

4 ENR AIP New Zealand Pilots should then adjust their departure process in order to depart within 5 minutes of the calculated time of departure. The calculated time of departure, plus flight time which includes SID and STAR, equals the controlled time of arrival Controlled Time of Arrival is more likely to be near the desired ETA if the flight plan is filed more than 2 hours prior to EOBT Pilots should confirm their CTOT with the departure tower or ATS unit when requesting an enroute clearance. When not known, the departure tower or ATS unit will advise the CTOT, e.g. FASTAIR 927 CTOT IS 2018 Aircraft already airborne when first contact is made with ATS for an IFR clearance will be issued with a controlled time of arrival e.g. FASTAIR 456 CONTROLLED TIME OF ARRIVAL FOR WELLINGTON IS If no CTOT or CTA is available from CAM pilots will be advised by ATS at the earliest opportunity Pilots may be held, either enroute or in the arrival phase, where it is apparent to ATC that they have departed without regard to achieving their controlled time International flights and training flights are NOT subject to these procedures; however, training flights must comply with published instrument training and heavy wake turbulence circuit training requirements for the applicable controlled airspace refer ENR 1.9 section The following is a list of airports where CAM is in operation: Auckland H24 Christchurch H24 Queenstown H24 A CTA (Controlled Time of Arrival) during curfew hours is not an arrival authorisation. Wellington H24 A CTA (Controlled Time of Arrival) during curfew hours is not an arrival authorisation Other activation times, or affected aerodromes, will be advised by NOTAM and/or AIP Supplement If CAM is unavailable a NOTAM will be issued. Effective: 31 MAR 16

5 AIP New Zealand ENR INSTRUMENT TRAINING AND HEAVY WAKE TURBULENCE CIRCUIT TRAINING 5.1 Limitations With the increased number of scheduled IFR operations, and to avoid unreasonable delays to scheduled air transport operations at times of peak demand, it has become necessary to introduce limitations on instrument training and heavy wake turbulence circuit training, either IFR or VFR, within certain airspaces in New Zealand Any changes to listed hours below will be notified by NOTAM Following is a list of airspaces and aerodromes affected, and the requirements for instrument training and heavy wake turbulence circuit training exercises: (a) (b) (c) (d) (e) (f) In the Auckland Terminal Controlled Airspace, Auckland CTR/C and Whenuapai CTR/D (which includes operations to/from Ardmore and North Shore aerodromes) an IFIS based training notification system for all instrument training has been introduced (refer subsection 5.2). A maximum of two (2) training slots are available at any one time. Refer to AUCKLAND sub-menu. Extended delays may occur between DAILY local time. In the Hamilton CTA/D and CTR/D, an IFIS based training notification system for all instrument training has been introduced (refer subsection 5.2). A maximum of four (4) training slots is available at any one time. Refer to BAY SECTOR Hamilton sub-menu and para In the Rotorua CTA/D and CTR/D and Tauranga CTR/D an IFIS based training notification system for all instrument training has been introduced (refer subsection 5.2). A maximum of four (4) training slots is available at any one time. Refer to BAY SECTOR Rotorua/Tauranga sub-menu and para In the Napier CTA/D and CTR/D (which includes operations to/from Hastings aerodrome) all instrument training must be pre-coordinated by telephone with the Napier ATC duty controller. In the New Plymouth CTA/D and CTR/D all instrument training must be pre-coordinated by telephone with the New Plymouth ATC duty controller. Instrument training is not available MON FRI local time. In the Ohakea Terminal Controlled Airspace and Palmerston North CTR/D (which includes operations to/from Whanganui and Feilding aerodromes), an IFIS based training notification system for all CIVIL instrument training has been introduced (refer sub-section 5.2). The system applies Monday to Friday only. A maximum of two (2) training slots is available at any one time. Refer to OHAKEA SECTOR sub-menu and para Effective: 26 MAY 16

6 ENR AIP New Zealand (g) (h) (i) In the Wellington CTA/C and CTR/C (which includes operations to/from Paraparaumu aerodrome) and Woodbourne CTA/D and CTR/D an IFIS based training notification system for all instrument training has been introduced (refer subsection 5.2). A maximum of two (2) training slots is available at any one time. Refer to WELLINGTON sub-menu. In the Nelson CTA/D and CTR/D all instrument training must be pre-coordinated by telephone with the Nelson ATC duty controller. In the Christchurch Terminal Controlled Airspace and Christchurch CTR/C an IFIS based training notification system for all instrument training and heavy wake turbulence circuit training has been introduced (refer subsection 5.2). A maximum of three (3) training slots is available at any one time. Refer to CHRISTCHURCH sub-menu. Heavy wake turbulence aircraft requesting circuit training will, except when traffic is light, be given radar vectored circuits under control of Christchurch Approach at a level above other circuit traffic and high use areas of VFR aircraft. 5.2 Training Notification System At selected locations ATC has introduced an IFIS based training notification system for all instrument training flights to assist in the planning of IFR training operations. This system is also used for Heavy Wake Turbulence circuit training where required The system is designed to manage training demand and to give greater assurance of access to controlled airspace. It also permits ATC to determine priority for such training activity Instrument training may be suspended at short notice to accommodate unforeseen circumstances such as equipment failure/special events, and intended operators should be aware that acceptance of notification does not guarantee that training exercises will be accommodated Operators are required to comply with the following: (i) Training slots available for each calendar day will be displayed on the IFIS website. All times included in the notification must be in hours and minutes UTC. (ii) A maximum number of training slots are available at any onetime(seeparagraph5.1.3),withthenumberofslots reduced at certain times and on certain days to allow for peak scheduled traffic demand, unforeseen circumstances and special events. Time slots not available will be shown as greyed-out areas, or as closed slots, on the IFIS table. (iii) Training will be accepted for a maximum of two (2) hours for each flight no more than four (4) weeks in advance. Effective: 17 SEP 15

7 AIP New Zealand ENR (iv) Notification must be made through the National Briefing Office (NBO), or the IFIS website ( via the Flight Plans menu and the applicable location sub menu, with details to include: training organisation aircraft registration activity departure aerodrome aerodrome(s) where instrument approaches will take place destination aerodrome specific aerodrome procedures required if applicable contact information (v) If any training slot is no longer required, operators should cancel their slot via IFIS or advise the NBO as soon as possible so that the training slot can be made available to other operators The following additional requirements apply for Bay Sector operations: (i) For the purposes of this system instrument training is where holding and/or instrument approach manoeuvres will take place. (ii) Any training at Hamilton must be booked on the Hamilton sub-menu irrespective of where else training may take place. (iii) Training at Rotorua and/or Tauranga must be booked on the Rotorua/Tauranga sub-menu The following additional requirements apply for Ohakea operations: (i) An IFR training flight that departs from Feilding or Ohakea or Palmerston North or Whanganui for transit through Ohakea terminal controlled airspace to a destination beyond that airspace is not required to book on the Ohakea training notification system. (ii) An IFR training flight that originated outside of Ohakea terminal controlled airspace and enters that airspace for the purpose of one (1) approach to land at Feilding or Ohakea or Palmerston North or Whanganui is not required to book on the Ohakea training notification system If a training flight plan is filed but a training slot has not been reserved, delays may be incurred. Effective: 26 MAY 16

8 ENR AIP New Zealand Effective: 2 AUG 07