Download - Hansa_ansp Asm-Atfm Oversight v1.0
HELLENIC AIR NAVIGATION SUPERVISORY AUTHORITY
HANSA
ASM/ATFM Oversight Process
Edition Number : 1.0
Edition Date : 7 May 2012
Status : Approved
DOCUMENT IDENTIFICATION SHEET
DOCUMENT DESCRIPTION
Document Title
HANSA
ASM/ATFM Oversight Process
PROGRAMME REFERENCE INDEX: EDITION: 1.0
EDITION DATE: 7 MAY 2012
Abstract
The objective of this Process is to guide HANSA staff during the ASM/ATFM Functions Oversight
The Process describes the prescribed -required -followed relevant to ASM/ATFM Working Arrangements within Entities assigned with ASM/ATFM tasks within ANSPs,, arrangements and requirements which must be examined by HANSA Auditors during the ASM/ATFM Audit. Besides it make reference of the applicable Legal Framework
Keywords
ASM , ATFM,CFMU, Local ATFM, FMPs, ATS Units, AROs, AOs, Slot Coordinator, Airport Managing
Body
AUP,UUP,CRAM,ADP,ANM
CONTACT PERSON: N Ilias TEL: 210 8984 132
210 8984 135
UNIT:HANSA HUMAN
RESOURCES &
ECONOMICS DEPT.
DOCUMENT STATUS AND TYPE
STATUS CLASSIFICATION
Working Draft General Public ×
Draft EATMP
Proposed Issue Restricted
Released Issue ×
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INTERNAL REFERENCE NAME:
HOST SYSTEM MEDIA SOFTWARE
Type: MS WORD 2007
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HANSA PROCESS ON ASM/ATFM OVERSIGHT
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GLOSSARY
ASM/ATFM TERMINOLOGY
ASM ATFM MEASURES TRAFFIC LOAD( TL)
ATFM AOs TRAFFIC DEMAND (TD)
ADJACENT AREA AIRPORT SLOT MONITORING VALUES
AMON ANM TRAFFIC VOLUME( TVF)
ARCID ATCFM MESSAGES TRAFFIC VOLUME MONITORING
AOLO REGULATION, REGULATED TACT
CAPACITY, DECLARED, COORDINA TRAFFIC FORECAST
AIM LOCAL ATFM OUT OF AREA
ARO REROUTING REFERRENCE LOCATION
AMC FSA SAM MESSAGE
ATOT LEVEL CAPPING SRM MESSAGE
AUP RAD
UUP REA MESSAGE
ATOT MILO
CADF FLS
CDR FUA
CRAM CBA
EAUP NOP
CIAM IFPS
CFMU CAPACITY LINE
CHMI CONFIGURATION
CFMU AREA TIS CDM
CTOT TRA , TSA
ETOT RVR
EOBD SLOT
EOBT SLOT COORDINATOR
IOBT TIS
MONITORING VALUES TRS
HANSA PROCESS ON ASM/ATFM OVERSIGHT
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Contents GLOSSARY................................................................................................................................................ 3
HANSA PROCESS ON ASM/ATFM OVERSIGHT ........................................................................................ 5
1. General Description of the HANSA ASM/ATFM Functions Oversight Process and Rationale for
the HANSA Oversight .............................................................................................................................. 5
2. Brief description of ASM/ATFM functions ...................................................................................... 5
3. HANSAs competence and authorization in the ASM/ATFM domain .............................................. 5
4. Relevant Legal Framework and Audit Base .................................................................................... 6
5. Relevant to ASM/ATFM Documents .............................................................................................. 6
6. ASM Function .................................................................................................................................. 6
7. ATFM Function ................................................................................................................................ 7
8. General description of the ASM function ....................................................................................... 7
Publication of ASM Information ............................................................................................................. 9
Airspace Use Plan (AUP) ......................................................................................................................... 9
Updated Airspace Use Plan (UUP) ....................................................................................................... 10
Electronic Airspace Management Information (eAMI) ......................................................................... 11
9. General description of the ATFM Function ................................................................................... 11
Responsibilities of Air Traffic services ................................................................................................... 12
Responsibilities of FMPs ....................................................................................................................... 12
Responsibilities of AROs ........................................................................................................................ 12
Responsibilities of AOs .......................................................................................................................... 12
ATFCM Messages exchange .................................................................................................................. 13
10. Interoperability Requirements.................................................................................................. 15
11. HANSA Tools ............................................................................................................................. 16
12. ATTACHEMENTS ........................................................................................................................ 16
13. HANSA CHECK-LISTS not attached to this Document ............................................................. 16
HANSA ASM OVERSIGHT PROCESS FLOW CHART ................................................................................. 17
HANSA ATFM OVERSIGHT PROCESS FLOW CHART ............................................................................... 18
HANSA PROCESS ON ASM/ATFM OVERSIGHT
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HANSA PROCESS ON ASM/ATFM OVERSIGHT
1. General Description of the HANSA ASM/ATFM Functions Oversight Process
and Rationale for the HANSA Oversight
In the following texts is described in detail the process that HANSA follows when is going to conduct
oversight on ASM/ATFM functions, how HANSA discharges its obligation according to international
legislation, as ICAO Annex 11, SES Regulations and specifically EC 1034/2011 , EC1035/2011
551/2004,EU 552/2004 EU 2150/2005 , EC 255/2010 respectively to oversee ASM/ATFM functions(
HANSA is only obliged to Oversee the Functions ,according to EC 1034/2011and because they are
Functions they are not subject to certification), a brief description of the functions, the relevant legal
framework which constitutes the Audit base for those two, the parties which are involved and are
subject to HANSA examination, the formal Agreements between the involved parties, the Tools
which are used .
At the end of the document are attached 2 Flow Charts where the 2 Processes are depicted
graphically in steps
2. Brief description of ASM/ATFM functions
ASM and ATFM are two ATS enablers, the functions support and complement the ATS provision and
constitute as a whole the ATM function.
ASM deals with the airspace structure, the organization and management of the airspace ,the best
possible design of the airspace as well as the dynamic use of it through the introduction of FUA
concept which enables the optimum utilization and use of it by all airspace users. The ASM also
function as a safety barrier and efficiency enabler mainly at organizational ,strategic level, by de-
confliction and expedition of the air traffic through optimally designed airspace structures, while at
level 2(pre tactical) and level 3(tactical )increases capacity levels.
ATFM function was at first introduced by ICAO and today it is enhanced and it became ATFCM.
ATFCM function is required to intervene and to balance the existing traffic demand with the existing
offered capacity. When traffic demand is higher than the declared capacity or coordinated capacity
ATFCM function intervenes and takes measures to restore the imbalance.
These measures are taken at 3 levels a)strategic b)pre-tactical c)tactical.
ATFCM function also as a safety barrier and efficiency enabler because ATFCM function by taking the
proper measures, takes care so that the declared capacity not to be violated and the sector work
load not to exceed a certain level and a safety margin.
3. HANSAs competence and authorization in the ASM/ATFM domain
HANSAs competence and authorization in the ASM/ATFM domain derives directly from EU
1034/2011 as HANSA is nominated by the Greek state as the only oversight Authority in the
ATM/ANS domain in Greece.
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PD 103/2010 defines that HANSA exercises, beyond any competence referred in this PD 103/2010,
any other competence that is delegated to National Supervisory Authorities by the relevant EC
legislation.
Competent HANSA section for Oversight of ASM/ATFM
There is no any particular HANSA section Accountable for the Oversight of ASM/ATFM functions.
The duty is shared among HANSA sections and when an Audit is to be conducted is the HANSA
Director who takes the decision and authorizes a HANSA employee or a team of employees to Audit
the functions, provided they have got the required expertise on ASM/ATFM Domain
4. Relevant Legal Framework and Audit Base
For ASM : EU 1034/2011 EC Reg 551/2004,552/2004.,1070/2009, EC Reg 2150/2005 Contractual
Requirements(MOU, Civil-Military Agreements), LOAs between ASM and CFMU, Agreements
between ASM and Local ATFM-FMP, All Relevant National arrangements and internal procedures
AMC(Acceptable Means of Compliance): FUA Community Specification (2009/C 196/05)
For ATFM: ICAO Annex 11, Annex 15(AIS), EU1034/2011 EC Reg 255/2010
IR 1033/2006 initial flight plan ,Contractual Requirements,(MOU, Civil-Military Agreements), LOAs
between Local ATFM- FMP and CFMU Agreements between ASM and Local ATFM, All Relevant
National arrangements and internal procedures
5. Relevant to ASM/ATFM Documents
Doc 4444: PANS/ATM
Doc 7754: EUR ANP/FASID (Facilities and Services Implementation Document
Doc 7030 : EUR SUPPs
CFMU Handbook
ASM Handbook
Eurocontrol FUA Specification
AIP Greece
6. ASM Function
Subject matter and Scope:
Entities accountable for ASM/FUA at strategic level
Entities accountable for ASM/FUA at pre tactical level
Entities accountable for ASM/FUA at tactical level
Airspace designers
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7. ATFM Function
Subject matter and Scope:
According to EC Reg 255/2010
The regulation shall apply within the airspace referred to in Article1(3) of Regulation (EC) No
551/2004 to:
a) all flights intended to operate or operating as GAT and in accordance with the IFR in whole or in part
b) all phases of flights referred to in point(a) and ATM
a) Aircraft operators b) ATS units including AROs and aerodrome control services c) AIS services d) Entities involved in ASM e) Airport managing bodies f) The central unit for ATFM (for Safety Oversight is subject to EASA remit) g) Local ATFM units h) Slot coordinators of coordinated airports Entities under the HANSA Remit are:
i) ATS units including AROs and aerodrome control services j) AIS services k) Entities involved in ASM g) Local ATFM units
IMPORTANT NOTE:
Entities out of the HANSA Scope and Remit are:
The AOs, Airport managing bodies, Slot coordinators of coordinated airports, the CFMU, are
entities that are out of the HANSA remit and scope, HANSA examines only whether there are
formal interfaces, formal agreements, between the aforementioned entities and the entities
which are under the HANSA remit
8. General description of the ASM function
Strategic ASM - Level 1 - National and International Airspace Policy
Level 1
Strategic Civil/Military Coordination (Level 1) (ASM Level 1) (Strategic ASM) is the act of defining and
reviewing, as required, the national airspace policy taking into account national and international
airspace
Level 1 consists of a joint civil and military process within a high level civil/military national body (National High-Level Airspace Policy Body - HLAPB), which formulates the national ASM policy and carries out the necessary strategic organisation and planning work, taking into account national and international airspace users’ requirements. HLAPB can be established at sub-regional level as appropriate (e.g. FAB).
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Strategic objectives of the HLAPB are defined in the EUROCONTROL Specification for the application of the FUA Concept (acknowledged by the EC as the Means of Compliance to the FUA Regulation 2150/2005) In addition to the objectives listed above, the ASM Handbook offers more information..
States continually assess their national airspace and route structures. At ASM Level 1, the States determine the working structures for ASM Level 2 and 3, and give them the authority required to carry out their tasks. They lay down procedures to be followed at these pre-tactical and tactical levels and agree on priority rules and negotiation procedures for airspace allocation at ASM Levels 2 and 3.
Level 2
Pre-Tactical Civil/Military Coordination (Level 2) (ASM Level 2) (Pre-Tactical ASM) is the act of
conducting operational management within the framework of pre-determined existing ATM
structure and procedures defined in ASM Level 1 and of reaching specific agreement between civil
and military authorities involved.
Pre-Tactical ASM - Level 2 - Day-to-Day Allocation of Airspace
How to plan the FUA operations?
Once the ASM Level 1 has been established and is regularly performing its functions, operational airspace management should be conducted within the framework of the structures and processes defined by a national High-Level Airspace Policy Body.
Pre-Tactical ASM Level 2 consists of the day-to-day management and temporary allocation of airspace through national or sub-regional AMCs and in coordination with CFMU.
The AMC is a joint civil/military ASM focal point which has the authority to conduct ASM within the framework of the States airspace structures, priority rules and negotiation procedures as laid down by the national HLAPB.
AMCs collect and analyz e all airspace requests. After coordination AMCs promulgate the airspace allocation as an Airspace Use Plan (AUP) and changes thereto in an Updated Airspace Use. Plan (UUP).
CFMU collects AUPs/UUPs and compiles them into a consolidated list of Conditional Routes availability used by Aircraft Operators (AOs) for flight planning purposes.
Level 3
Real-Time Civil/Military Coordination (Tactical Civil/Military Coordination) (Level 3) (ASM Level 3)
(Tactical ASM) is the act, on the day of operation, of activating, deactivating or real time reallocating
of airspace allocated in ASM Level 2, and of solving specific airspace problems and/or of individual
OAT/GAT traffic situations in real time between civil and military ATS units and/or controlling
military units and/or controllers, as appropriate. This coordination can take place either in active or
passive mode with or without action by the controller.
Tactical ASM - Level 3 - Real Time Use of Airspace
How to manage FUA in real time?
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Now, when the airspace has been temporary allocated at pre-tactical ASM - Level 2, the tactical ASM - Level 3 consists of activation, de-activation or real time reallocation of the airspace allocated at ASM - Level 2 and the resolution of specific airspace problems and/or traffic situations between civil and military ATS units and/or controlling units and/or controllers, as appropriate.
Real time access to all necessary flight data, including controller's intentions, preferably with appropriate system support, permits the optimised use of airspace and reduces the need for its segregation
Publication of ASM Information
ASM Level 1 Decisions
An important national task at the ASM Level 1 is to publish in the national AIP the status of airspace structures and ATS routes under its jurisdiction.
Another task consists of the coordination of major events planned well in advance, such as large scale military exercises or air shows, which may require additional segregated airspace.
These particular activities need to be published by AIS publication such as NOTAM. In order to permit airspace users to become aware of the new flexible structures implemented in States, harmonisation and consistency of the publication of this information in the AIPs is required.
The guidelines for a harmonised publication of the AMC-Manageable Areas and CDRs can be found in the EUROCONTROL Manual for Airspace Planning (Section 3, Chapter 3.2.7 and Annex 3B; Section 4, Chapter 4.4.4 and Annex 4F)
ASM Level 1 Decisions
Airspace Use Plan (AUP)
Airspace Use Plan (AUP) is an ASM message of NOTAM status notifying the daily decision of an
Airspace Management Cell on the temporary allocation of the airspace within its jurisdiction for a
specific time period, by means of a standard message format.
The effective application of the FUA Concept requires that the ASM Level 2 airspace allocation decisions are promulgated daily in an efficient, timely and accurate manner by each AMC by means of a national Airspace Use Plan message (AUP). The AUP is transmitted in a common harmonised format to CFMU’s dedicated interface for ASM (CIAM) and is published as soon as possible and not later than 1400 UTC Summer or 1500 UTC Winter, to cover the 24-hour time-period between 0600 UTC the next day to 0600 UTC the day after (D 0600 hrs to D+1 0600 hrs). Several AUPs can be sent in one sequence on the last day before the closure of the AMC to cover each day of a week-end or “Holidays” period, but with a maximum of seven consecutive days. In the AUP drafting process, the draft is transmitted to CFMU (NMC & MILO) for their advice from the Network perspective. After the AUP preparation has been completed and agreed upon, AUP is transmitted to AAs, ACCs/FMPs and to the CFMU (CADF).
Through the CIAM application AUP in a ready format is automatically available to the other AMCs and to the user community via the Network Operations Plan (NOP) through the CFMU NOP Portal. Automated AUP process within AMCs and AAs allows the automatic storage and display of AUPs in ACCs/FMPs and enables the CRAM to be compiled automatically by the CADF.
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Updated Airspace Use Plan (UUP)
Airspace Use Plan (AUP) is an ASM message of NOTAM status notifying the daily decision of an
Airspace Management Cell on the temporary allocation of the airspace within its jurisdiction for a
specific time period, by means of a standard message format.
After the AMC has completed the allocation process, modification of the airspace allocation might be necessary in order to take advantage of the cancellation of any previously reserved airspace structure, e.g. because of adverse weather forecast. Changes to the airspace allocation are effected by the AMC through UUPs.
There are currently two UUP slots available - UUP1 at D-1 (1700 UTC (1800 UTC Winter)) and UUP2 at D (0900 UTC (1000 UTC Winter)). UUP replaces the current AUP and previous UUP according to the validity time described in the ASM Handbook. It aims at improving ATC capacity and reducing GAT delays through more efficient use of airspace.
All changes are visible, according to the criteria described in Annex 6 of the ASM Handbook.
The UUP information will be used by CFMU/CADF to produce eAMI messages and update the NOP portal. According to the CDRs change status, Re-Routing Proposals (RRPs) messages are provided to interested AOs.
An UUP is published in the same common format as AUP or previous UUP, according with the procedures described in paragraphs 4.8.3 and 4.8.4 of the ASM Handbook.
The UUP is transmitted to the relevant AAs, ACCs/FMPs, and the CFMU/CADF. Through the CIAM application the published UUPs are visible to the other AMCs and are published on the CFMU NOP Portal.
However, a UUP is not published when there are no alterations to the current AUP.
In order to automate the UUP process within AMCs and AAs to allow for the automatic storage and display of UUPs, UUPs are to be prepared by means of the CIAM software set up in CFMU terminals
Conditional Rout Availability Message(CRAM)
As AUPs are not sent individually to AOs, the information provided by AMCs on the CDR availability in the ECAC area is disseminated to operators for flight planning purposes by the CFMU/CADF by means of a consolidated message - the CRAM.
The CRAM contains mainly CDRs2 made available in the AUPs. For safety reasons, the CRAM additionally contains, when applicable, information on CDR1 closures, as a repetition of the decision already published through appropriate advance AIS notice (NOTAM), as well as any other closures of permanent ATS routes. The CRAM is prepared in harmonised formats by means of the “ATFCM Messages Exchange” (AME) system. The CRAM is published by 1500 UTC Summer or 1600 UTC Winter to cover the 24-hour time-period between 0600 UTC the next day to 0600 UTC the day after (D 0600 hrs to D+1 0600 hrs).
The CRAM is transmitted in the required format to selected AOs and ARO(s) (current ANM addressees), ACCs/FMPs concerned and to all AMCs.
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However, so as to permit manual processing, the CRAM is disseminated in a human-readable format (see Figure 1). As for AUPs and UUPs, different ways of transmitting the CRAM can be used including AFTN and SITA. The NOP portal also displays CRAM information, including a MAP viewer of CDRs available (CDR2) and CDRs closed (CDR1) and/or any other ATS routes closed.
In addition, CFMU terminal users are able to directly display and print the CRAM messages. The CRAM is also used by the IFPS for the checking and correction process of Flight Plan Messages (FPMs: RPL, FPL etc.) according to the daily available CDRs.
On very rare occasions, a released CRAM message may require updating due to errors or omissions. In such circumstances, the
CRAM is amended by issuing a "CRAM Correction" message in the form of an AIM. An example of a fictitious CRAM Correction Message can be seen to the right.
In order to respond to the dynamic nature of the CRAM information and to allow an easy access to the daily CRAM for all airspace users and ATS providers concerned, a CRAM Viewer has been developed as an interactive secured world wide web tool.
The CRAM Viewer, available via the CFMU web page, is a complementary tool to the other existing
means of distribution of CRAM information and adds to this information some user aiding data
access functionality including dynamic mapping of the airspace environment.
Electronic Airspace Management Information (eAMI)
The eAMI is an electronic message containing all airspace allocations and the derived opening of
CDRs2 and the confirmation of closure of CDRs1 as well as ATS routes published previously by
NOTAM.
Through eAMI, authorised users can query and compare CDR route availability and airspace
allocations. This is available via the CFMU web services in accordance with a service agreement
signed between a particular user and CFMU.
Through consolidated and validated eAMI messages, that include European Airspace Use Plan
(EAUP/UUP) with daily allocation of airspace (TRA/TSA) and closures/openings (CDR1, CDR2, ATS
Routes confirmation of the published NOTAM) users can make full use of the benefits offered by
automated data processing.
9. General description of the ATFM Function
ATFM function has 3 phases
a) The strategic ATFM phase which takes place seven (7) days or more before the day of operation, it contains research, planning ,coordination activities, the outputs of this phase are the capacity plan for the following year, the route allocation plans and set of other plans(scenarios) that can be activated during the next phases
b) The pre-tactical ATFM phase which takes place six(6) days before the day of operation, it contains planning and coordination activities, the output of this phase is the ADP(ATFCM Daily Plan) published via ANM (ATFCM Notification Message) and Network News.
c) The tactical ATFCM phase which takes place the day of operation, this phase updates the ADP according to the actual traffic and capacity.
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Responsibilities of Air Traffic services
An ATS unit (ACC, Aerodrome) is responsible
a) for modification of capacities, during the pre-tactical and tactical phases, the decision for such modification is taken by the supervisor of ACC or Aerodrome correspondingly and shall be communicated to the relevant FMP who will inform the CFMU(FMD) so as to provide the most effective ATFCM service to ATC and AOs
b) for taking the final decision on the need of a regulation to be applied. Such a decision shall be communicated to the relevant FMP in order to coordinate with the CFMU(FMD) for the implementation of the appropriate regulation
Specifically the ATC at aerodrome(TWRs) are responsible for departure slot monitoring at
departure aerodromes( HANSA should check for procedures facilitating this task)
Are responsible for ensuring that an ATFCM slot is included as part of the ATC clearance.
For ensuring that they are always take into account the applicable slot or flight suspension when
they issue a clearance
For ensuring that are provided with the necessary information about the restrictions in force and
slots allocated
For ensuring that they provide all possible assistance to AOs to meet a CTOT or to coordinate a
revised CTOT
For ensuring that they deny start up clearance to flights which are unable to meet their slots
until coordination with the FMP/FMD has been effected and a revised CTOT is issued.
For ensuring that they coordinate with the FMP for last minute revisions to CTOTS and slot
extensions on behalf of the pilot, provided that the pilot is in direct communication with ATC.
ATC units at Airports when there is not CHMI available , can send the REA messages on behalf of
AOs to CFMU through NOP portal
Responsibilities of FMPs
First of all It must be examined by HANSA and ensured that Two H24 FMP positions have been
established at ACCs to liaise between ATC,AOs and the FMD
It must also be examined if the FMP posts follow the required processes and procedures ,work
instructions , which are relevant to their duties as they are described in the relevant Local Manuals
and CFMU Manuals, relevant Agreements etc
Responsibilities of AROs
AROs may need to send REA messages on behalf of AOs through ATFN network
Responsibilities of AOs
AOs must comply with the CTOT, in order to do that they must plan the departure of a flight so that
the aircraft will be ready for start up to comply with the CTOT taking into account the taxitime
shown in the SAM(slot allocation message)
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AOs must use the ATFCM message exchange procedures in order to handle and coordinate revisions
to CTOTs with the CFMU.
However last minute revisions to CTOTs and slot extensions are more easily and efficiently
coordinated when the pilot is in direct communication with the FMP/FMD.
AOs must adhere to general ATFCM procedures including flight plan filling and message exchange
requirements
AOs must adhere to Strategic ATFCM measures including RAD Route Availability Document.
AOs must adhere to Current ATFCM measures(specific measures applicable on the day of operation,
as promulgated by ANM(ATFCM Notification Message) or by FLS(Flight Suspension Message)
AOs must adhere to the CFMU requirement for the modification or delay of EOBT.
AOs must follow the correct procedure to obtain approval for the use of
STS/ATFMEXEMPTAPPROVED
ATFCM Messages exchange
HANSA may need to examine relevant to ATFCM exchanged messages and CHMI Operational Logs
These messages are:
SAM (Slot Allocation Message)
Is sent 2 hours before EOBT for a regulated flight
SAM( Slot Allocation Message) contains the CTOT
SRM(Slot Revision Message)
It must has been sent a SAM before, a SRM may mean a better CTOT or a worse CTOT
SLC (Slot Requirement Cancellation Message)
It means that the previously given CTOT is cancelled, the regulation is cancelled but also means that
the Flight Plan is cancelled and it must be filed a new one
SIP (Slot Improvement Proposal Message)
RFI (Request for direct Improvement Message)
It can be sent by FMP
Default status
When improvement found a SRM follows
SWM (SIP Wanted Message)
It can be sent by FMP
Cannot accept improvement
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When improvement is found is sent a SIP
Can be accepted (SPA) or rejected(SRJ)
SIP(Slot improvement proposal)
Proposal of a better CTOT
2 CTOTS for 1 flight during 15 minutes
SPA(Slot Improvement Proposal Acceptance Message)
Can be sent by FMP
Accept proposed NEW CTOT in SIP
SRJ( Slot Improvement Proposal Rejection)
Can be sent by FMP
Reject proposed NEW CTOT in SIP
Original CTOT will be kept
REA(Ready to depart Message)
Can be sent by FMP
Only by ATC
At earliest 30 minutes before EOBT
MIN LIN EUP
Check if R in 5 column
RRP(Rerouting proposal)
Proposal for a better CTOT via new route
2 CTOTS for 1 flight during 30 minutes
Can be accepted(CHG to IFPS) or rejected(RJT)
RJT(Rerouting Reject)
Can be sent by FMP
Reject proposed NEW CTOT in RRP
Original CTOT will be kept
RRN(Rerouting Notification)
Sent to AO during AOWIR
SMM(Slot Missed Message)
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It can be sent from an FMP post, it means that the Flight cannot comply with the CTOT and it does
not know its new EOBT
Note: The CTOT of this flight is given to another flight
The Flight which missed the SLOT/CTOT becomes Suspended until the time the AO has sent a new
EOBT through DLAor CHG message to IFPS
FLS(Flight Suspension Message)
The reasons tha a flight is suspended are:
SMM not received/DLA
FAM not reported as airborne, It is expected a DLA or FCM message
FCM
RVR unknown
FLP Invalid route by IFPS , is required revalidation through CHG message
DES(De-Suspension Message
The flight is not suspended any more, no regulation for the previously suspended flight
ERR(Error Message)
Error in message previously sent to ETFMS
Not in Message column
ANM (ATFCM Notification Message)
FCM(Flight confirmation message)
It can be sent by FMP
It confirms original EOBT
It confirms a Regulation
Send RVR
AIM( ATFCM Information Message)
10. Interoperability Requirements
The frame-work Regulation EC 549/2004 makes the distinction between services and functions.
Under art. 2 of this Regulation the “air-traffic flow management” (ATFM) and “air-space
management”(ASM) are explicitly defined as functions.
Following the same article of frame-work Regulation a pan –European provider of the ATFM and
ASM functions is not an air navigation service provider. Therefore its EATMN systems are exempted
from conformity assessment tasks as foreseen by article 6 of Interoperability Regulation EC
552/2004.
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From the other hand the functions of ASM and ATFM in ANNEX I of the EC 552/2004 on
Interoperability defined as systems for which should be applied the essential and specific
requirements as described in ANNEX II of those Regulation.
Therefore given that there is no legally established or captured international practice (4th meeting
NCP-IOP-WG) regarding the issue of the related certificates DoC/DoS and DoV , we consider that we
must take into account the CATF –GUI-137 of Eurocontrol. \
According to the above guidance material systems (1) & (2) of the EC 552/2004 are pan-European
systems, and for that reason exempt from compliance
Notwithstanding the foregoing, HANSA oversight the local compliance with the essential and specific
requirements according to EC 552/2004
For the examination of the interoperability requirements on ASM/ATFM HANSAs Interoperability
section has developed and uses specific for IOP- ASM compliance checks lists
11. HANSA Tools
HANSA ASM /ATFM Oversight Process
HANSA check lists
HANSA has developed check lists for ASM/ATFM functions which derive from the relevant examined
Audit base( specifically EU Reg 255/2010,2150/2005,the existing contractual requirements,
relevant national legislation and national internal procedures and arrangements etc)
Manuals and Guidance Material relevant to ASM/ATFM functions
Eurocontrol Manuals on ASM
Eurocontrol Manuals on ATFM
AMC-Acceptable Means of Compliance
Eurocontrol Specification on the FUA
12. ATTACHEMENTS
HANSA ASM OVERSIGHT PROCESS FLOW CHART
HANSA ATFM OVERSIGHT PROCESS FLOW CHART
13. HANSA CHECK-LISTS not attached to this Document
HANSA ASM check list
HANSA ATFM check list
HANSA ASM check list relevant to IOP
HANSA PROCESS ON ASM/ATFM OVERSIGHT
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HANSA ASM OVERSIGHT PROCESS FLOW CHART
HANSA AUDIT REPORT: To be sent within the prescribed timeframe
HANSA TOOLS : AUDIT CHECK LISTS, MANUALS,GUIDANCE MATERIAL
FUNCTIONAL AREAS ENTITIES INVOLVED IN ASM LEVEL 1 (Strategic)
(NATIONAL HLARB, every entity involved in strategic activities)
ISSUES EXAMINED (ASM Policy, Airspace Design, Procedures set up and review for Levels 2 and 3, Priority Rules& Negotiation Procedures for Airspace Allocation, consultation Meetings with the Airspace users, Agreements between Civil and Military Authorities))
ENTITIES INVOLVED IN ASM LEVEL 2 : AMC-Airspace Management Cell
ISSUES EXAMINED ( If the prescribed from EC Regulations, National Law, Internal Procedures, Contractual Requirements are Followed & the expected outputs and outcomes are produced(AUP,UUP,CRAM in a timely manner, LOAs)
ENTITIES INVOLVED IN ASM LEVEL 3 : Operational Units
ISSUES EXAMINED If and How the Airspace is allocated to interested Airspace Users in every day Operations
ASM AUDIT BASE : The relevant to ASM applicable Regulatory Framework
ASM AUDIT PHASES : DOCUMENT REVIEW
ON-SITE AUDIT
TRIGGERS : HANSA ANNUAL AUDIT SCHEDULE
CHANGES IN ASM WITHIN ANSP
RATIONALE FOR HANSA AUDIT : HANSA OBLIGATION ACCORDING TO EC REGULATIONS
HANSA PROCESS ON ASM/ATFM OVERSIGHT
18
HANSA ATFM OVERSIGHT PROCESS FLOW CHART
HANSA AUDIT REPORT: To be sent within the prescribed timeframe
HANSA TOOLS : AUDIT CHECK LISTS, MANUALS,GUIDANCE MATERIAL
FUNCTIONAL AREAS : ENTITIES INVOLVED IN ATFM WHITHIN THE SCOPE OF HANSA ARE:
Local ATFM units, FMP posts, AIS, ATS units including AROs
ISSUES EXAMINED : If they are followed the relevant to ATFM requirements and if they are produced the required objectives ,outputs and outcomes
CONTEXTUAL FUNCTIONAL AREAS : ENTITIES INVOLVED IN ATFM OUT OF HANSA SCOPE
They are not examined by HANSA, is only examined if there are the required formal interfaces-agreements between those entities and the entities under HANSA scope
ATFM AUDIT BASE : The relevant to ATFM applicable Regulatory Framework
ATFM AUDIT PHASES : DOCUMENT REVIEW
ON-SITE AUDIT
TRIGGERS : HANSA ANNUAL AUDIT SCHEDULE
CHANGES IN ATFM WITHIN ANSP
RATIONALE FOR HANSA AUDIT : HANSA OBLIGATION ACCORDING TO EC REGULATIONS