AIS / Aeronautical Information Service, Ellebjergvej 50, DK-2450 Copenhagen SV, Denmark

TEL: +45 36 18 60 00, FAX: +45 36 18 60 22, E-mail: ais@slv.dk, Internet: www.slv.dk

Civil Aviation Administration

Statens Luftfartsvæsen

AIC A

07 / 02

21 MAR

AIC A-07 / 02. Update of the Central Flow Management Unit (CFMU) System and Procedures, April 2002

Anm.: Denne AIC udgives kun på engelsk og henvender sig til brugere der flyver efter Instrument Flyve Reglerne (IFR).

1.

General introduction

This AIC describes the changes to the CFMU IFPS and TACT

system and procedures which will be implemented in April 2002.

The changes includes:

•

As from 1 April 2002

- New procedure for modification of Esti-

mated Off Block Time (EOBT) - use of DLA, CHG and CNL mes-

sages, and

•

As from 24 April 2002

- New procedure for obtaining approval of

ATFM Exemption - use of STS/Indicators in FPL for ATFM pur-

poses.

2.

Modification of Estimated Off Block Time (EOBT)

Reference AIP Denmark, ENR 1.10 and the CFMU Handbook

2.1

Introduction

It is a prime requirement for 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 modifi-

cation.

The ICAO requirement is that delays in excess of thirty (30) min-

utes should be communicated (cf. para. 4.4.2.1.2. ICAO Doc.

4444). This requirement is mandatory.

As from the 1st April

2002 onwards

, the rules concerning modification to an EOBT for

flights, which are departing, arriving or over-flying states within

the IFPS-zone will change. The requirement in states within the

IFPS-zone 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.

2.2

Procedure for Modifying the EOBT of a Flight Not Having

Received an ATFM Slot.

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.

2.3

Procedure for Modifying the EOBT of a Flight, Which Has

Received an ATFM Slot.

AOs 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:

•

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.

•

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 taxitime, minus 10 min-

utes and send the new EOBT, which must not be after this

time e.g. EOBT 1000, CTOT 1100, but the flight cannot go off

blocks until 1025. The taxitime is say 15 minutes. 1100 – 15,

minus 10 = 1035. The new EOBT must be earlier than 1035.

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 taxitime.

•

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

•

AOs 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 IFPS zone still require AOs to update

the EOBT regardless of why the flight’s original EOBT may have

changed. AOs 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 suf-

fice.

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:

i) The AO may ask the local ATC Unit (TWR) or the FMP to

send a Ready (REA) message. In this case, the flight is consid-

ered as “ready to depart” from the filing time of the REA message.

ii) The AO may contact Central Flow 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 re-

fused if it is considered that "abuse" is involved.

3. Use of STS/ Indicators in FPLs for ATFM Purposes

Reference AIP Denmark, ENR 1.9 and the CFMU Handbook

3.1

Introduction

Since the introduction of the Central Flow Management Unit (CF-

MU) it has been possible for flight plan originators to obtain ex-

emptions from ATFM regulations for certain flights through the

use of STS/ indicators in FPLs.

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AIC A-07 / 02 - Page 2 / 2

DENMARK

21 MAR

DANMARK

However, the frequent inappropriate use of STS/ indicators by

certain originators has resulted in a significant cost to other us-

ers. As a consequence, the CFMU has been authorised, through

its international co-ordination machinery, to change the way in

which specific flights are to be treated by the CFMU systems in

respect of ATFM exemptions. This change, together with the es-

tablishment in National Administrations of the necessary approv-

al processes for individual flight requests, is to take place with

the next release of CFMU software scheduled

for implementa-

tion on the 24th April 2002.

The following principles will apply:

•

The insertion of an 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 current list of STS/ indicators recognised for ATFM purposes

comprises STS/HEAD; STS/SAR; STS/EMER; STS/STATE;

STS/HUM; STS/HOSP;

•

A new STS/ indicator, STS/ATFMEXEMPTAPPROVED, is to be

introduced which may only be used if that particular flight has re-

ceived specific approval from the Office established by the State

for processing such requests;

It should be noted that:

•

Only STS/HEAD; STS/SAR; STS/EMER and STS/ATFMEX-

EMPTAPPROVED will in future gain automatic exemption from

ATFM measures;

•

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 pur-

poses may be found in the CFMU Handbook, ATFM Users Man-

ual, published by the CFMU.

3.2

Rule of Application for the Use of STS/ATFMEXEMPTAP-

PROVED

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 cir-

cumstances, be delayed due to ATFM. It is based on the ICAO

SARPS (ICAO EUR DOC 003, ATFM-HB/2) and on existing ma-

terial in the CFMU Handbook.

It should be noted by all users that any flight which obtains ex-

emption 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 re-

sponsibility.

3.3

Approval to Use STS/ATFMEXEMPTAPPROVED.

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 estab-

lished by the State for processing such requests, use STS/AT-

FMEXEMPTAPPROVED for that flight and that flight only. Each

flight shall require specific approval to use STS/ATFMEX-

EMPTAPPROVED.

3.4

Guidelines for Determining the Need for the Use of STS/

ATFMEXEMPTAPPROVED for an Individual Flight

•

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;

•

Is the person or are the persons on board a flight on State busi-

ness of such importance that the flight cannot accept any delay?

•

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/ATFMEXEMPTAPPROVED

through the procedure specified in paragraph 3.5 of this AIC.

3.5

Procedure for Requesting Approval for the Use of STS/

ATFMEXEMPTAPPROVED

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 København FIR and

Bornholm TMA (Malmö FIR) shall obtain prior permission from

Supervisor EKDK ACC a minimum of 2 hours in advance of the

flight.

Supervisor EKDK ACC may be contacted (H24) as follows:

Phone: +45 32 50 11 15

Fax: +45 32 50 74 66

e-mail: supa@naviair.dk

SITA: N/A

(LL)