INTERNATIONAL CIVIL AVIATION ORGANIZATION

INTERNATIONAL CIVIL AVIATION ORGANIZATION

REPORT OF THE FOURTH MEETING OF THE ASIA/PACIFIC AIR TRAFFIC FLOW MANAGEMENT STEERING GROUP

(ATFM/SG/4)

BANGKOK, THAILAND, 01 – 05 DECEMBER 2014

The views expressed in this Report should be taken as those of the

Meeting and not the Organization

Approved by the Meeting

and published by the ICAO Asia and Pacific Office, Bangkok

ATFM/SG/4 Table of Contents

CONTENTS

INTRODUCTION................................................................................................................................... 1

Meeting ................................................................................................................................................... 1

Attendance .............................................................................................................................................. 1

Officers & Secretariat .............................................................................................................................. 1

Opening of the Meeting ........................................................................................................................... 1

Documentation and Working Language .................................................................................................. 1

Draft Conclusions, Draft Decisions and Decisions of ATFM/SG – Definition ....................................... 2

List of Decisions and Draft Conclusions/Decisions ................................................................................ 2

REPORT ON AGENDA ITEMS ............................................................................................................ 4

Agenda Item 1: Adoption of Agenda (WP01) ......................................................................................... 4

Agenda Item 2: Review Outcomes of Related Meetings ......................................................................... 4

Agenda Item 3: ATFM/CDM Global Update .......................................................................................... 6

Agenda Item 4: Review of Current CDM/ATFM Operation and Problem Areas ................................... 6

Agenda Item 5: Development of Regional ATFM Framework ............................................................... 8

Agenda Item 6: Any Other Business ..................................................................................................... 24

Agenda Item 7: Review of the Task List ............................................................................................... 24

Agenda Item 8: Date and Venue of the Next Meeting .......................................................................... 24

Closing of the Meeting .......................................................................................................................... 24

ATFM/SG/4 Table of Contents

APPENDICES

Appendix A: List of Participants ....................................................................................A-1

Appendix B: List of Working and Information Papers ................................................... B-1

Appendix C: ATFM Principles ...................................................................................... C-1

Appendix D: ATFM Terminology ..................................................................................D-1

Appendix E: Task List ................................................................................................... E-1

ATFM/SG/4 Report of the Meeting

INTRODUCTION

Meeting

1.1 The Fourth Meeting of Air Traffic Flow Management Steering Group (ATFM/SG/4) was held at the Kotaite Wing of the ICAO Asia and Pacific (APAC) Regional Office, Bangkok, Thailand, from 1 to 5 December 2014.

Attendance

2.1 The meeting was attended by 50 participants from China, Hong Kong China, India, Indonesia, Japan, Lao PDR, Malaysia, New Zealand, Pakistan, Republic of Korea, Singapore, Thailand, United States, Viet Nam, CANSO, EU/AATIP, IATA, IFATCA and ICAO. A list of participants is at Appendix A to this report.

Officers & Secretariat

3.1 Mr. Peter Chadwick, Senior Operations Officer (Support), Hong Kong China Civil Aviation Department, chaired the meeting. Co-Chair Mr. Sylvester Israel was unable to attend the meeting due to illness.

3.2 Mr. Shane Sumner, Regional Officer ATM, was Secretary for the meeting.

Opening of the Meeting

4.1 On behalf of Mr. Arun Mishra, Regional Director of ICAO Asia and Pacific Office, Mr. Sumner welcomed all the participants to the meeting.

4.2 Mr. Peter Chadwick welcomed participants to the meeting.

Documentation and Working Language

5.1 The working language of the meeting and all documentation was English. There were 21 working papers and 6 information papers considered by the meeting. A list of papers is included at Appendix B to this report.


Draft Conclusions, Draft Decisions and Decisions of ATFM/SG – Definition

6.1 A recorded its actions in the form of Draft Conclusions, Draft Decisions and Decisions within the following definitions:

a) Draft Conclusions deal with matters that, according to APANPIRG terms of reference, require the attention of States, or action by the ICAO in accordance with established procedures;

b) Draft Decisions deal with the matters of concern only to APANPIRG and its contributory bodies; and

c) Decisions of ATFM/SG that relate solely to matters dealing with the internal working arrangements of ATFM/SG.

List of Decisions and Draft Conclusions/Decisions

7.1 List of Decisions

ATFM/SG Decision 4/1: Asia Pacific Regional ATFM Concept of Operations and timeline:

That, the Asia Pacific Air Traffic Flow Management Steering Group:

• Adopts the Multi Nodal ATFM Concept of Operations as the foundation for the Regional Concept of Operations/Implementation strategy for regional cross border ATFM implementation; and

• Confirms 8 November 2018 as the target date for regional cross border ATFM implementation, for inclusion in the performance objectives of the Regional Framework for Collaborative ATFM, in alignment with ASBU and the APAC Seamless ATM Plan);

ATFM/SG Decision 4/3: IATA Asia Pacific Regional Air Traffic Flow Management Project – Phase Two:

The Asia Pacific Air Traffic Flow Management Steering Group agrees to support Phase Two of the IATA Regional Air Traffic Flow Management Project that will:

• develop a regional cross-border ATFM implementation plan in harmonization with existing cross-border ATFM implementation projects for consideration by the ATFM Steering Group and States at ATFM/SG/5; and

• develop in cooperation with ICAO a program to advocate for and educate stakeholder groups on cross border regional ATFM through a series of workshops partially funded by IATA (provision of SMEs) and logistically supported by States (e.g. venue provision).


7.2 List of Draft Conclusions

ATFM/SG Draft Conclusion 4/2: Regional cross border ATFM implementation support:

That, to support regional cross-border ATFM progress and implementation, States are urged to:

• support the multi-nodal ATFM operational trial program commencing June 2015;

• ensure timely completion of planning, procurement and resource allocation to enable participation in the multi-nodal ATFM operational trial program.

• Implement cross-border ATFM in accordance with the performance objectives of the Regional Framework for Collaborative ATFM.

.…………………….


REPORT ON AGENDA ITEMS

Agenda Item 1: Adoption of Agenda (WP01)

1.1 The provisional agenda was adopted by the meeting.

Agenda Item 2: Review Outcomes of Related Meetings

Related Meeting Outcomes (WP/02)

2.1 The Secretariat provided information on meeting outcomes related to ATFM/SG from the following meetings:

a. The 25th Meeting of the Asia/Pacific Region Air Navigation Planning and Implementation Regional Group (APANPIRG/25 Kuala Lumpur, Malaysia, 8 to 12 September 2014), relating to Regional Priorities, Targets and Indicators, and the adoption of amended Terms of Reference (TOR) for ATFM/SG; and

b. The 3rd Meeting of the ICAO Aerodrome Design and Operations Panel (Montreal, Canada, April 2014), relating to the planned Airport Collaborative Decision-Making (A-CDM) Task Force.

2.2 The ten Regional Priorities, Targets and Indicators endorsed by APANPIRG/25 were summarized in ATFM/SG/4 WP/02 Attachment A, along with other priorities that were related to the work of ATFM/SG. Aviation System Block Upgrade (ASBU) modules included in the Regional Priorities, and other ASBU Block-0 Modules relevant to ATFM/SG, were separately discussed under WP/11.

2.3 The A-CDM Task Force would develop A-CDM guidance material forming a new Part III of ICAO Doc 9971 – Manual on Collaborative ATFM. The tentative date for delivery of the draft guidance material was September 2015.

ATFM Workshop Asia/Pacific (WP/07)

2.4 The meeting was presented with the outcomes from the ATFM Workshop Asia/Pacific, held at the ICAO Regional Sub-Office, Beijing, China, from 27 to 30 October 2014. The workshop aimed to heighten awareness of the principles of Air Traffic Flow Management (ATFM) and Collaborative Decision-Making (CDM) among aviation service providers, international organizations and other aviation stakeholders.

2.5 The meeting agreed to the following in response to the (summarized) workshop outcomes:

1. ICAO, International Organization, States and Industry Support for the activities of ATFM/SG:

- IATA commented that the ATFM/SG was re-convened due to concerns about the lack of cross-border ATFM,


2. ICAO, International Organization, States and Industry Partners’ support for

harmonization of ATFM terminology:

- ATFM/SG/3 had assigned a task for the development of a regionally agreed terminology, which was discussed by the meeting (WP/10). It was also noted that the latest revision of the ATFM/SG TOR included a linkage to the Aerodromes Operations and Planning Working Group (AOP/WG), through with the issue of terminology harmonization between ATFM and A-CDM would be coordinated.

3. ICAO to coordinate educational activities on ATFM and CDM to support Asia/Pacific States and Aviation Stakeholders:

- The meeting agreed to support Phase II of the IATA Regional ATFM Project that would inter alia develop a program to advocate for and educate stakeholder groups on cross-border regional ATFM. Decision 4/3 refers.

- The effectiveness of the RSO ATFM Workshop was also noted, as was the value of similar future workshop activities in the early stages of States’ ATFM implementation.

4. ICAO and international organizations to continue providing support to harmonized sub-regional ATFM/CDM initiatives. States to consider participating in such activities:

- The meeting noted the support provided by the ICAO Regional Sub-Office to the North Asia Region ATFM Harmonization Group (NARAHG), and the continuing engagement of the Multi-Nodal ATFM Operational Trial group administrations with the ATFM/SG.

5. ICAO, international organizations, States and industry partners to support development of A-CDM section of Doc 9971. States and airports to review their A-CDM and ATFM/CDM planning to ensure A-CDM and ATFM/CDM interoperability:

- The meeting noted that AOP/WG would take responsibility for Regional activities relating to A-CDM implementation, and that the ATFM/SG would coordinate with AOP/WG to ensure harmonized interfaces between ATFM and A-CDM.

6. Phased implementation, and post-implementation analysis:

- The meeting recognized that post-implementation analysis was an essential phase of ATFM.


7. ICAO consider forming or assigning a regional body to oversee and support

ATFM/CDM and A-CDM implementation:

- The meeting agreed that this matter should be further considered, as it was becoming apparent that the developmental nature of the ATFM Concept, being dependent on the lessons learned in the Collaborative ATFM Operational Trial, would require further refinement of the Regional Framework. It was also noted that the TOR requires ATFM/SG to oversee and support regional CDM/ATFM programs.

North Asia Regional ATFM Harmonization Group (NARAHG) (WP/08)

2.6 China, Japan and Republic of Korea had established the North Asia Regional ATFM Harmonization Group (NARAHG), facilitated by the ICAO Asia/Pacific Regional Sub-Office (RSO).

2.7 The first meeting of NARAHG was held at the RSO, Beijing, China, from 21 – 22 August 2014. NARAHG had agreed on TOR, and shared information on existing ATFM/CDM systems and future plans, and on current air traffic constraints.

2.8 NARAHG noted that ATFM information exchange between the 3 States was dependent on a consistent ATFM data exchange format, which was yet to be finalized by ATFM/SG.

2.9 The second meeting of NARAHG would be held in Fukuoka, Japan, from 14 to 16 January 2015. It was proposed that more States could join NARAHG, and the meeting was advised that one additional State was currently planning to do so. Airspace users would also be invited to join NARAHG at the appropriate time.

2.10 The meeting recognized the importance of the two sub-regional groups of States (Collaborative ATFM Operational Trial States and NARAHG), and noted the need for collaboration between the two groups, particularly in the area of ATFM data exchange.

Agenda Item 3: ATFM/CDM Global Update

3.1 There were no papers under this agenda item

Agenda Item 4: Review of Current CDM/ATFM Operation and Problem Areas

Current CDM/ATFM Status in China (WP/18)

4.1 In recent years civil aviation traffic in China had been increasing at an average annual rate of 11 percent, placing China’s airports and airspace system under increasing pressure and leading to frequent flight delays. China had established its civil aviation ATFM organizational structure in three levels; national, regional and terminal. (Figure 1).


CAAC and airline chief SOC National ATFM center Relevant military units

Regional ATMB and relevant airline SOC

Operation center of Regional ATMB

Relevant military units, ATC units and airline SOC

Administration and relevant airline SOC

Terminal ATFM units(Tower/approach/terminal)

Relevant military units, airport ATC units and other

relevant units

Regional ATFM units

Figure 1: Organizational Structure of ATFM in China

4.2 A national ATFM unit had been formed with a range of ATFM related duties. Supporting applications included flight situation monitoring, airport situation monitoring, pre-flight plan management, flight plan verification, operations performance monitoring and flow management, coordination, ground delay program (GDP) and airborne flow program management, and nationwide CDM. 23 airports with annual passenger throughput over 10,000,000 had deployed CDM systems, including Beijing Capital International Airport. The system had effectively reduced waiting time and taxying time, saved fuel and reduced carbon emissions (Table 1).

2013 2014 2015

Saving economic cost (aircraft performance)

¥10,217,448,120 ¥13,992,229,472.10 ¥19,334,135,508.27

Carbon emission reduction 59,428,749 86,763,141.84 120,278,359.49

Reducing waiting time for passengers (minutes)

11 13.31 19.0333

Remarks 21 airports 44 airports 178 airports

Table 1: Effect of CDM Implementation at Beijing

4.3 China provided details of the ATFM competencies required of ATFM staff, and the personnel selection requirements. In 2014 300 people had been trained in ATFM.

4.4 A national level CDM-ATFM concept had been introduced to resolve trans-regional problems in China through the implementation of collaborative ATFM initiatives such as GDP, collaborative re-route and miles-in-trail (MIT).


4.5 The meeting agreed to take China’s ATFM progress into account in developing the regional framework.

Massive Delay Response System Based on Capacity Management (IP/05)

4.6 The meeting was provided with a briefing on the development of a massive delay response system in China. The massive flight delay early warning was divided into three levels for 24 busy airports (> 10 million passengers per annum) and 12 busy air routes (> 500 flights per day):

• Yellow; 10 – 25% decrease from peak capacity, or expected recovery time 2 – 4 hours;

• Orange; 25 - 50% decrease from peak capacity, or expected recovery time 4 – 6 hours; and

• Red – 50% or more decrease from peak capacity, or expected recovery time 6 hours or more.

4.7 Responsibilities were divided between the National ATFM unit (overall coordination and emergency response), Regional ATM and administration bureaux (coordination of response within their jurisdiction), ATC units (local management of air traffic flows, prioritization of flights, management of arrival sequencing), and airlines (flight plan adjustment and implementation of programs determined by operational coordination conferencing).

4.8 China advised that the Red level of massive delay occurred 2 or 3 times per month during the convective weather season.

Agenda Item 5: Development of Regional ATFM Framework

IATA ATFM Study (WP/03)

5.1 ATFM/SG/2 (Hong Kong, China, 1 – 4 October 2013) had agreed under Decision 2/2: Asia/Pacific Region ATFM Study to support an IATA-funded project to establish a regional baseline view of ATFM capability and interoperability, and develop recommended implementation strategies for collaborative Regional and Sub-Regional ATFM.

5.2 The IATA study report was provided at ATFM/SG/4 WP/03 Attachment A, and a separate presentation of the results was made to the meeting (Presentation 1).

5.3 The study had identified the regional benefits of ATFM implementation in terms of direct fuel savings only (Table 2).

2014 2019

Regional ATFM USD250-300 million USD600-800 million

Regional and Domestic ATFM USD660-810 million USD1.1-1.4 billion Table 2: Regional Benefits of ATFM Implementation (IATA Study)


5.4 The survey of States and organizations conducted under the study had determined that:

• Most States had plans to implement or had implemented domestic ATFM;

• Very few States were planning cross-border ATFM;

• Significant effort would be required to establish a seamless, network based approach to regional ATFM.

• Budgetary and planning commitments must be made in 2015 to meet the 2018 timelines for ASBU and the APAC Seamless ATM Plan.

• The ATFM Steering Group and ICAO had a critical leadership role to ensure coordination and development of the key initiatives that would lead to regional ATFM implementation.

5.5 It was also noted that only 5 States had indicated that they currently declared sector capacity, which may indicate the difficulty States were experiencing in establishing capacity data. Capacity analysis and declaration and the pre-tactical and tactical monitoring of demand were critical elements in ATFM. The meeting was advised that the Asia/Pacific Seamless ATM Plan online reporting program should result in additional reporting of capacity and ATFM implementation during early 2015.

5.6 The study report’s recommendations were:

1. Adoption of the multi-nodal ATFM concept of operations (developed by Singapore, in collaboration with Hong Kong China and Thailand) as the APAC concept of operations/implementation strategy for cross border ATFM ; Note: suggest incorporation into the regional framework document being developed by ICAO

2. Support for the multi-nodal ATFM operational trial program commencing June 2015;

3. Formal State commitment to regional cross border ATFM including budgetary and planning commitment for regional implementation;

4. Regional commitment to 2018 timeline for implementation;

5. State planning, procurement and resource commitment for expanded participation during Phase Two of the Collaborative ATFM operational trial program.


5.7 The meeting agreed to the following Decisions and Draft Conclusion:

ATFM/SG Decision 4/1: Asia Pacific Regional ATFM Concept of Operations and timeline:

That, the Asia Pacific Air Traffic Flow Management Steering Group:

• Adopts the Multi Nodal ATFM Concept of Operations as the foundation for the Regional Concept of Operations/Implementation strategy for regional cross border ATFM implementation; and

• Confirms 8 November 2018 as the target date for regional cross border ATFM implementation, for inclusion in the performance objectives of the Regional Framework for Collaborative ATFM, in alignment with ASBU and the APAC Seamless ATM Plan;

ATFM/SG Draft Conclusion 4/2: Regional cross border ATFM implementation support:

That, to support regional cross-border ATFM progress and implementation, States are urged to:

• support the multi-nodal ATFM operational trial program commencing June 2015;

• ensure timely completion of planning, procurement and resource allocation to enable participation in the multi-nodal ATFM operational trial program.

• Implement cross-border ATFM in accordance with the performance objectives of the Regional Framework for Collaborative ATFM.

ATFM/SG Decision 4/3: IATA Asia Pacific Regional Air Traffic Flow Management Project – Phase Two:

The Asia Pacific Air Traffic Flow Management Steering Group agrees to support Phase Two of the IATA Regional Air Traffic Flow Management Project that will:

• develop a regional cross-border ATFM implementation plan in harmonization with existing cross-border ATFM implementation projects for consideration by the ATFM Steering Group and States at ATFM/SG/5; and

• develop in cooperation with ICAO a program to advocate for and educate stakeholder groups on cross border regional ATFM through a series of workshops partially funded by IATA (provision of SMEs) and logistically supported by States (e.g. venue provision).

Proposed ATFM Concept of Operations for the Asia/Pacific Region (WP/04)

5.8 The Secretariat presented a draft ATFM Concept of Operations (CONOPS) based on the CONOPS proposed by Singapore for inclusion in the Regional Framework for Collaborative ATFM. The draft CONOPS was provided in ATFM/SG/4 WP/04 Attachment A. Consideration of the concept had been agreed by ATFM/SG under Decision 3/1: Distributed Multi-Nodal Networked ATFM Concept.


5.9 Key concepts were:

• Regional stakeholders interconnected via a virtual communication framework;

• The specification of capacity and prediction of demand based on automated and/or manual inputs of ATM automation system data and AFTN data, and a web-based interface for input of information from Flow Management Positions (FMPs) and Flight Operations Centres (FOCs);

• Stakeholder roles, including Aircraft Operator options for the absorption of ATFM delay either on the ground or in the air, or in a combination of both;

• Essential requirements for success including regional acceptance of the concept, agreements on business rules, participation of more than 70% of aircraft operating at or in the constrained airport or airspace, common agreements for sharing data among stakeholders

5.10 The meeting noted that the formulation of the concept had involved expert input from a broad variety of APAC and other States experienced in ATFM, with a view to enabling cross-border ATFM. The concept did not impose any requirement on States with respect to their domestic flow management programs.

5.11 It was further noted that the CONOPS appeared to be fundamentally aimed at cross-border ATFM in response to airport capacity constraints. The CONOPS for cross-border ATFM addressed capacity constraints on arrival flights at airports and through further refinement it would address airspace capacity constraints.

5.12 The meeting agreed that while key points from the CONOPS should be included in relevant sections of the Regional Framework for Collaborative ATFM, the CONOPS document itself, after further editorial revision, would form an appendix. The CONOPS was expected to continue to refine as knowledge and experience was gained through ATFM implementation activities, primarily the Multi-Nodal ATFM Operational Trial.

Progress of the Collaborative Air Traffic Flow Management (ATFM) Operational Trial (WP/05)

5.13 An update was provided to the meeting by the administrations and organizations participating in the Collaborative ATFM Operational Trial1, using the concept of the distributed multi-nodal ATFM network which was also supported by a number of airlines and airports.

5.14 The Distributed Multi-Nodal ATFM Network concept formed the foundation for the operational trial, which was planned to commence in June 2015. Readiness would be reviewed at a Go/No-Go decision point in May 2015.

5.15 The trial would adopt only selected elements of the multi-nodal ATFM concept to enable timely commencement, and would initially be focussed on addressing demand/capacity

1 Australia, China, Hong Kong China, Indonesia, Malaysia, Singapore, Thailand, Viet Nam, CANSO, IATA and IFATCA


balancing at the airports of participating ANSPs by applying ATFM measures such as Ground Delay Program (GDP) to regulate arriving flights through the provision of Calculated Take-Off Time (CTOT) information. The trial program would later address airspace demand/capacity balancing.

5.16 Several ATFM Operational trial project meetings and an Airline Focus Group meeting had been held. Key considerations included:

• Timely distribution of CTOT, not less than 2 hours before Estimated Off-Block Time (EOBT) in alignment with international practice;

• Efficient and timely handling of flight plans (FPL) and ATS messages;

• FPL filing not less than 3 hours before EOBT;

• Measuring of departure compliance against CTOT and arrival compliance against significant flight arrival milestones; and

• A tiered participation level approach for ANSPs, airport operators and airspace users, enabling a wider participation;

5.17 The trial aimed to set the stage for harmonized cross-border ATFM/CDM process, procedures and business rules, potentially leading to development of a common solution for region-wide or inter-region adoption, and was a crucial step towards implementation of provisions of the Asia/Pacific Seamless ATM Plan.

5.18 The meeting agreed that the Collaborative ATFM Operational Trial outcomes would further refine the regional ATFM concept and provide a more definitive capability requirement for regional implementation of cross-border ATFM. This would effectively contribute towards the comprehensive later revision and update of the regional Framework for Collaborative ATFM.

CDM in the Context of the Regional ATFM Framework (WP/13)

5.19 India presented a view of CDM processes needed for a regional ATFM framework. As the regional ATFM framework took shape it was necessary that a regional CDM environment was conceptualized.

5.20 During India’s process of implementation of ATFM/CDM it was apparent that the concept of CDM was understood in different ways, including the (incorrect) belief that CDM was synonymous with A-CDM.

5.21 CDM processes enabled CDM partners to share information and work together more efficiently and transparently with the common goal of improved overall performance, bringing a common situational awareness to all partners. CDM was defined in ICAO Doc 9971 as the process focused on how to decide on a course of action articulated between two or more community members through [which], ATM community members share information […] and agree on and apply the decision-making approach and principles. CDM was a partnership philosophy that facilitated harmonization, and required a cultural change within the ATFM community.


5.22 The CDM concept was fairly easily understood when applied at the airport level in the form of A-CDM, but when the same concept was amplified to a larger national environment the interactions among the stakeholders became more complex, involving different business objectives, complex data sharing mechanisms, regulatory role and military needs, etc. It was important to scale up DCM processes gradually, which needed a flexible collaboration mechanism to allow a gradual increase in CDM participation capability.

5.23 The regional ATFM framework should be inclusive, transparent, build trust, allow information sharing through a common platform, and achieve common situational awareness for all partners to provide for efficient exchange of operational and strategic information, strategic cooperation and optimization of traffic flows.

5.24 The information provided to the meeting included suggested CDM partners and stakeholders, and CDM processes. There was a need to define levels of engagement, roles/responsibilities, participation processes, obligations, compliance requirements and access privileges, depending on the levels of participation.

5.25 The meeting noted that A-CDM and ATFM could be, and were in many cases, implemented independently, but collaborative practices and interfaces between them resulted in overall network improvement.

5.26 India agreed to provide draft guidance in CDM processes for inclusion in the Framework.

Information Sharing and Statistics Analysis Templates for ATFM Initiatives in Japan (IP/03)

5.27 Japan had commenced ATFM operations in domestic airspace in 1994. Improvements in ATFM operations across FIR boundaries had been pursued, such as the Letter of Agreement (LOA) regarding International ATFM operations with Incheon Area Control Centre. ATFM had implemented for domestic en-route sectors and at major international airports. ATFM Service Conferences were held biannually, where the ATM Service Operational Annual Report was used for discussion of the introduction of new ATFM methodology.

5.28 An example of an ATFM Daily Plan was provided to the meeting, along with a template of statistical data on the Annual Report of Fukuoka Air Traffic Management Centre (ATMC).

ATC Sector Capacity Assessment Workshop (IP/04)

5.29 The meeting was provided with an update on proceedings at an ATC Sector Capacity Assessment workshop held in Bangkok, Thailand, on 26 and 27 November 2014. The information highlighted that a correct understanding of the capacity of sectors/airports is a vital input for any decision on the application of ATFM measures.

5.30 The EUROCONTROL ATC Capacity Analyser (CAPAN) methodology and Re-Organized ATC Mathematical Simulator (RAMS) had been used to describe the various steps in a capacity assessment process and conduct fast-time simulations.

5.31 The information provided included a simplified description of the steps required to carry out a standard capacity assessment methodology. It was noted that a capacity assessment methodology should use a simulation engine which allowed reproduction of the ATC environment, and should follow a reiterative process of validation involving active ATC staff. The total time required for setting up the capacity assessment model, conducting workshops with ATC, running the simulation and verifying the results would take 8 to 11 days.


5.32 It was noted that the capacity assessment methodology could also be used to determine the benefits in capacity terms of ATM system capability improvements such as ATS Inter-facility Data Communications (AIDC) or improved reliability and availability of surveillance and communications systems. While fast-time simulator applications may be readily available, the success of the capacity assessment required the necessary fast-time simulator operation and ATC knowledge and skills.

Capacity Management Procedure and Practice in China (WP/19)

5.33 China had completed the capacity assessment for 373 area and approach control sectors, and for the airport acceptance rates (AAR) and airport departure rates (ADR) of the top 24 airports.

5.34 Several methods for assessment of ATC capacity during normal levels of activity were used, including radar simulator assessment of ATC workload, analysis of historical data, assessment based on computer simulation and mathematical modelling. Factors to be taken into account included categories of ATS provided, complexity, ATC workload, technical reliability and availability of communications, navigation and surveillance (CNS) and associated standby systems and procedures, ATC system capability and any other factors affecting ATC workload.

5.35 Airspace and airport capacity evaluations were carried out whenever a range of defined situations occurred, and in the case of airports at least every 5 years according to the strategic plan. Airport ATC capacity was also reviewed on a quarterly basis.

5.36 Declared capacity, taking into account factors such as weather, staff and equipment, and historical data relating to the effects of weather, runway operation mode, airspace limitations, etc., was used in the pre-tactical and tactical ATFM phases.

5.37 The importance of including the effects of military activity in capacity assessments was noted, particularly the need to conduct 2 assessments for affected airspace; one with military operations active, and one with military operations deactivated.

5.38 The Regional Framework for Collaborative ATFM would provide some simple guidance on capacity assessment, with this information also considered.

Airspace Flow Program in the South China Sea Area (IP/06)

5.39 China provided information on its planning for an airspace flow program in the South China Sea area, to maximize the use of available airspace capacity and reduce flight delays on several ATS routes. The objectives were to provide a response to airspace capacity decreases due to weather, reduce or gradually replace other less efficient measures such as miles-in-trail (MIT), strengthen CDM between ATFM units and airspace users, promote collaborative re-routing away from congested routes, and contribute to the Asia/Pacific Region ATFM concept.

5.40 Information was provided on three steps, including distribution of evaluated delay information, reception of airspace user responses indicating acceptance of the delay or alternate courses of action, and re-evaluation of the delay following user responses.

5.41 The meeting noted that multi-lateral procedures were in place for large scale weather deviations (LSWD) in the South China Sea area. It was also noted that the Multi-Nodal ATFM operational trial would address ATFM measures alleviating airspace constraints in its later phases.

5.42 It was also noted that increased capacity on the ATS routes concerned was the most important consideration, and that capacity enhancement in the area was currently being addressed under South East Asia ATS Coordination Group (SEACG) Decision SAIOCG4/SEACG22/2.


5.43 It was suggested that collaboration with other stakeholders for airspace flow programs in other affected airspace outside the South China Sea area could also be considered. Other Stakeholders were encouraged to participate in research of the airspace flow program.

ATFM Principles (WP/10)

5.44 The Secretariat presented the latest version of the draft ATFM Principles that would be included in the Regional Framework for Collaborative ATFM (ATFM/SG/4 WP/10 Attachment A)

5.45 The development of the principles had taken into account those of higher level documents including the Asia/Pacific Region Seamless ATM Plan, the Asia/Pacific Region ATFM Concept of Operations and ICAO Doc 9971, those developed by ATFM/SG, and key elements of the Regional ATFM Concept proposed under WP/04.

5.46 The principles, annotated with outcomes of the meeting’s discussion, are included in Appendix C to this report. Further refinement of the principles would be conducted offline, for subsequent inclusion in the framework document.

ASBU Block-0 Applicability to the Regional ATFM Framework (WP/11)

5.47 The meeting was provided with a summary of Aviation System Block Upgrade Block-0 modules applicable to the Regional Framework for Collaborative ATFM, together with the 10 Regional Priorities and Targets endorsed by APANPIRG/25.

5.48 Background information on ASBU Block-0 modules intended to be mapped to performance objectives of the Framework was provided (ATFM/SG/4 WP/11 Attachment A).

5.49 Comments received included the addition of ATFM-related benefits of B0-ASUR (earlier surveillance of aircraft providing real-time information for update of ATFM system information) and the need for alignment of B0-RSEQ and item 33 of the ATFM Principles.

5.50 The information would be further updated before presentation in the Framework.

ATFM Terminology (WP/06)

5.51 Global development of ATFM had largely been undertaken in isolation by individual ANSPs, EUROCONTROL, ICAO Sub-Regions or other informal groups of States, or by ATFM system vendors. This had resulted in differences in concept development and in the technical terms used for operational and technical coordination of ATFM information.

5.52 ATFM/SG/3 agreed to develop a standardized ATFM terminology to promote harmonization and interoperability of CDM/ATFM systems and procedures. The work was undertaken by an ad hoc group led by CANSO and Thailand, and including India, Japan and Singapore.


5.53 The terms and definitions were determined in consultation between the ad hoc group and ICAO Regional Office, and were drawn from those used by Australia, Canada, EUROCONTROL, Japan, South Africa and USA, and those in the Flight Information Exchange Model2 (FIXM) data dictionary. The proposed terminology was presented at the Global ATFM Conference held in Cancun, Mexico, in November 2014.

5.54 Appendix D provides the terminology proposed for inclusion in the Framework, including the acronym, description and source/history for each term, annotated with comments provided by the meeting.

ATFM Communications (WP/12)

5.55 Information on ATFM communications, communications capability and protocols for inclusion in the Framework was presented to the meeting.

5.56 The Regional ATFM Concept (WP/04) advocated web-based interfaces as the primary communications medium for the coordination of ATFM information.

5.57 The meeting agreed that FIXM version 3.0, and version 4.0 when available, as extended for Asia/pacific Regional requirements, should be the regional ATFM information exchange model.

5.58 ATFM information could also be shared via other communications media including dedicated voice communications channels, public telephone networks or AFTN.

5.59 ATFM/SG/4 WP/12 Attachment A provided a draft of the following for consideration by the meeting:

• Minimum functional HMI requirement for web-based ATFM system communication interfaces;

• Phraseology for ATFM messages exchanged by voice between ATFM/ATC units and ATC units/pilots; and

• AFTN message formats for exchange of ATFM messages.

5.60 It was clarified during the meeting that purpose of the functional HMI proposal was to illustrate the minimum ATFM information that should be available to each stakeholder, and which elements of that information a stakeholder could enter or change.

5.61 The meeting indicated that more time was required for review and further consultation on the minimum information exchange and interaction, phraseology and AFTN message formats. It was also noted that the proposed communication protocols dealt only with the exchange of ATFM measures, but did not address standardized exchange of other information such as capacity constraint information and the ATFM Daily Plan.

2 FIXM was part of a suite of data exchange formats including Aeronautical Information Exchange Model (AIXM) and Meteorological Information Exchange Model (WXXM) intended to provide a global standard for information exchange. More information can be found at www.fixm.aero.

http://www.fixm.aero/


Suggestions of ATFM Information Interaction in Asia/Pacific Region (WP/20)

5.62 China presented information suggesting the setting up of a collaborative ATFM information platform. With the further implementation of CDM/ATFM in the Asia/Pacific Region the operations of the distributed multi-nodal ATFM platform would have a higher degree of dependence on information sharing.

5.63 China had commenced development of an ATFM information sharing platform for the Sanya FIR. The main functions in the first phase of implementation were the sharing of flow control, traffic capacity and weather information. Phase 1 was planned to be completed in 2015 in alignment with the first phase of the Multi-Nodal ATFM Operational Trial. The information sharing platform could be extended to include slot times, airport arrival rates (AAR) and dynamic monitoring, and could be extended to all trial participants.

5.64 It was suggested that the Multi-Nodal ATFM Operational Trial involves multiple stakeholders communicating with multiple nodes. It was also suggested that development of information sharing platform could be complementary to the Multi-Nodal ATFM Operational trial and could be pursued in parallel.

5.65 China clarified that the purpose of the proposed platform was the exploration and research of the sharing of information and that other States may wish to engage.

5.66 It was noted the multi-nodal ATFM operational trial was in a very early stage of development, and it needed to progress before the development of more definitive requirements for cross-border ATFM.

ATFM Interface with Airport CDM (WP/14)

5.67 ATFM/SG had included in its task list the research and extraction of appropriate information and guidance from the EUROCONTROL A-CDM Manual to use as guidance material in the Regional ATFM Framework.

5.68 After further coordination by the Secretariat it became apparent that the development of Regional guidance material for A-CDM should more appropriately be conducted by the APANPIRG Aerodrome Operation and Planning Working Group (AOP/WG), with its more detailed understanding of airport operations and greater participation of airport operators and ACI.

5.69 ACI was developing industry best practice guidance material on the introduction of Airport CDM, in collaboration with CANSO and IATA and intended for worldwide use. The ICAO Aerodrome Design and Operations Panel was expected to formalize an A-CDM task force to prepare global A-CDM guidance based on this material, with the tentative target date for delivery of the draft A-CDM manual, forming Part III of Doc. 9971, on 1 September 2015.

5.70 The key role for ATFM/SG was to ensure harmonization of ATFM and A-CDM concepts and interfaces, to ensure regional interoperability.

5.71 Airport CDM stakeholders including airport and aircraft operators were also stakeholders in ATFM, and would be participants in ATFM communications either through the proposed web-based information sharing mechanisms or other conventional ATM communications. The terminology discussed under WP/06 included terms that were shared between ATFM and A-CDM domains. ATFM/SG would coordinate with AOP/WG to ensure that regional guidance for A-CDM takes into account the terminology developed by ATFM/SG, and the agreed information exchange model.


5.72 A-CDM and ATFM outcomes would be improved by the calculation of variable taxi times, providing more accurate shared information between the two domains and AMAN/DMAN systems and processes. The meeting noted that times nominated in ATFM measures all included a tolerance either side of the time, and that States should determine the required accuracy of variable taxi times, i.e. calculated with reference to the gate or the apron.

5.73 The meeting agreed that the following should be included in the Framework and coordinated with the AOP/WG to ensure harmonization between ATFM and A-CDM:

• Agreed common terminology and definitions to be used in ATFM and A-CDM;

• The ATFM communication items proposed in ATFM/SG/4 WP/12 Attachment A, when finalized;

• The agreed ATFM data exchange model (FIXM); and

• The expectation that States conduct study of taxi times at all controlled airports, and that the results of the study are used in ATFM and A-CDM system data.

MET to Support ATM and MET for the Terminal Area (IP/02)

5.74 The Secretariat presented an overview of the status of development of provisions relating to meteorological information to support ATM (including ATFM) and meteorological services for the terminal area. The meteorological service provided for the aerodrome and terminal area needed to evolve to fill the gap between traditional products in ICAO Annex 3 and user requirements to support the global ATM system. Some states had developed ATM-tailored meteorological information for use in sophisticated ATM decision support tools.

5.75 The ICAO Air Navigation Commission (ANC) had approved a proposal for the establishment of the Meteorology Panel (METP). It was envisaged that expert groups determined by METP would assist the Secretariat in the development of global provisions such as SARPS and amendments in Annex 3 relating to meteorological information to support ATM and Meteorological services in the terminal area.

5.76 The meeting was reminded that the Asia/Pacific Region Meteorological Requirements Task Force (MET/R TF) was tasked to evaluate requirements for meteorological information in support of ATM/ATFM and to assist States to develop meteorological services to meet the requirements. It was envisaged that as the global provisions were developed, regional implementation of meteorological services to support ATM in the terminal area would be facilitated through the appropriate regional group/s. In the meantime, the MET/R TF would continue to promote coordination between the MET and ATM communities to enhance the level of understanding of the requirements and the capabilities for meteorological information in support of ATM.

Meteorological Product Requirements for ATFM (WP/21)

5.77 Hong Kong, China presented a description of the Met services required to support ATFM and suggested a way forward for ATFM providers to collaborate with Met providers in providing products enabling simple but accurate interpretation of capacity-related weather phenomena.

5.78 The ability to accurately perform pre-tactical and demand-capacity assessment was reliant on the predictability of events that will impact capacity. In the case of weather-related constraints, the traditional Annex 3 services in support of aerodrome operations and FIR/Global operations did not fully address the needs of ATFM.


5.79 When predicting the capacity of an airport with regard to forecast meteorological conditions, it was important to not only consider the runway/s and immediate airport surroundings, which were covered by the Aerodrome Forecast (TAF) to a distance of 8km, but to also take into consideration the ability for air traffic to flow via the terminal area on the normal arrival routes and instrument approach procedures to that airport.

5.80 In particular, weather affecting the airspace in the vicinity of the primary holding areas and initial approach fixes could have a significant impact on the delivery of flights into the approach airspace and onto the runway.

5.81 In current Annex 3 provisions the intensity and spread of significant weather in such specific areas is insufficiently defined in terms of what is generally regarded as operationally acceptable for modern airline aircraft. The information was also produced in a largely coded format, making rapid interpretation difficult for ATM officers.

5.82 To enable capacity determination ATM providers should collaborate closely with their respective MET authorities to develop products, as MET service providers were not always aware of what was important to ATM in terms of airport/airspace capacity. To enable such products to be produced, ATFM providers should identify and inform Met providers the key thresholds for various met criteria having a quantifiable impact on airport and terminal airspace capacity. E.g. headwind, crosswind, visibility, ceiling, wind shear, convective weather at the IAF, convective weather in the vicinity of primary holding/sequencing areas.

5.83 In terms of the wider Terminal area, similar defined criteria, thresholds and colour coding could enable rapid interpretation of impact on operations. Figure 2 shows an example of initial approach fix (IAF) and holding stack prediction based on weather intensity and coverage area.

Figure 2: IAF and Holding Stack Prediction Tools

5.84 When identifying these criteria, ATM providers should consider thresholds that, for example, dictate a change in runway operating mode, a change in runway dependency, a change in inter-arrival spacing, a change in nominal aircraft approach speeds, an exceedence of a large proportion of aircraft operating limitations (eg maximum crosswind component), an inability to commence an approach via the IAF, or an inability to hold in the primary published holding areas, etc, to assist in a rational quantification of an airport acceptance rate (AAR).


5.85 When considering the lead time requirements for such forecast products, it was necessary to strike a balance between the desired probability and accuracy and the target ATFM aircraft population. For ground delay programs it was therefore desirable that the forecast period cover at least 6-8 hours ahead to encompass the majority of regional length flights with notification of ATFM measures an acceptable time before EOBT.

5.86 ATFM providers should closely collaborate with MET providers so that specific products could be formulated rather than, for example, a simple truncation of an existing longer term forecast which had insufficient accuracy.

5.87 The information provided by Hong Kong China would be used to develop guidance for States in engaging with their MET service providers for the development of products for ATFM purposes.

5.88 It was noted by the meeting that the development of specialized MET products would incur costs. Such products should therefore only be defined for situations where there was an established need, such as demand exceeding capacity or growing traffic demand nearing capacity.

ATFM Training Requirements (WP/09)

5.89 The meeting was presented with a first draft of an ATFM Training Requirements document prepared by the European Union (EU) - Association of South East Asian Nations (ASEAN) Air Transport Integration Project (AATIP), supported by an in coordination with AEROTHAI, Thailand. While presented as an EU-AATIP deliverable, when the document reached an acceptable level of maturity it would also be submitted to ICAO as draft material for inclusion in a future version of ICAO Doc. 9971.

5.90 An ATFM service must be staffed by personnel with sufficient knowledge and understanding of the ATM system they support, and the potential effects of their work on the safety and efficiency of air navigation. Doc. 9971 recognized the requirement for training all stakeholders in an ATFM service including airspace users and ATS personnel, in addition to those directly responsible for ATFM functions.

5.91 The draft Training Requirements document, providing generic guidance on ATFM training, was provided at ATFM/SG/4 WP09 Attachment A. It was noted that the training requirement document was presented in a form that facilitated the tailoring of training, dependent on the role or function of the individual being trained

5.92 The meeting discussed whether there was any requirement for licensing of ATFM personnel, and noted that this was a matter for State regulators. ICAO SARPS did not require licensing. CANSO advised that, for instance, Australia and South Africa issued a Certificate of Competency supported by a robust program of regular competency assessment. The USA did not license ATFM or ATC personnel, who in both cases were certified to carry out their functions.

5.93 . It was also noted that while personnel could be selected for ATFM training from a broad range of related backgrounds such as ATC, pilots, airline operations and airport operations, in certain ATFM analysis and execution roles it was necessary that they have significant experience in ATC operations and a deep understanding of what may be operationally achievable when preparing an ATFM program, and of the potential operational impacts.


5.94 To ensure where practicable the alignment of the Training Requirements document with current regional practices States were requested to provide information on their current ATFM selection and training practices and guidance material through the Secretariat, for further development and enhancement of the training requirements document.

5.95 Guidance from the document would be included in the Framework.

ATFM Phases and Processes (WP/15)

5.96 The Secretariat provided information on ATFM Operational management in the Strategic, Pre-Tactical and Tactical ATFM Phases, describing process steps for determining capacity and demand, and ATFM planning in each phase.

5.97 ATFM/SG/3 had agreed that the CDM/ATFM Concept of Operations provided by Thailand would provide valuable input into the Framework. The concept information was provided in a flow-chart form, identifying information sources that should be taken into account when determining demand and capacity in each of the three ATFM phases. The graphical information provided by Thailand was provided in ATFM/SG/4 WP15 Attachment A, and would be included as guidance material in the Framework after revision to render it more generic.

5.98 The meeting discussed the key consideration of post-operations analysis, and whether this should also be considered an ATFM phase. It was clarified that ATFM should be considered to consist of 3 stages; Planning, Operations and Post Operations Analysis. The Strategic, Pre-Tactical and Tactical phases of ATFM were within the Operations stage. Guidance material on post-operations analysis should also be considered for inclusion in the Framework.

ATFM Capability and Performance Improvement Plan (WP/16)

5.99 ATFM/SG had previously discussed the suite of ATFM capability elements that should be defined in the Regional Framework for Collaborative ATFM, and the categorization of airports and airspace for ATFM purposes

5.100 When considering the ATFM capability and the airports or airspace to which any specific capability should be applied, the expected implementation timing should also be taken into account.

5.101 The Secretariat proposed an updated suite of items to be included in regional ATFM capability, and a refined categorization of applicable airports and airspace based on the Asia/Pacific Seamless ATM Plan.

5.102 ATFM/SG/3 had considered that ATFM was an organization-wide function of an ANSP, rather than being compartmented. While a rigid categorization may not therefore be desirable, a refinement of the categorization of airports and airspace may assist States to define and prioritize their implementation of ATFM services. It was also considered that the definition of high-density airports (airports with 100,000 movements or more per annum) was not sufficiently detailed, and a better measurement may be movements per hour or annual passenger numbers.


5.103 It was proposed that ATFM should as a minimum be implemented to provide services to flights expected to operate to or in the following airport and airspace categories, in alignment with the Seamless ATM Plan:

• Airports:

- Busiest Asia/Pacific Aerodromes identified in the Seamless ATM Plan3;

- Airports where hourly arrival demand is greater than a (yet to be specified) percentage of airport capacity are experienced;

• Airspace:

- Terminal areas supporting the busiest Asia/Pacific Aerodromes; and

- En-route sectors supporting the busiest Asia/Pacific city pairs or major traffic flows (Figure 3):

Figure 3: High Density FIRs and Busiest City Pairs4

3 The Seamless ATM Plan identifies the busiest Asia/Pacific aerodromes (2012 data):

• Australia (Sydney, Melbourne); • China (Beijing, Shanghai Pudong and Hong Jiao, Guangzhou, Hong Kong, Xi’an, Shenzhen,

Chengdu, Kunming); • India (New Delhi, Mumbai); • Indonesia (Jakarta); • Japan (Haneda, Narita); • Malaysia (Kuala Lumpur); • Philippines (Manila); • Republic of Korea (Incheon); • Singapore (Changi); and • Thailand (Suvarnabhumi).


5.104 A number of proposed performance objectives of the Framework could reasonably be expected to be implemented in alignment with the Seamless Plan’s PARS/PASL Phase I. Other near-term objectives may require further time for State planning and implementation. More complex or demanding ATFM objectives should be aligned with Seamless Plan PARS/PASL Phase II. It was therefore proposed that ATFM performance objectives for the Region are implemented in phases:

• Expected implementation by 12 November 2015:

- Regional ATFM Capability Phase 1A

• Expected implementation by 10 November 2016

- Regional ATFM Capability Phase 1B

• Expected implementation by 08 November 2018

- Regional ATFM Capability Phase 2

5.105 The ATFM capability, airspace and airport categorization and implementation timing was included in a proposed draft performance improvement plan (ATFM/SG/4 WP/16 Attachment A).

5.106 The points of discussion in the meeting are summarized as follows:

• Possible difference of philosophy regarding what constitutes strategic capacity improvement;

• Capacity improvements relating to airspace and ATS route re-design could be coordinated with the ICAO Asia/Pacific Region Performance-based Navigation Implementation Coordination Group (PBNICG);

• State timing of implementation of performance objectives may be affected by system procurement projects already in progress, resulting in stand-alone ATFM systems;

• Where demand did not yet exceed capacity, implementation of ATFM capability should be based on careful analysis of current traffic and expected growth in the next 5 years;

5.107 It was noted that the performance improvement plan would be further refined for presentation to ATFM/SG/5, and would be dependent on the outcomes of Phase 2 of the IATA ATFM Study (WP/03).

4 Source: Asia/Pacific Seamless ATM Plan


Agenda Item 6: Any Other Business

Chicago Center Outage and Contingency Preparedness

6.1 USA provided a presentation on the Chicago Center outage, detailing the contingency response and demonstrating the effectiveness of well-developed ATFM processes in the management of contingency situations. The contingency response had included ATFM measures such as Ground Stop and Collaborative Trajectory Options, and the application of ATFM measures using CTOT to meter traffic entering the constrained resource.

6.2 The key theme noted by the meeting was that of collaboration among all stakeholders. The value of including a direct contact facility for international operators in the ATFM facility was noted, as was the need for well-planned ATFM during the process of resuming normal operations.

Continuance of the ATFM/SG

6.3 The meeting discussed the matter of the continuance of ATFM/SG. The meeting was firmly of the view that ATFM/SG had an ongoing function to perform in the region beyond the production of version 1 of the Regional Framework for Collaborative ATFM.

6.4 It was noted that the ATFM/SG Terms of Reference did not include any indication of a limited life for the group, but did include the requirements to inter alia maintain an overview of CDM/ATFM programs in the region and review the effectiveness of existing and planned ATFM programs.

6.5 The meeting requested that the Secretariat clarify the issue of the expected duration of the group, with a view to ATFM/SG/5, if necessary, developing a Draft Decision, proposing the extension of the life of the group.

Agenda Item 7: Review of the Task List

7.1 The meeting agreed that to the updated task list included as Appendix E to this report.

Agenda Item 8: Date and Venue of the Next Meeting

8.1 The next meeting would be held from 30 March to 3 April 2015 at the ICAO Asia and Pacific Regional Office, Bangkok, Thailand.

Closing of the Meeting

9.1 The Chair thanked the meeting participants for their contributions.

------------------------

ATFM/SG/4 Appendix A to the Report

A – 1

List of Participants

Name Title/Organization TEL/FAX/E-MAIL

1. CHINA (5)

1. Mr. Miao Zhixin

Engineer Air Traffic Management Bureau (ATMB) Building No. 12 Zhonglu, Third Ring Road East Chaoyang District, Beijing 100022

Tel: +86 (0) 137 1107 1191 Fax: Email: [email protected]

2. Mr. Fu Yongqiang Engineer Air Traffic Management Bureau (ATMB) Haiyunsiheyuan 2-1403, Haidian 6 east road Haikou, Hainan China

Tel: +86 (0) 138 7602 7727 Fax: +86 (0) 6575 1400 Email: [email protected]

3. Mr. Ding Lei Engineer No. 1 Capital Airport Beijing China

Tel: +86 (0) 136 4136 0326 Fax: Email:

4. Mr. Chen Wenchao Engineer No. 1 Capital Airport Beijing China

Tel: Fax: Email: [email protected]

5. Mrs. Wang Rui Engineer No. 1 Capital Airport Beijing China

Tel: Fax: Email: [email protected]

2. Hong Kong China (2)


A – 2


6. Mr. Peter Chadwick Senior Operations Officer Civil Aviation Department CAD Headquarters 1 Tung Fai Road Hong Kong International Airport Lantau, Hong Kong

Tel: +852-2910 6411 Fax: +852-2910 1655 E-mail: [email protected]

7. Mr. Luk Kwing Man Thomson Evaluation Officer Civil Aviation Department CAD Headquarters 1 Tung Fai Road Hong Kong International Airport Lantau, Hong Kong


3. INDIA (1)

8. Mr. Manjunath Krishna Nelli Joint General Manager (ATM) Airports Authority of India Rajiv Gandhi Bhawan Safdarjung Airport New Delhi 110003 India

Tel: +91 (11) 24657902 Fax: E-mail: [email protected]

4. INDONESIA (1)

9. Mr. Indra Gunawan Chief of Air Traffic Management Directorate General of Civil Aviation Ministry of Transportation Jl. Medan Merdeka Barat No. 8 Jakarta 10110 Indonesia

Tel: +62 21 350 6451 Fax: +62 21 350 7569 E-mail: [email protected] [email protected]


A – 3


10. Mr. Teguh Harnomo Manager ATFM AirNav Indonesia Jl. Ir. Juanda, Desa Karang Anyar, Neglasari, Tangerang Banten Indonesia15121

Tel: +62 21 5591 5000 Fax: +62 21 5591 5100 E-mail:

11. Mrs. Ida Yuniarti AirNav Indonesia Jl. Ir. Juanda, Desa Karang Anyar, Neglasari, Tangerang Banten Indonesia15121

Tel: +62 21 5591 5000 Fax: +62 21 5591 5100 E-mail:

12. Mr. Arief Widyantoro Service Planning Sr. Analyst AirNav Indonesia Jl. Ir. Juanda, Desa Karang Anyar, Neglasari, Tangerang Banten Indonesia15121

Tel: +62 21 5591 5000 Fax: +62 21 5591 5100 E-mail:

5. JAPAN (3)

13. Mr. Natsuki Ibe Special Assistant to the Director ANS Planning Division Japan Civil Aviation Bureau Ministry of Land, Infrastructure, Transport and Tourism 2-1-3 Kasumigaseki Chiyoda-ku, Tokyo 100-8918 Japan

Tel: +(81) 3-5253 8739 Fax: +(81) 3-5253 1664 E-mail: [email protected]


A – 4


14. Mr. Takayuki Harada Special Assistant to the Director ATC Division Japan Civil Aviation Bureau Ministry of Land, Infrastructure, Transport and Tourism 2-1-3 Kasumigaseki Chiyoda-ku, Tokyo 100-8918 Japan


15. Ms. Tomoko Ishikawa Chief, Operation Section ATC Division ANS Department Japan Civil Aviation Bureau Ministry of Land, Infrastructure, Transport and Tourism 2-1-3 Kasumigaseki Chiyoda-ku, Tokyo 100-8918 Japan


6. LAO PDR (2)

16. Mr. Bountaeng Symoon Director of Air Navigation Department of Civil Aviation Wattay International Airport P.O. Box 119 Vientiane Lao PDR

Tel : +856 21 512 614 Fax : +856 21 520 237 Email : [email protected]

17. Mr. Amdounla Salinthone Director of ATS Center Lao Air Traffic Management Wattay International Airport P. O. Box 2985 Vientiane Lao PDR

Tel: +856 21 512 006 Fax: +856 21 512 216 E-mail: [email protected]


A – 5


7. MALAYSIA (1)

18. Mr. Lam-Leong Chew Deputy Director (Operations) Department of Civil Aviation Malaysia Air Traffic Management Sector No.27 Perslaran Perdana Level 4, Block Podlum B, Preclnct 4 Federal Government Administration Center 62618 Putrajaya Malaysia

Tel: +603 8871 4210 Fax: +603 8881 0530 E-mail: [email protected]

8. NEW ZEALAND (1)

19. Mr. Andy Boyd Manager Terminals – Service Delivery Airways New Zealand Civil Aviation Authority of New Zealand 26 Sir William Pickering Drive Russley, Christchurch, 8053 New Zealand

Tel: +64-3-357 2848 Fax: +64-3-357 2828 E-mail: [email protected]

9. PAKISTAN (1)

20. Mr. Mohammad Akhtar Zaidi General Manager (ATS) Pakistan Civil Aviation Authority Headquarters Terminal-I Jinnah International Airport Karachi 75200

Tel: 92-21-9924 2044 Fax: 92-21-9924 2045 Email: [email protected]

10. REPUBLIC OF KOREA (2)

mailto:[email protected]


A – 6


21. Mrs. Koo Eunjeong Assistant Director Air Traffic Conter Ministry of Land, Infrastructure and Transport Gonghang-ro 272, Woonseo-dong Incheon City Republic of Korea

Tel: +82-32-880-0234 Fax: +82-32-880-2381 Email: [email protected]

22. Mr. Kim Min Soo Assistant Director Air Traffic Management Division Ministry of Land, Infrastructure and Transport #11 Doum-ro6, Sejong Special Self-governing City Republic of Korea

Tel: +82-44-201-4296 Fax: +82-44-201-5631 Email: [email protected]

11. SINGAPORE (4)

23. Mr. Kuah Kong Beng Consultant (ATM Operations) Centre of Excellence for ATM Programme Office (CEPO) Civil Aviation Authority of Singapore Singapore Changi Airport P.O. Box 1 Singapore 918141


24. Mr. Sivapirakasam R ATC Manager ATM Operations Planning Civil Aviation Authority of Singapore Singapore Changi Airport P.O. Box 1 Singapore 918141


25. Mr. Kathirvelu Krishnan

Senior ATC manager Civil Aviation Authority of Singapore Singapore Air Traffic Control Center 60 Biggin Hill Road Singapore 509950



A – 7


26. Mr. Jack Toh Engineer (ATM Systems Projects) Civil Aviation Authority of Singapore Singapore Air Traffic Control Center 60 Biggin Hill Road Singapore 509950


12. THAILAND (6)

27. Mr. Piyawut Tantimekabut Engineer Manager Network Operations ATM Centre Aeronautical Radio of Thailand Ltd. 102 Ngamduplee Tungmahamek Sathorn Bangkok Thailand


28. Mr. Arthit Tosukolvan Senior System Engineering Network Operations ATM Centre Aeronautical Radio of Thailand 102 Ngamduplee Tungmahamek Sathorn Bangkok Thailand


29. Mr. Sugoon Fuchareon Engineer, Network Operations ATM Center Aeronautical Radio of Thailand 102 Ngamduplee Tungmahamek Sathorn Bangkok Thailand

Tel: Fax: +662 287 8645 E-mail: [email protected]

30. Mr. Chonlawit Banphawatthanarak Engineering Manager Aeronautical Radio of Thailand 102 Ngamduplee Tungmahamek Sathorn Bangkok Thailand



A – 8


31. Mr. Aunrak Chankana Transport Technical Officer Department of Civil Aviation 72 Ngamduplee Tungmahamek Sathorn Bangkok Thailand


32. Gp.Capt. Sukoun Indeesri ATC Specialist Department of Civil Aviation 72 Ngamduplee Tungmahamek Sathorn Bangkok Thailand


13. UNITED STATES (2)

33. Mr. Franklin McIntosh CDM Manager – National and International ATO System Operations Federal Aviation Administration ATCSCC Warrenton, VA USA

Tel: +1-540-422 4130 E-mail: [email protected]

34. Mr. Brian Bagstad Senior ATO Representative, Asia and Pacific Region Federal Aviation Administration c/o US Embassy Singapore 27 Napier Road Singapore 258508

Tel: +65-6476 9462 E-mail: [email protected]

14. VIET NAM (3)

35. Mr. Nguyen Manh Quang Director of Air Traffic Coordination Center (ATCC) of VATM Viet Nam Air Traffic Management (VATM) Viet Nam Air Traffic Management Corporation No. 6/200, Nguyen Son Street Gia Lam Ha Noi, Viet Nam



A – 9


36. Mr. Nguyen Trung Bach Deputy of Air Traffic Coordination Center (ATCC) of VATM Viet Nam Air Traffic Management (VATM) Viet Nam Air Traffic Management Corporation No. 6/200, Nguyen Son Street Gia Lam Ha Noi, Viet Nam


37. Mr. Cao Thanh Phuc Department of ATS Viet Nam Air Traffic Management (VATM) Viet Nam Air Traffic Management Corporation No. 6/200, Nguyen Son Street Gia Lam Ha Noi, Viet Nam


15. CANSO (2)

38. Mr. Chiang Hai Eng Director Asia Pacific Affairs Civil Air Navigation Services Organization C/O Singapore Changi Airport P.O Box 1, Singapore 918141

Tel: +65 6541 2007 Fax: +65 6543 4995 Email: [email protected]

39. Mr. Stuart Radcliffe CANSO OSC Member Civil Air Navigation Service Organization 24 Algernon rd, Norwood Johannesburg South Africa

Tel: +1 703 209 5039 Email: [email protected]

16. EU/AATIP (1)

40. Mr. Anders Hallgren ATM Expert EU Sponsored project in AATIP Department of Civil Aviation, Thailand 72 Soi Ngamduplee Tungmahamek Sathorn Bangkok Thailand

Tel: +66 86 356 3632 Email: [email protected]


A – 10


17. IATA (4)

41. Mr. David Rollo Assistant Director Safety and Flight Operations International Air Transport Administration 111 Somerset Road, #14-05 TripetONE Somerset Singapore

Tel: +65-6499-2251 Fax: +65-6233-9286 E-mail: [email protected]

42. Capt. Aric Oh Deputy Chief Pilot (Technical) IATA Singapore Airline Flight Operation Technical (SIN-STC 04-C) Upper Changi Road East Singapore


43. Mr. Owen Dell Manager International Operations Cathay Pacific Airways Limited International Affairs Department 9th Floor, Central Tower, Cathay Pacific City 8 Scenic Road Hong Kong International Airport Lantau Island Hong Kong, China


44. Mr. Blair Cowles Assistant Director Safety and Flight Operations International Air Transport Administration 111 Somerset Road, #14-05 TripetONE Somerset Singapore


18. ICAO (4)


A – 11


45. Mr. Shane Sumner Regional Officer, ATM ICAO Asia & Pacific Office 252/1 Vibhavadi Rangsit Road Ladyao, Chatuchak Bangkok 10900 Thailand

Tel: +66-2-5378189 ext 159 Fax: +66-2-5378199 E-mail: [email protected]

46. Mr. Noppadol Pringvanich Chief of Regional Sub-Office APAC Regional Sub-Office 1st floor,C Section, China Service Mansion No.9 Erwei Road, Shunyi District, Beijing, China


47. Mr. Hiroyuki Takata Regional Officer, RSO, ATFM/CDM APAC Regional Sub-Office 1st floor,C Section, China Service Mansion No.9 Erwei Road, Shunyi District, Beijing, China

Tel: +86-10-64557169 Fax: +86-10-64557164 Email: [email protected]

48. Ms. Melisa Wee Regional Officer, RSO, ATFM/CDM The APAC Regional Sub-Office 1st floor,C Section, China Service Mansion No.9 Erwei Road, Shunyi District, Beijing, China


49. Mr. Liu Song Regional Officer, ROS, ATM APAC Regional Sub-Office 1st floor,C Section, China Service Mansion No.9 Erwei Road, Shunyi District, Beijing, China


19. IFATCA (1)




A – 12


50. Mr. John Wagstaff Representative International Federation of Air Traffic Controllers Associations Air Traffic Management Division ATC Complex 1 Control Tower Road Hong Kong International Airport Hong Kong

Tel: +852 2910 6453 Fax: Email: [email protected]

ATFM/SG/4 Appendix B to the Report

International Civil Aviation Organization

The Fourth Meeting of ICAO Asia/Pacific Air Traffic Flow Management Steering Group (ATFM/SG/4)

Bangkok, Thailand, 1 – 5 December 2014

LIST OF WORKING PAPERS (WPs) and INFORMATION PAPERS (IPs)

(Presented by the Secretariat)

WORKING PAPERS

NUMBER AGENDA WORKING PAPERS PRESENTED BY WP/1 1 Provisional Agenda Secretariat

WP/2 2 Related Meeting Outcomes Secretariat

WP/3 5 Regional Air Traffic Flow Management Study IATA

WP/4 5 Proposed ATFM Concept of Operations Secretariat

WP/5 5 Progress of the Collaborative ATFM Operational Trial Collaborative ATFM Ops Trial Partners1

WP/6 5 ATFM Terminology CANSO and Thailand

WP/7 2 ATFM Workshop Asia/Pacific 2014 ICAO

WP/8 2 North Asia Regional ATFM Harmonization Group (NARAHG)

China, Japan, Republic of Korea

WP/9 5 ATFM Training Requirements EU-AATIP, Thailand

WP/10 5 ATFM Principles Secretariat

WP/11 5 ASBU Block-0 Applicability to the Regional ATFM Framework

Secretariat

WP/12 5 ATFM Communications Secretariat

WP/13 5 CDM for Regional ATFM India

WP/14 5 ATFM Interface with A-CDM Secretariat

WP/15 5 ATFM Phases and Processes Secretariat

WP/16 5 ATFM Capability and Performance Improvement Plan Secretariat

WP/17 5 ATFM/SG Task List Secretariat

WP/18 4/5 Current CDM/ATFM Status in China China

WP/19 4/5 Capacity Management Procedure and Practice in China China

WP/20 5 Suggestions of ATFM Information Interaction in Asia-Pacific Region China

WP/21 5 Meteorological Product Requirements for ATFM Hong Kong, China

1 Australia, China, Hong Kong China, Indonesia, Malaysia, Singapore, Thailand, Viet Nam, CANSO, IATA and IFATCA

ATFM/SG/4 Appendix B to the Report

INFORMATION PAPERS

NUMBER AGENDA INFORMATION PAPERS PRESENTED BY

IP01 - List of Papers Secretariat

IP02 5 MET Services for ATM and the Terminal Area Secretariat

IP03 5 Templates for ATFM/CDM in Japan Japan

IP04 5 Capacity Assessment Workshop AATIP, Thailand

IP05 4 China Massive Delay Response System China

IP06 5 Ideas of AFP Operations In South China Sea Area China

ATFM/SG/4 Appendix C to the Report

C-1

Collaborative ATFM Principles

Updated or new principles are highlighted: new information and deletions

New principles arising from the proposed Regional ATFM Concept (ATFM/SG/4-WP/04) are highlighted yellow.

Aviation Regulations, Standards and Procedures

1. Increased capacity is the primary and central method for management of increasing demand.

2. Collaborative Decision-Making (CDM) to achieve optimum ATFM network outcomes while taking into account stakeholder goals.

3. An emphasis on delivery of ATFM services based where practicable on CNS capability, resulting in flexible, dynamic systems delivering optimal ATFM network outcomes while providing equity of access and delivering optimal ATFM network outcomes.

4. Regionally harmonized methodology for the collection and ongoing monitoring of demand and capacity data continuous monitoring and declaration of airport and airspace demand and capacity, the dynamic updating and sharing of capacity information, and for daily post-operations analysis.

5. Prioritization of ATFM implementation for high density airports and the busiest city pairs and FIRs.

6. Demand and Capacity inputs from automated data feeds including ATM automation systems, ATN/AFTN, and from FMPs and FOCs using web-based manual ATFM interfaces.

7. The minimum necessary ATFM Measures applied, for the shortest necessary time period and only to operations at or in capacity constrained airports or airspace.

8. Regional distributed multi-nodal network model of inter-connected sub-regional ATFM networks based on system-wide CDM, serving the busiest terminal airspace and major sub-Regional traffic flows.

9. Independent formulation of ATFM programs and measures by each ANSP for its own arrival airports and airspace sectors.

10. Participation by at least 70% of aircraft operating in or to the constrained resource.

11. Aircraft operator options for delay absorption through the flexible distribution of total ATFM measure delay per aircraft to gate hold, surface hold and/or airborne delay.

Comment [SS1]: Does not promote CDM, and does not promote understanding of impacts.

Comment [SS2]: NZ: principles 11 12 and 19 should be bundled together

ATFM/SG/4 Appendix C to the Report

C-2

12. Except in the case of flexible aircraft operator options for absorption of delay, separate ATFM measures should not be cumulatively applied to a flight.

13. Exemption from ATFM measures of emergency, humanitarian, declared medical evacuation, search and rescue, and Head-of-State flights, and other flights as determined by the State authority.

14. Direct coordination between aircraft operator and airport operator to determine maximum gate delay and surface delay.

15. Direct input of delay absorption intent into the ATFM system by aircraft operators.

16. Pilot-in-command responsibility for adherence to operational procedure for requesting speed, route or level changes where flexible delay option is exercised.

17. Continuous monitoring of compliance with ATFM measures, supported by procedures for the real-time and post-operational management of non-compliance.

18. Harmonized regional or sub-regional ATFM rules and guidelines based on the ICAO Manual on Collaborative Air Traffic Flow Management (Doc 9971).

19. Harmonized ATFM, runway sequencing (AMAN/DMAN) and A-CDM processes using common reference points and information exchange.

20. Bi-lateral or multilateral agreements between stakeholders where necessary to support common business rules for departure, destination and en-route ANSPs, airport operators and aircraft operators.

21. Development of manual processes and skills to promote practical knowledge and understanding of ATFM before implementing technology based solutions, and as a contingency response capability.

22. The use of high-fidelity simulators to train controllers and ATFMU personnel involved in ATFM procedures and techniques.

23. Consistency between the ICAO Regional Air Navigation Plan, Asia/Pacific Seamless ATM Plan and Regional Framework for Collaborative ATFM.

ATM Coordination

24. The prioritization of integrated AIDC systems for timely ATM and ATFM system updates of trajectory data, including preferred implementation of advanced AIDC messaging and configuration of systems for early delivery of AIDC messages.

Aerodromes

Comment [SS3]: Further discussion required

ATFM/SG/4 Appendix X to the Report

C-3

25. Encouragement for aerodrome operators to actively participate in ATM coordination in respect of A-CDM development and operational planning, including aerodrome complexity and capacity.

ATS Units

26. Collaboration by ANSPs for evaluation and planning of harmonized ATFM facilities.

27. Optimization of ATFM facilities through automated, networked, central flow management centres and units or equivalent virtual platforms.

ATFM Systems

28. Independent FMP/ATFM systems operated by each ANSP, connected to the sub-regional or regional ATFM network.

29. Continuous supervision, operation, adjustment, monitoring and executive control of ATFM systems and their output by trained and competent dedicated ATFM or designated ATC personnel.

30. ATFM communications via existing internet/telecommunications networks.

31. Relevant ATFM data and notifications from each ANSP, including slot assignments, distributed to stakeholders via web interfaces.

32. Encouragement of the use of dual-redundant automated ATFM processing and communications systems, ATFM processing system and communication network reliability, maintainability and availability commensurate with requirements for ATC operational platforms, surveillance and communications, supported by agreed contingency procedures and communications facilities including ATN/AMHS and public telephone systems.

33. Collaborative development of CDM, ATFM, AMAN and DMAN capability support tools.

34. Encourage the real-time sharing of dynamic air traffic data relating to flights operating or intending to operate in civil-controlled airspace, between military ATM systems and civil ATM/ATFM systems.

ATM Modernisation Projects

35. Inter-regional and sub-regional cooperation (‘clustering’) for the research, development and implementation of ATFM projects

36. A focus on harmonized technologies for earliest deployment and best cost benefits.

Comment [SS4]: Could be unreasonable as ma aircraft operators not ready for ATFM interaction web interface. ATC positions and their interaction with slot assignments are also a consideration.

Comment [SS5]: USA: ATFM systems do no have the same safety-criticality as other ATC communications and surveillance systems. ATFM has a safety function, but it is not safety-critical. Other: Telco system reliability is a factor.

ATFM/SG/4 Appendix D to the Report

D-1

Proposed ATFM Terminology - General

Proposed APAC

Acronym Term Definition Source / History

AAR Airport Acceptance Rate Arrival capacity of an airport normally expressed in movements per hour

ICAO Doc 9971 North America, South Africa, Australia, EUROCONTROL, Japan

ADR Airport Departure Rate Departure Capacity of an airport normally expressed in movements per hour North America,

South Africa, Australia

ASD Aircraft Situation Display ATC Aircraft/Traffic Situation Display

South Africa, Australia, EUROCONTROL

AFIX Arrival Fix A waypoint during the arrival phase of a flight. In the context of ATFM it could a waypoint where an ATFM Measure may be applied

North America, South Africa, Australia, EUROCONTROL, Japan

CDM Collaborative Decision-Making

Process which allows decisions to be taken by amalgamating all pertinent and accurate sources of information, ensuring that the data best reflects the situation as known, and ensuring that all concerned stakeholders are given the opportunity to influence the decision. This in turn enables decisions to best meet the operational requirements of all concerned.

ICAO Doc 9971

CDR Conditional Route ATS route that is available for flight planning and use under specific conditions EUROCONTROL ASM

Handbook


D-2

Proposed APAC


DFIX Departure Fix The first published fix/waypoint used after departure of a flight.

North America, South Africa, Australia, EUROCONTROL, Japan, FIXM 2.0

DMAN Departure Manager

A planning system to improve the departure flows at an airport by calculating the Target Take-Off Time (TTOT) and Target Startup Approval Time (TSAT) for each flight, taking multiple constraints and preferences into account

EUROCONTROL Airport CDM

EET

FCA Flow Constrained Area

An sector of airspace where normal flows of traffic are constrained, which could be caused by weather, military exercise etc.

North America, South Africa, FIXM 2.0

FMP Flow Management Position

A position in any ATCC that monitors traffic flows and implements or requests ATFM measures to be implemented"

EUROCONTROL Airport CDM ICAO Doc 9971

GDP Ground Delay Program

ATFM process where aircraft are held on the ground in order to manage capacity and demand in a specific volume of airspace or at a specific airport. In the process departure times are assigned and correspond to available entry slots into the constrained airspace or arrival slots into the constrained airport

ICAO Doc 9971

GS Ground Stop A tactical ATFM measure where some selected aircraft remain on the ground ICAO Doc 9971

MINIT Minutes in Trail

A tactical ATFM measure expressed as the number of minutes required between successive aircraft. It is normally used in airspace without air traffic surveillance or when transitioning from surveillance to non-surveillance airspace, or even when the spacing interval is such that it would be difficult for a sector controller to measure it in terms of miles

ICAO Doc 9971

Comment [SS1]: What is the function of DFIX? How is it used in ATFM? It may only be used in AMAN.


D-3

Proposed APAC


MIT Miles in Trail

A tactical ATFM measure expressed as the number of miles required between aircraft (in addition to the minimum longitudinal requirements) to meet a specific criterion which may be separation, airport, fix, altitude, sector or route specific. MIT is used to organize traffic into manageable flows as well as to provide space to accommodate additional traffic (merging or departing) in the existing traffic flows. It will never be less than the separation minima.

ICAO Doc 9971

RFIX En-route Fix A waypoint during the en-route phase of a flight. In the context of ATFM it could a waypoint where an ATFM Measure may be applied ATFM/SG

SUB Slot Swapping The ability to swap departure slots gives AUs the possibility to change the order of flight departures that should fly in a constrained area ICAO Doc 9971

Air Traffic Flow Management measure

Traffic Management Initiative

ATFM Measure which will balance demand against capacity or assist in the safe expeditious flow of traffic

ICAO Doc 9971 vs ATFM Measure, FIXM 2.0

Comment [SS2]: Does not appear in Doc 9971. Check source

Comment [SS3]: Not an acronym. Clarification required as these are generally interchangeaboe terms.


D-4

Proposed ATFM Terms – Phase of Flight

Phase of Flight

Proposed APAC


SOBT Scheduled off Block Time

The time that an aircraft is scheduled to depart from the parking position EUROCONTROL Airport CDM, FIXM 2.0

EOBT Estimated Off Block Time

The estimated time that an aircraft will start movement associated with departure

ICAO Doc 4444, FIXM 2.0

TOBT Target Off - Block Time

The time that an aircraft Operator or Ground handler estimates that an aircraft will be ready to startup/pushback immediately upon reception of clearance from the tower.

EUROCONTROL Airport CDM, FIXM 2.0

TSAT Target Start Up Approval Time

The time provided by ATC taking into account TOBT, CTOT and/or the traffic situation that an aircraft can expect start up/push back approval


COBT Calculated Off Block Time

A time calculated and issued by ATFM Unit, as a result of tactical slot allocation, at which a flight is expected to pushes back / vacates parking position so as to meet a CTOT taking into account start and taxi time.


AOBT Actual Off Block Time

The time the aircraft pushes back / vacates parking position (Equivalent to Airline / Handlers ATD – Actual Time of Departure & ACARS=OUT)


STOT Scheduled Take Off Time

The estimated take off time derived from an aircraft operators schedule, typically based on a standard taxi-out time Airport CDM TTOT

PTOT Planned Take Off Time Time aircraft is expected to take off derived from the flight plan. South Africa, Australia

TTOT Target Take Off Time

The Target Take off Time taking into account the TOBT/TSAT plus Estimated Taxi-Out Time


CTOT Calculated Take off Time

A time calculated and issued by ATFM Unit, as a result of tactical slot allocation, at which a flight is expected become airborne



D-5

Phase of Flight

Proposed APAC


ETOT Estimated Take Off Time

The Estimated take off time taking into account EOBT plus Estimated Taxi-Out Time


ATOT Actual Take Off time

The time that an aircraft takes off from the runway (Equivalent to ATC ATD–Actual Time of Departure, ACARS = OFF)


SEET Scheduled Estimated En-route Time

The estimated elapsed time of a flight derived from the aircraft operators schedule South Africa, Australia

ETO Estimated Time Over

Estimated time at which an aircraft would be over a fix, waypoint or particular location typically where air traffic congestion is expected

Needed for En Route ATFM operations, FIXM 2.0

CTO Calculated Time Over

Time calculated and issued by ATFM Unit, as a result of tactical slot allocation, at which flight is expected to be over a fix, waypoint or particular location typically where air traffic congestion is expected (referred to in FIXM 2.0 as "Airspace Entry Time - Controlled")

En Route ATFM operations, FIXM 2.0

PLDT Planned Landing Time The expected landing time of a flight derived from the flight plan North America,

South Africa, Australia

SLDT Scheduled Landing Time

Scheduled time aircraft is expected to land on a runway, typically based on Scheduled In-Block Time (SIBT) and a standard taxi-in time

Airport CDM ELDT South Africa, Australia

TLDT Target Landing Time

Targeted Time from the Arrival Management process at the Threshold, taking runway sequence and constraints into account; Progressively refined planning time used to coordinate between arrival and departure management processes


CLDT Calculated Landing Time

A landing time calculated and issued by ATFM unit, as a result of tactical slot allocation at which a flight is expected to land on a runway

Based on Airport CDM CTOT and ALDT


D-6

Phase of Flight

Proposed APAC


ELDT Estimated Landing Time

The estimated time that an aircraft will touch-down on the runway (equivalent to ETA)


ALDT Actual Landing Time

Actual time an aircraft lands on a runway (Equivalent to ATC ATA –Actual Time of Arrival = landing, ACARS=ON)


SIBT Scheduled In Block Time The Time that an aircraft is scheduled to arrive at its first parking position. EUROCONTROL

Airport CDM

CIBT Calculated In Block Time

An in block time calculated and issued by ATFM unit, as a result of tactical slot allocation at which a flight is expected to be at its first parking position.

Based on Airport CDM CTOT and AIBT

AIBT Actual in block time

The time that an aircraft arrives in-blocks (Equivalent to Airline/Handler ATA –Actual Time of Arrival, ACARS = IN)



D-7

Proposed ATFM Terminology Map

Phase of Flight Scheduled Flight Plan

Target (Airline)

Target (ANSP)

ATFM Measure Estimated Actual

Off-Block Time (OBT) SOBT EOBT TOBT TSAT COBT AOBT

Take-Off Time (TOT) STOT PTOT TTOT CTOT ETOT ATOT En-Route Elapsed Time (EET) SEET EET Time Over (TO) CTO ETO ATO

Landing Time (LDT) SLDT TLDT CLDT ELDT ALDT

In-Block Time (IBT) SIBT CIBT AIBT

Comment [SS4]: Should be considered for removal. Does not feature in ICAO FPL, and may be confused with TTOT.

ATFM/SG/4 Appendix E to the Report

E − 1

Air Traffic Flow Management Steering Group

Task List

(last updated ATFM/SG/4, 5 December 2014)

ACTION ITEM DESCRIPTION TIME

FRAME RESPONSIBLE PARTY STATUS REMARKS

2/1 Research guidance on qualifications and competencies for ATFM operators

ATFM/SG/4 ATFM/SG/5

Specialist Team/Secretariat Open First Draft of Training Requirement Document has been provided.

2/2 Research guidance material on ATFM compliance ATFM/SG/4 ATFM/SG/5

Specialist Team/Secretariat Open Can be sourced from EUROCONTROL

2/3 Further develop draft Regional Framework for Collaborative ATFM.

ATFM/SG/4

ATFM/SG/5

Specialist Team/Secretariat Open Second draft to be presented to ATFM/SG/4 Second draft to be compiled from outcomes of ATFM/SG/4

2/4 Produce interim regional ATFM guidance (extracted from draft Regional Framework).

ATFM/SG/3

18 July 2014

Specialist Team/Secretariat Open Closed

Guidance material to be presented to APANPIRG/25 for adoption Reconsidered need for Interim Guidance. Final draft version of Framework can be used as interim guidance pending APANPIRG adoption and further concept development


E − 2



2/5 Align Asia/Pacific BANP Volume 1 ATFM provisions with the ATFM framework and Doc 9971

ATFM/SG/5 Secretariat Open In consultation with ATFM/SG May require longer time frame due to transition to EANP.

2/6 Develop Regional priorities, targets and performance monitoring metrics for ASBU Module B0-NOPS

March 2014 Specialist Team/Secretariat Open Completed

To be provided to APANPIRG Sub-Group Chairs by March 2014

2/7 Conduct study to establish regional baseline of ATFM capability and develop recommended implementation strategies.

ATFM/SG/4

ATFM/SG/5

IATA Open Decision 2/2. Study completed and provided to ATFM/SG/4 Phase 2 Study/recommendations

3/1 Provide copy of Indonesia Manual of Runway and Airspace Capacity Measurement

28 March 2014 Indonesia Open Closed

Requires translation from Bahasa Indonesia.

3/2 Provide information on airport and airspace capacity assessment methodology for framework development

ATFM/SG/4 China Open Completed

ATFM/SG/4 WP/19

3/3 Coordinate with MET/R TF Secretary for information on potential Annex 3 amendments including MSTA

18 July 2014 Secretariat Open Completed

ATFM/SG/4 IP/02

3/4 Provide Points of Contact for IATA Study 21March 2014 States/ATFM/SG Participants Open Completed

3/5 Coordinate with MET/R TF to invite appropriate Aviation Meteorology experts to participate in ATFM Specialist Team activities.

28 March 2014

Ongoing

Secretariat Open

3/6 Develop a list of ATFM terminologies, definitions, their meanings and application, identifying a minimum set for interoperability

25 April 2014

ATFM/SG/5

CANSO, India Japan Singapore, Thailand

Open Minor amendments to be coordinated following ATFM/SG/4 WP/06 review.

3/7 Provide list of airport and airspace capacity improvements Incorporate Thailand capacity improvement suggestions (ATFM/SG/3 WP14)

25 April 2014

ATFM/SG/5

CANSO Secretariat

Open Capacity improvements suggestions received. Require some explanatory notes for inclusion in Framework.


E − 3



3/8 Provide list of aptitudes, skills, experience recommended for Flow Managers and ATFMU operators

25 April 2014

ATFM/SG/5

CANSO Open Received by Secretariat. Will also be updated as part of Training guidance

3/9 Research and extract appropriate information and guidance from Eurocontrol A-CDM Manual to use as guidance material in the Regional ATFM Framework

ATFM/SG/4 ICAO/Secretariat/Specialist Team

Open Closed

Referred to AOP/WG

3/10 Expand and develop CDM Project assessment form to include assessment of ATFM implementation

ATFM/SG/4

ATFM/SG/5

Secretariat/Specialist Team Open

3/11 Further develop concept of ATFM Categories of Airspace ATFM/SG/4

ATFM/SG/5

Secretariat/Specialist Team Open Refinement/simplification commenced. Further refinement following ATFM/SG/4 review

3/12 Develop draft training curriculum topics based on Thailand suggested. ATFM/SG/3 IP05

ATFM/SG/4

ATFM/SG/5

Secretariat/Specialist Team Open Draft Training Document presented to ATFM/SG/4. Undergoing further development before inclusion in Framework

3/13 Commence drafting distributed multi-node CDM/ATFM ICD Research best practice for development of ICD by ICAO regional groups.

ATFM/SG/4

ATFM/SG/5

Specialist Team Secretariat

Open Requires specialist skills. May require formation of a technical group.

3/14 Adapt Thailand CDM/ATFM Concept of Operations for inclusion in Regional Framework (ATFM/SG/3 WP15)

ATFM/SG/4

ATFM/SG/5

Secretariat/Thailand/Specialist Team

Open Initial work done. Minor amendments to be made to render charts generic.

3/15 Commence adapting Adapt multi-nodal distributed network concept for inclusion in Regional Framework. Add discussion of airspace capacity constraints and emphasis on cross-border ATFM.

ATFM/SG/4

ATFM/SG/5

Secretariat/Specialist Team Open Initial work done and reviewed by ATFM/SG/4.

4/1 Provide draft guidance on CDM processes for inclusion in Framework

ATFM/SG/5 India/Secretariat Open

4/2 Develop simple guidance on capacity assessment . ATFM/SG/5 Secretariat/Specialist Team Open ATFM/SG/4 WP/19

4/3 Further refinement of ATFM Principles ATFM/SG/5 Secretariat/Specialist Team Open ATFM/SG/4 WP/10


E − 4



4/4 Update ASBU Applicability (Framework Background Info) ATFM/SG/5 Secretariat/Specialist Team Open ATFM/SG/4 WP/11

4/5 Further develop concept of minimum information exchange interaction, ATFM phrases, AFTN messages, and exchange mechanisms for information such as capacity constraints and ATFM daily plan

ATFM/SG/5 Secretariat/CANSO Open ATFM/SG/4 WP/12

4/6 Coordinate ATFM terminology and proposed communications formats/protocols with AOP/WG

ATFM/SG/5 Secretariat Open ATFM/SG/4 WP/14

4/7 Develop guidance for factors to be considered when determining MET products to support ATFM

ATFM/SG/5 Secretariat/specialist Team Open ATFM/SG/4 WP/21

4/7 Clarify ATFM/SG Terms of Reference and other APANPIRG information relating to the expected term of the Steering Group

ATFM/SG Secretariat Open Firm view of the group that ATFM/SG should continue beyond the production of Version 1.0 of the Framework.

Documents

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