Transcript
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HELLENIC AIR NAVIGATION SUPERVISORY AUTHORITY

HANSA

ASM/ATFM Oversight Process

Edition Number : 1.0

Edition Date : 7 May 2012

Status : Approved

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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 ×

ELECTRONIC BACKUP

INTERNAL REFERENCE NAME:

HOST SYSTEM MEDIA SOFTWARE

Type: MS WORD 2007

Media Identification:

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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

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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

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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

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HANSA PROCESS ON ASM/ATFM OVERSIGHT

17

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

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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


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