AIR TRAFFIC FLOW MANAGEMENT (ATFM)

Transcription

1 ENR ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT (ATFM) 1 GENERAL 1.1 Introduction Within the ICAO (EUR) Region, an integrated air traffic flow management (ATFM) service is established to optimise the use of air traffic system capacity. The service is provided from a Flow Management Division (FMD) of the Eurocontrol Central Flow Management Unit (CFMU), which is supported by Flow Management Positions (FMP) established in each area control centre. The FMD is responsible for all ATFM activities within its area of responsibility (CFMU Handbook refer). 1.2 ATFM documentation The general ATFM procedures, which apply throughout the ICAO European Region, are published in ICAO Doc 7030, Regional Supplementary Procedures (Europe), ICAO EUR Doc 003 and Air Navigation Plan, European Region (EUR ANP, Doc 7754). Specific CFMU Procedures and information can be found in the CFMU Handbook published by the CFMU and available from: Post: Eurocontrol Library Rue de la Fusee 96 B-1130 Brussels BELGIUM Phone: Fax: URL: Information on air traffic flow management measures (CFMU Handbook, Part 'ATFM Users manual' refers) Information on ATFM measures are distributed by the CFMU via: a. The ATFM notification message (ANM) ANM is produced a day before the day of operation to provide a summary of planned ATFM measures. It is updated regularly. b. The ATFM information message (AIM) The AIM is produced, if required by the CFMU, to provide information and advice in relation to the application of current ATFM measures. An AIM is also used for initial publication of changes to strategic ATFM measures and CFMU ATFM operating procedures. The ANM and AIMs are transmitted via AFTN and SITA networks to ARO SLOVENIA, ATC units and those aircraft operators who wish to be included in the address list. The ANM and AIMs are also available on line to users of RCA or CIA. 1.4 Slot allocation procedures Slot allocation is an ATFM measures established to reduce the demand to the level of the ATC capacity and to smooth out traffic flows, thus making full use of the available ATC capacity. Departure slots are issued directly to aircraft operators by the CFMU and in accordance with the relevant procedures as calculated take-off times (CTOT). 2 AIR TRAFFIC FLOW MANAGEMENT PROCEDURES 2.1 Responsibility for ATFM measures The CFMU, in good co-operation with the FMP at LJUBLJANA ACC, is responsible for the execution of ATFM measures within the LJUBLJANA FIR. 2.2 Information on ATFM measures Information with respect to ATFM measures can be obtained from the ARO SLOVENIA (see ENR ).

2 ENR Flight plans a. Non-repetitive (ICAO) flight plans to or via flow restricted areas shall be submitted to the IFPS units at least 3 hours before EOBT b. Once a flight plan has been filed for a flight subject to ATFM measures, and an CTOT has not been issued yet, any change in EOBT of more than 15 minutes shall be submitted to the IFPS units, using a DLA message or by filing a new flight plan, after sending a CNL message. The new flight plan shall be transmitted not earlier than 5 minutes after the CNL 2.4 Slot allocation The departure slot is issued as a calculated take-off time (CTOT). The CTOT is a nominal time with a tolerance of 5 to +10 minutes, which is primarily intended to enable ATC to allow for aerodrome congestion problems. The CTOT is issued not later than 2 hours before EOBT. The CTOT is included in a slot allocation message (SAM), which is sent by the CFMU to: a. The address notified in advance to the CFMU by the aircraft operator, or b. When the address is not known with the CFMU: The ARO SLOVENIA The flight plan originator Furthermore, ATC is informed about the CTOT issued. If no SAM is received until 2 hours before EOBT, it can be assumed that the flight concerned may depart in accordance with the filed EOBT. Aircraft operators shall arrange the departure of their flights to comply with the CTOT issued. 2.5 Departure slot monitoring ATC is responsible for departure slot monitoring at departure aerodromes. The exact procedures to be followed will depend on the way that ATS is organised at each aerodrome. There are, however, three requirements as follows: a. States shall ensure that an ATFM slot, if applicable, be included as part of the ATC clearance. ATC shall take account of an applicable slot when clearance is issued b. ATC units responsible for departure slot monitoring shall be provided with the necessary information concerning the restrictions in force and slots allocated c. Aircraft operators shall inform themselves of and adhere to: general ATFM procedures including flight plan filing, strategic ATFM measures and message exchange requirements; and current ATFM measures (e.g. specific measures applicable on the day in question). 2.6 ATFM incident reports An ATFM incident is an significant occurrence affecting an ATS unit or an aircraft operator resulting from the application of or failure of ATFM measures or procedures. An ATFM incident report may be originated by an ATS unit, an aircraft operator, an FMP or the CFMU. Aircraft operators and ATC units wishing to file an ATFM incident report about an incident within LJUBLJANA FIR, are to contact the FMP at the LJUBLJANA ACC. The FMP will collect all essential information and data, analyse them and forward to the CFMU. 2.7 Special status flights Since the introduction of the CFMU it has been possible for flight plan originators to obtain exemptions from the ATFM restrictions for certain flights through the use of STS/ indicators in FPL. The STS indicator in field 18 of a flight plan will identify that a flight may require special handling. This indicator is for use by all parties which may have to handle the flight.

3 ENR Flights exempted from ATFM measures: The following flights are exempted from ATFM slot allocation and shall include, in Item 18 of the flight plan form, the appropriate STS indicator: a. STS/FFR; The FFR descriptor indicates a flight engaged if fire-fighting mission. The insertion of that STS descriptor in a message shall automatically exempt the flight from flow regulation b. STS/SAR; Flights conducting search and rescue operations c. STS/HEAD; Flights carrying Head of State or equivalent status d. STS/ATFMX; Flights medical, specifically declared by the medical authorities e. STS/ATFMX; Flights for humanitarian reasons f. STS/ATFMX; Flights carrying person or persons on board on State business of such importance that the flight cannot accept any delay g. STS/MEDVAC; The MEDVAC descriptor indicates a flight for a life critical emergency evacuation. The insertion of that SDS descriptor in a message shall automatically exempt that flight from flow regulations The decision to use a particular status indicator is the responsibility of the aircraft operator. Unauthorised use of any of these indicators with the intention of avoiding flow regulations is considered as a serious breach of procedure and shall be dealt with accordingly. 2.8 Addresses CFMU IFPS FP1 BRUSSELS (Haren) IFPS FP2 BRETIGNY (Bretigny) CFMU Operations Room FMD - Help Desk FMP Ljubljana Post: Central Flow Management Unit Rue de la Fusee 96 B-1130 Brussels BELGIUM Phone: Fax: Phone: Fax: AFS: EUCHZMFP SITA: BRUEP7X Phone: Fax: AFS: EUCBZMFP SITA: PAREP7X Phone: Fax: AFS: EUCHCEUW SITA: BRUEC7X Post: Phone: Fax: Slovenia Control, Ltd. Ljubljana ACC Zgornji Brnik 130n SI-4210 Brnik-aerodrom SLOVENIA (H24) (H24) 2.9 RAD-Route Availability Document The RAD is a sole-source-planning document, which integrates both structural and ATFCM requirements. RAD provides a single, fully integrated and co-ordinated routing schema and is designed as a part of the CFMU ATFCM operation. RAD may be obtained from an official Eurocontrol web site

4 ENR USE OF STS/ INDICATORS IN FPL FOR ATFM PURPOSES 3.1 Introduction Since the introduction of the Central Flow Management Unit (CFMU) it has been possible for flight plan originators to obtain exemptions from ATFM restrictions for certain flights through the use of STS/ indicators in FPL. However, the frequent inappropriate use of STS/ indicators by certain originators has resulted in a significant cost to other users. As a consequence, the CFMU has been authorised, through its international co-ordination machinery, to change in the way in which specific flights are to be treated by the CFMU systems in respect of ATFM exemptions. This change, together with the establishment in National Administrations of the necessary approval processes for individual flight requests, has taken place on 24th April The following principles applies: a. The insertion of an STS/ indicator in field 18 of a Flight Plan shall identify that a flight may require special handling. This indicator is for use by all parties which may have to handle the flight b. The current list of STS/ indicators recognised for ATFM purposes comprises STS/HEAD; STS/SAR; STS/ STATE; STS/HUM; STS/HOSP; STS/ALTRV; STS/ATFMX; STS/FFR; STS/FLTCK; STS/HAZMAT; STS/ MARSA; STS/MEDVAC; STS/NONRVSM It should be noted that: a. Only STS/HEAD; STS/SAR; STS/MEDVAC; STS/FFR and STS/ATFMX will in future gain automatic exemption from ATFM measures b. Flights using only STS/STATE; STS/HUM or STS/HOSP will no longer automatically qualify the flight for exemption from ATFM measures Further information on the use of STS/ indicators for ATFM purposes can be found in the ATFM Users Manual published by the CFMU. 3.2 Rule of application for the use of STS/ATFMX The following rule shall be applicable to all flights seeking to gain exemption from ATFM measures within the area of responsibility of the EUROCONTROL CFMU. It is intended to ensure that flights, which by the nature of their mission, cannot under any circumstances, be delayed due to ATFM. It is based on the SARPS (ICAO EUR DOC 003, ATFM- HB/2) and on existing material in the CFMU Handbook. It should be noted by all users that any flight which obtains exemption and which may have otherwise been delayed, will have that delay passed on to other flights. It is essential, therefore, that use of the exemption facility shall be properly controlled and policed so that genuine priorities may continue to operate without ATFM delay. To this end, this Rule of Application is implemented and applies to all flights operating within the CFMU area of responsibility. General Rule: Any flight meeting the criteria established to warrant exemption status may, provided the necessary approval procedure has been followed and the flight duly authorised by the Office established by the State for processing such requests, use STS/ATFMX for that flight and that flight only. Each flight shall require specific approval to use STS/ ATFMX. 3.3 Guidelines for determining the need for the use of STS/ATFMX for an individual flight a. Is the safety of human life involved? This means that if the flight does not operate without delay a human life or lives may be lost. Such flights shall require specific medical/unhcr authorisation in support of their request; b. Is the person or are the persons on board a flight on State business of such importance that the flight cannot accept any delay? c. Is the mission of the flight being carried out by, or on behalf of, the State and is of such importance that any delay will jeopardise the success of the mission? If the answers to any of the above questions is yes, then the flight may apply for approval to use STS/ATFMX through the procedure specified in paragraph ENR below. 3.4 Procedure for requesting authorisation for the use of STS/ATFMX The operator of a flight seeking approval to insert the indicator STS/ATFMX in Field 18 of a flight plan for a flight departing from an aerodrome within LJUBLJANA FIR shall obtain prior permission from ARO SLOVENIA in the course of FPL submission. To contact ARO SLOVENIA see paragraph ENR

5 15 OCT 2013 ENR OCT MODIFICATION OF ESTIMATED OFF BLOCK TIME (EOBT) 4.1 Introduction It is a prime requirement or both ATC and ATFM, that the EOBT of a flight shall be an accurate EOBT. This applies to all flights, whether subject to ATFM or not. These procedures are to enable an AO to meet this requirement whenever they know that the EOBT of a flight will require modification. The ICAO requirement is that delays in excess of thirty (30) minutes should be communicated (cf. para ICAO Doc. 4444). This requirement is mandatory.the rules concerning modification to an EOBT for flights, which are departing, arriving or over-flying Europe will change: the requirement in Europe is that any change (+ or -) in an EOBT of more than 15 minutes shall be communicated. There are two categories of flights concerned: those, which have an ATFM slot, issued by the CFMU, and those who have not. An AO should not modify the EOBT to a later time simply as a result of an ATFM delay. The EOBT is changed only if the original EOBT established by the AO cannot be met by the AO. 4.2 Procedure for modifying the EOBT of a flight not having received an ATFM SLOT from the CFMU Procedure: To amend the EOBT to a later time, a DLA (or CHG) message shall be sent to IFPS. To amend the EOBT to an earlier time, a CNL message shall be sent to IFPS followed five minutes later by a new flight plan with the new EOBT indicated. The replacement flight plan procedure shall not be used. 4.3 procedure for modifying the EOBT of a flight, which has received an ATFM SLOT from the CFMU AO should note that an EOBT should not be modified simply in response to any possible delay due to an ATFM slot. If the EOBT established by the AO can no longer be met for reasons other than ATFM, then: If the EOBT of a flight has changed or is no longer realistic then the following procedure shall be used: a. If a flight has an ATFM slot (CTOT) which cannot be met, then the AO shall send a DLA (or CHG) message to IFPS with the new EOBT of the flight. This may trigger a revised CTOT b. If a flight has an ATFM slot (CTOT) with some delay and the AO is aware that the original EOBT cannot be met but the existing CTOT is acceptable then a DLA (or CHG) message shall be sent to IFPS with the new EOBT of the flight. However, in order not to trigger a new CTOT with a worse delay, the following formula shall be used: Take the current CTOT, minus the taxi time, minus 10 minutes and send the new EOBT, which must not be after this time e.g. EOBT 10:00, CTOT 11:00, but the flight cannot go off blocks until The taxi time is say 15 minutes. 11:00 15, minus 10 = 10:35. The new EOBT must be earlier than If it is, then this action will not trigger a revised CTOT. However, as CFMU systems are continuously seeking to give zero delay, the CTOT of the flight will never be earlier than the new EOBT plus the taxi time. c. If a flight has had an ATFM slot (CTOT) but now receives an SLC (Slot Cancellation Message) but the original EOBT can no longer be met, then the AO shall communicate the new EOBT by use of a DLA (or CHG) message. ATC/ATFM will now have the true EOBT of the flight d. AO are strongly requested not to use the SRR message (shortly to be deleted from use) to obtain a new ATFM slot (CTOT) but to use the DLA (or CHG) message instead so as to ensure compatibility between ATC and ATFM data. Some states outside the CFMU area of responsibility still require AO to update the EOBT regardless of why the flight s original EOBT may have changed. AO should bear in mind the formula explained above when doing this. Where it is known that ATC send departure messages (DEP) for all flights, then this DEP message will suffice. It is not possible to amend the EOBT to an earlier time than the EOBT given in the flight plan however, if a flight is ready to go off blocks earlier than the current EOBT, then there are two options available: e. The AO may ask the local ATC Unit (TWR) or the FMP to send a Ready (REA) message. In this case, the flight is considered as ready to depart from the filing time of the REA message. f. The AO may contact CFMU FMD Help Desk who have the possibility to input an earlier EOBT into the TACT system (max 30 minutes). Each case is treated on its merits and may be refused if it is considered that "abuse" is involved. AMDT 017/2013

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