AIR TRAFFIC FLOW CONTROL MANAGEMENT REFERENCE ICAO DOC

AIR TRAFFIC FLOW CONTROL MANAGEMENT REFERENCE ICAO DOC 4444 CH. 1 CH. 3 -3. 2. 1 ANNEX 11 CH. 3 -3. 7. 5 papavasileiou-atm 17 1

OBJECTIVES • • Define ATFM State the scope of capacity management Describe the scope of ATFCM Explain the responsibility for the provision of ATFCM • State the methods of providing ATFCM papavasileiou-atm 17 2

ATFM-DEFINITION • A SERVICE ESTABLISHED WITH THE OBJECTIVE OF CONTRIBUTING TO A SAFE, ORDERLY AND EXPEDITIOUS FLOW OF AIR TRAFFIC BY ENSURING THAT ATC CAPACITY IS UTILIZED TO THE MAXIMUM EXTENT POSSIBLE, AND THAT THE TRAFFIC VOLUME IS COMPATIBLE WITH THE CAPACITIES DECLARED BY THE APPROPRIATE ATS AUTHORITY. papavasileiou-atm 17 3

• An air traffic flow management (ATFM) service shall be implemented for airspace where traffic demand at times exceeds the defined ATC capacity. papavasileiou-atm 17 4

CAPACITY • SHOULD BE EXPRESSED AS THE MAXIMUM NUMBER OF AIRCRAFT WITHIN THE AIRSPACE OR AT THE AERODROME CONCERNED papavasileiou-atm 17 5

FACTORS OF CAPACITY • -THE ATS ROUTE STRUCTURE • -THE NAVIGATION ACCURACY OF THE AIRCRAFT USING AIRSPACE • -WEATHER RELATED FACTORS • -CONTROLLER WORKLOAD papavasileiou-atm 17 6

IMPORTANT! • ANY ATTEMPT TO INCREASE CAPACITY SHOULD NOT JEOPARDIZE SAFETY • THE APPROPRIATE MEASURE OF CAPACITY IS THE HOURLY FLOW IN AN AIRSPACE OR AERODROME papavasileiou-atm 17 7

ATFCM • ATFCM is the process of solving ATC problems when the traffic demand is greater than the capacity. Plans are made in advance of the Day of Operation on a global European basis, taking all customer needs into account and by trying to find a non-ATFCM solution first papavasileiou-atm 17 8

UNIT RESPONSIBLE FOR ATFCM -CFMU • • • The CFMU is responsible for the provision of an efficient ATFCM service within the area of responsibility of participating European States. In addition to the principal objectives detailed above, the CFMU is required, within the agreed policy and principles, to: – Maintain and improve the cost effectiveness of its operations by increasing the level of automation, taking advantage of technology evolution. – Adapt its procedures and systems to the evolution of its operational environment, in particular the Single European Sky (SES) initiative developed by the European Union (EU) and the developments undertaken in the context of the ATM 2000+ strategy. – Provide reports and statistics on ATFCM operations and delay situation for managerial and operational purposes. Maintain a high level of responsiveness to ATS and AO users’ requests for procedure improvements and system evolution. papavasileiou-atm 17 9

The Central Flow Management Unit (CFMU) • The creation of the Central Flow Management Unit (CFMU) was decided by the Transport Ministers of the European Civil Aviation Conference (ECAC) States in October 1988. papavasileiou-atm 17 10

• The Member States of ECAC asked EUROCONTROL to create and operate on their behalf the CFMU which shall provide Air Traffic Flow and Capacity Management (ATFCM) services throughout their airspace. • The CFMU is based on the ICAO Centralised Traffic Management Organisation (CTMO) concept which foresaw a central flow management unit supported by Flow Management Positions (FMPs) in each Area Control Centre (ACC). papavasileiou-atm 17 11

ATFM PHASES-GENERAL LAYOUT • ATFM should be carried out in three phases: • Strategic planning, if the action is carried out more than one day before the day on which it will take effect. Strategic planning is normally carried out well in advance, typically two to six months ahead; • Pre-tactical planning, if the action is to be taken on the day before the day on which it will take effect; • Tactical operations, if the action is taken on the day on which it will take effect. papavasileiou-atm 17 12

• Strategic Planning: • Strategic planning should be carried out in conjunction with ATC and the aircraft operators. It should consist of examining the demand for the forthcoming season, assessing where and when demand is likely to exceed the available ATC capacity and taking steps to resolve the imbalance by: • arranging with the ATC authority to provide adequate capacity at the required place and time; • re-routing certain traffic flows (traffic orientation); • scheduling or rescheduling flights as appropriate; and • identifying the need for tactical ATFM measures papavasileiou-atm 17 13

• Pre-tactical planning: • Pre-tactical planning should entail fine tuning of the strategic plan in the light of updated demand data. • During this phase: • certain traffic flows may be re-routed; • off-load routes may be coordinated; • tactical measures will be decided upon; and • details for the ATFM plan for the following day should be published and made available to all concerned. papavasileiou-atm 17 14

• Tactical Operations: • Tactical ATFM operations should consist of: • executing the agreed tactical measures in order to provide a reduced and even flow of traffic where demand would otherwise have exceeded capacity; • monitoring the evolution of the air traffic situation to ensure that the ATFM measures applied are having the desired effect and to take or initiate remedial action when long delays are reported, including re-routing of traffic and flight level allocation, in order to utilize the available ATC capacity to the maximum extent papavasileiou-atm 17 15

• When the traffic demand exceeds, or is foreseen to exceed, the capacity of a particular sector or aerodrome, the responsible ATC unit shall advise the responsible ATFM unit, where such a unit is established, and other ATC units concerned. Flight crews of aircraft planned to fly in the affected area and operators should be advised, as soon as practicable, of the delays expected or the restrictions which will be applied. • Note. — Operators known or believed to be concerned will normally be advised by the regional air traffic flow management service, when established. papavasileiou-atm 17 16