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).
The general ATFM procedures, which apply throughout the ICAO European Region, are published in ICAO Doc 7030, Regional Suplementary 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. |
| Tel: | + 32 2 7293 639 |
| Fax: | + 32 2 729 9109 |
| URL: | www.cfmu.eurocontrol.int |
(CFMU Handbook, Part 'ATFM Users manual' refers) Information on ATFM measures are distributed by the CFMU via:
ANM is produced a day before the day of operation to provide a summary of planned ATFM measures. It is updated regularly.
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, 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.
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).
The CFMU, in good co-operation with the FMP at Ljubljana ACC, is responsible for the execution of ATFM measures within the Ljubljana FIR.
Information with respect to ATFM measures can be obtained from the ARO responsible for the departure aerodrome (see ENR 1.10, paragraph 1.2.2.) .
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:
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.
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:
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.
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.
The following flights are exempted from ATFM slot allocation and shall include, in Item 18 of the flight plan form, the appropriate STS indicator:
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.
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The RAD is a sole-source-planning document, which integrates both structural and ATFCM requirements. RAD provides a single, fully integrated and co-ordinated routeing schemea and is designed as a part of the CFMU ATFCM operation.
RAD may be obtained from an official Eurocontrol
web site
https://www.cfmu.eurocontrol.int/PUBPORTAL/gateway/spec/index.html
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 2002.
The following principles applies:
It should be noted that:
Further information on the use of STS/ indicators for ATFM purposes can be found in the ATFM Users Manual published by the CFMU.
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/ATFMEXEMPTAPPROVED for that flight and that flight only. Each flight shall require specific approval to use STS/ATFMEXEMPTAPPROVED.
If the answers to any of the above questions is yes, then the flight may apply for approval to use STS/ATFMEXEMPTAPPROVED through the procedure specified in paragraph ENR 1.9.3.4 below.
The operator of a flight seeking approval to insert the indicator STS/ATFMEXEMPTAPPROVED in Field 18 of a flight plan for a flight departing from an aerodrome within FIR Ljubljana shall obtain prior permission from ARO-Ljubljana (ARO LJLJ) in the course of FPL submission.
To contact ARO Ljubljana see paragraph ENR 1.9.2.9
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. 4.4.2.1.2. 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.
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.
Note: The replacement flight plan procedure shall not be used.
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:
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.
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: