HALA_summer course v16

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HALA! SESARResearch Network

Summer School

COURSE 102: RESEARCH IN DECISION SUPPORT SYSTEMSFOR FUTURE AIR TRAFFIC MANAGEMENT

La Granja 9th -12th July, 2012 www.hala-sesar.net

Slots and flow management (Slot allocation & operational

planning: airport and en-route slots, CFMU)

Rosa Arnaldo, UPM

TITLE


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Introduction

Imbalance between airtransport demand

and

airport facilities/infrastructureavailability and airspace

systems to meet demand.

Results incongestion


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Introduction


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Two main processes for maximizing use of

available capacity

Airport

slots allocation

ATFMslots allocation

AirspaceAirports

Two main process


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Airportslots

allocation

ATFMSlots

allocation

The FPL management link

these two main processes

Allocated

airport slots

EOBTs ETOTs ATFM slots

(CTOTs)

Two main process


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Airport Slots - The Building Blocks of

Air Travel

Airport SlotsThe Building Blocks of Air Travel

1

Flow Management

Demand and Capacity Balance2

Connecting Airport slots

and ATFM slots

3


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Air Travel

Airport Slots

The Building Blocks of Air Travel

1


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Air Travel

What is an Air Traffic Slot?

Permission given by a coordinator

to land at or to take off from a

coordinated airport on a specificdate and time.

The allocation of an airport slot

in no way represents the right to ownership of that slotby the company to which the authorization has been granted.


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Air Travel

What is a Coordinated Airport?

Airline

Level 1: Non coordinated Airport

Airport

Handling

Agent

Simple discussions between

airline, handling agent and airport

Demand >>> Capacity


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Air Travel

How many coordinated airportsare there in Europe nowadays?


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Air Travel

What is Slot Allocation?A planning instrument to help balance supply and demand at acoordinated airport and to maximize the use of scarce capacity.

How often are Slots Allocated?

From the last Sunday in March

to Saturday before last Sunday in

October

From the last Sunday of October

to the Saturday before last

Sunday in March


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Air Travel

What is a series of slots?

At least five slots having been requested and allocated - for

the same time on the same dayof the week regularly in the

same scheduling period.

What is a new entrance?

An air carrier , with low presence at an airport, fewer than five

slots at that airport on a particular day.

An air carrier holding more than 5 % of the total slots available

on the day in question at a particular airport shall not be

considered as a new entrant at that airport;


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Air Travel

Who is the Coordinator?

Nominated by the State.

Acts according to

Regulation.

Neutral, non-

discriminatory and

transparent.

Monitor the conformity ofair carriers' operations

with the slots.

The sole person responsible for the allocationof slots

Request:

(a)historical slots by airline,

(b)requested slots (initialsubmissions),

(c)all allocated slots, and

outstanding slot requests,

(d)remaining available slots,(e)full details on the criteria

being used in the

allocation.


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Air Travel

An what about the Coordination Committee?

To advise the coordinator and/or the Member State on:

the possibilities for increasing the capacity of the airport or

for improving its usage;

the coordination parameters the methods of monitoring the use of allocated slots;

local guidelines

improvements to traffic conditions

serious problems encountered by new entrants

all questions relating to the capacity of the airport;

To mediate between all parties concerned on complaints on

the allocation of slots.


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Air Travel

An the coordinating parameters?

Twice yearly

Objective analysis .

Maximum number of departures and landings .

At coordinated airports there are shortfalls as

regards these capacities so the timeframes

have to be allocated by an airport coordinator.


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How the process works

Airports outside the EU: Airline self-regulation using guidelines drawn up

by IATAs Worldwide Slot Guidelines .

Airports regulated by the

EU:

Slot Allocation Regulation.

Regulation 95/93/EEC

amended by Regulation

894/2002/EC and

793/2004/EC


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How the process works:

Airline self-regulation

overall and worldwideschedule co-ordination attwice-yearly IATA

meetings; and

Two stages

local co-ordination at

individual airports usuallythrough their own

scheduling committees.


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Guiding rules

grandfatherrights1

2 use it or lose it

slot poolNew entrant and

regular services priority

3


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Grandfather rights or 80/20 rule

An air carrier having operated a series of slotsfor at least 80 % during the summer/winter

scheduling period is entitled to the same slotsin the equivalent scheduling period of thefollowing year


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SC: Slot Canceled

SNC: Slot not granted

SCO: Slot granted and correctly

operatedSCD : Slot granted at different time

SCN: Slot granted but not operated

A=SCO/(SCO+SCD+SCN+SC)

A= 19/(19+2+1+1)=0,82

First step : determination of the historic series


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A=SCO/(possible operations within the period)

Second step : determination of the time and period of the historic series

10:10 - B=10 / 26 (April 3 - Sept 25) < 80%

10:20 - B=4 / 8 (Jun 12 - Jul 31) < 80%

10:20-- B=4 / 5 (Jun 12 Jul 10) = 80%


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Use it or lose it rule Example clase


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Priorities in slot allocation: the Slot pool

Changes to Historic Slots for non-operational reasons

Regular services, commercial flights

Most frequently, longer duration,more days of the week

All other request

Historic Slots Changes to Historic

Slots for operational

reasons

50%

New entrants

50%

Remainingcapacity and anynew capacity forthe season SLOT

POOL

1 2


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Is it possible to interchange slots?

Slots Swapping

Transfer of Slots

Slots can befreely exchangedbetweenairlines as long as the slots exchanged are

going to beused

Trade with Slots

Only authorized:

between the main companyandsubsidiariesbetween subsidiaries of the same maincompany,as part of thecapital acquisitionof an airline,in the case oftotal or partial acquisition,when the slots are directly related to the airlineacquired.

NOT allowed YET

Except UK, US, .


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What is the process?

Start of

the season

End of

the season

SEP OCT NOV DEC JAN FEB MART SEP OCT

Request

Coodination

InitialCorodination

Calculation of

historic rights Deadline of Slot

Handback

(15 January)

80/20 Rule

Start Date

(31 January)

IATA

Conference

Post Conference Coordination

SUMMER SEASON


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The four cornerstones of the

Worldwide Slots Allocation System

The 4 cornerstones of our worldwide system

Certainty of access

Flexibility to meet

changing market needs

Sustainability and

predictability of costs

Transparency of allocation

Slot allocation rules are observed worldwideAirport B

outside Europe

Airport Awithin Europe

Arrival Slotslot pair

Departure Slotslot pair

No airline wants a slot management system, but therules governing access to slots must be the same at

both ends of a route

Departure SlotArrival Slot

May Europe try to impose its unique rules on non-European airlines?


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Europeen airports key facts and

figures

Almost 800 million passengers used EU airports in 2010.

Aviation is one of Europe's most competitive sectors. Europe as "hub" forthe world.

Over the next five years, air transport growth will be driven mainly byregions like Asia Pacific, the Middle East and Latin America.

Two major challenges facing European airports: capacity and quality.

Capacity crunch. Airport capacity must be optimised.

Today 5 major European airport hubs are at saturation .

By 2030, on current trends 19 key European airports will be atsaturation.

Quality and efficiency of services at airports must be improved.

70% of all delays to flights are already caused by problems due to the

turn around of aircrafts at airports .


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Problems arising from the

existing system of allocation

Relation between

preliminarily requested andfinally operated slots.

Financial accoutrements andindependency of thecoordinator.

Monitoring the use ofallocated slots.

Few carries holds a very large amount of available slots: babysitting.

No incentive for efficient use od slots.

Slots close to peak times used within peak times.

Lack of timeframe protects established carriers against effective competition.


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What are the problems?

Is the current system of slot allocation inefficient? Is the "grandfather clause" sufficiently performant?

How to avoid capacity to remain unused?

May be a solution allow market incentive for airlines to sell onunder used slots to other airlines who could make better use

of the capacity? Does the system hinders competition and passenger choice?

Is the System resistant to air traffic increase?

Can carriers enter the market at congested airports?

Does airlines will do everything necessary to keep their slotsfrom one season to the next?

Are pool slots often only available for flight timings which areless attractive (e.g. mid afternoon, late evening, when fewerpeople wish to fly)?


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Slot Allocation Regulation:

proposed reform, 2011

Allocation system in place prevents optimal use ofthe scarce capacity at busy airports .

EC Better Airports Package December 2011 :

Introducing the possibility ofsecondary trade in

slots and increased competition

Strengthening the transparency of the slot

allocation process and the independence of slot

coordinators Integrating slot allocation with the reform of the

European air traffic management system (SES)

Amending the '80-20' rule on grandfather rights


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Air Travel

Airport Slots

The Building Blocks of Air Travel1

Drawbacks Possible improvements


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Flow management

Flow Management

The balance between Demand and Capacity

2

HALA! SESAR


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Why Flow Management

What does DEMAND stand for?

In economics, demand is

the desire to own anything,

the ability to pay for it, and

the willingness to pay.

In air transport, air traffic

demand stand for.the

mumber of aircraft

intending to use the AirNavigation System

HALA! SESAR


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Why Flow Management

What does CAPACITY stand for ?The number of flights for a time period that can be managed by an

ANSP, normally varying according to:

The complexity of the flights to be managed.

Staffing numbers and their experience (e.g, number of traineesunder supervision).

Status of equipment.

different meanings:

Declared capacity : before taking theabove factors into account.

Co-ordinated Capacity: after taking

the above factors into account.

HALA! SESAR


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Why Flow Management

What is Traffic Flow ?

Number of flights moving through and Airspace

in a common direction

Is there any Limit for traffic flows?

The limit is based on :

DEMAND and CAPACITY

What happens if DEMAND exceed CAPACITY?

then , either the DEMAND or the CAPACITY requires adjustment.

HALA! SESAR


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Why Flow Management

What is Air Traffic Flow Management ?

A service established with the objective of contributing to a safe,

orderly and expeditious flow of air traffic by ensuring that Air Traffic

Control (ATC) capacity is utilised to the maximum extent possible, and

that the volume of traffic is compatible with the capacities declared

by the appropriate Air Traffic Services (ATS) authority

Air Traffic Flow Management Objectives

Safety

Fluency

Better use of capacity

Equity

Information

HALA! SESAR
https://trainingzone.eurocontrol.int/clix/data/scorm/decompressed/intro_to_atfcm_v2_221583/CFMU/FMP%20Module%201/Introduction%20to%20ATFM%20Tutorial%20v2/glossary.htmhttps://trainingzone.eurocontrol.int/clix/data/scorm/decompressed/intro_to_atfcm_v2_221583/CFMU/FMP%20Module%201/Introduction%20to%20ATFM%20Tutorial%20v2/glossary.htmhttps://trainingzone.eurocontrol.int/clix/data/scorm/decompressed/intro_to_atfcm_v2_221583/CFMU/FMP%20Module%201/Introduction%20to%20ATFM%20Tutorial%20v2/glossary.htmhttps://trainingzone.eurocontrol.int/clix/data/scorm/decompressed/intro_to_atfcm_v2_221583/CFMU/FMP%20Module%201/Introduction%20to%20ATFM%20Tutorial%20v2/glossary.htm


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Why Flow Management

What is EOBT (Estimated Off Block Time)/coordinated SLOT ?

Time programmed to perform an operation within a period of time

determined at an airport.

What is and ATFM SLOT or CTOT (Calculated Take Off time) ?

Take-off Time assigned by the Flow Control Service.

What is a ATFM Delay ?

Difference in time between the scheduled and actual take of time of a

flight.

What is a ATFM Regulation ?ATFM Measure issued by the Flow Control service provider in order to

protect the established parameters of capacity in the airspace and

airports.

HALA! SESAR


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Why Flow Management

What is Air Traffic Flow Management ?

A service established with the objective of contributing to a safe,

orderly and expeditious flow of air traffic by ensuring that Air Traffic

Control (ATC) capacity is utilized to the maximum extent possible, and

that the volume of traffic is compatible with the capacities declared

by the appropriate Air Traffic Services (ATS) authority

Demand requiring

ATFM measures

Regulated Demand Actual Demand

HALA! SESAR
https://trainingzone.eurocontrol.int/clix/data/scorm/decompressed/intro_to_atfcm_v2_221583/CFMU/FMP%20Module%201/Introduction%20to%20ATFM%20Tutorial%20v2/glossary.htmhttps://trainingzone.eurocontrol.int/clix/data/scorm/decompressed/intro_to_atfcm_v2_221583/CFMU/FMP%20Module%201/Introduction%20to%20ATFM%20Tutorial%20v2/glossary.htmhttps://trainingzone.eurocontrol.int/clix/data/scorm/decompressed/intro_to_atfcm_v2_221583/CFMU/FMP%20Module%201/Introduction%20to%20ATFM%20Tutorial%20v2/glossary.htmhttps://trainingzone.eurocontrol.int/clix/data/scorm/decompressed/intro_to_atfcm_v2_221583/CFMU/FMP%20Module%201/Introduction%20to%20ATFM%20Tutorial%20v2/glossary.htm


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Why Flow Management

What is Air Traffic Flow & Capacity Management ?A concept which extends the role ofATFM to the optimization of

traffic patterns and capacity management. Through managing the

balance of capacity and demand, the aim of ATFCM is to enable flight

punctuality and efficiency according to the available resources with

the emphasis on optimizing the network capacity through the

collaborative decision making process

Air Traffic Flow & Capacity Management Objectives

Safety

Fluency Better use of capacity

Equity

Information

HALA! SESAR
https://trainingzone.eurocontrol.int/clix/data/scorm/decompressed/intro_to_atfcm_v2_221583/CFMU/FMP%20Module%201/Introduction%20to%20ATFM%20Tutorial%20v2/glossary.htmhttps://trainingzone.eurocontrol.int/clix/data/scorm/decompressed/intro_to_atfcm_v2_221583/CFMU/FMP%20Module%201/Introduction%20to%20ATFM%20Tutorial%20v2/glossary.htm


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The Challenge The AnswerEnabling flight punctuality

and efficiency according to

the available resources

Improving Traffic

Flow & Capacity

Management

The Essence of ATFCM

HALA! SESAR


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The Essence of ATFCM

Planning and optimisation of therequired capacity.

Overcome as far as possible the slot

allocations.

Minimise the impact on Aircraft

Operators.

Inclusive and transparent

collaborative decision making

process

Implementation of local solutions

based on a global ATM awareness.

Anticipation of any events

according to new information

HALA! SESAR


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CFMU systems

HALA! SESAR


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CFMU Areas of Operation

Flight Plans and Messages (FPM)

Distribution Areas- IFPS zone

The area in which CFMU is

responsible for the distribution of

Flight Plans and associated messages

to the ATC world.

ATFCM Area

States receiving full ATFCM service from CFMU

ATFCM Adjacent Area

FIRs directly adjacent to the CFMU

area: ATFCM regulations at the

entry fixes/pints on their boundaryor at an airport(s) and only for

traffic departing within the ATFCM

Area.

HALA! SESARHow are different flights


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How are different flights

affected?

Flight Subject to ATFCM

measures

Calculated Take Odd

Time (CTOT)

Departing from within the ATFCM

area of the CFMU to anywhere

May be subject to

ATFCM measures

If affected by

Regulation

Departing from an FIR immediately

adjacent of the ATFCM area of the

CFMU, and entering the ATFCM area

May be subject to

ATFCM measures

If affected by

Regulation

Departing from an FIR immediately

adjacent of the ATFCM area of the

CFMU NOT entering the ATFCM area

Not subject to ATFCM

measures

Not issued

Departing from outside the ATFCM

area of the CFMU and outside FIRs

immediately adjacent , to anywhere

Not subject to ATFCM

measures

Not issued

All IFR GAT flights intending to operate within the CFMU areas of

operation must file a flight plan (inform CFMU ). The flight plan is used when comparing demand and capacity.

HALA! SESARHow are different flights


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How are different flights

affected?

LFPG

EDDM

LIMC

RJAA

NO CTOT

CTOT

EDDF

DTTA

CTOT

DTTA

OEJN

NO CTOT

Departing from within the

ATFCM area of the CFMU toanywhere

Departing from an FIR

immediately adjacent of the

ATFCM area of the CFMU,

and entering the ATFCM area

Departing from an FIR

immediately adjacent of the

ATFCM area of the CFMU

NOT entering the ATFCM area

Departing from outside the

ATFCM area of the CFMU

and outside FIRs immediately

adjacent , to anywhere

HALA! SESARThe process of filling a flight plan


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The process of filling a flight plan

through to the issuing of a CTOT

Flight plan filled and processed

CFMU informs Customers of

ATFCM measures and CTOT

CFMU monitors and refines

ATFCM measures/CTOT

Adjust Sector

Configuration ?

Coordinate a

temporary increase

of capacity?

Level capping?

Re-routeing

of traffic flows or individual

flights?

Match demand to capacity

without Regulation

( with FMPO and/or AO).

Match capacity to

demand (with FMP).

Capacity / demand is compared and resolved

YES

NO

NO

NO

NO

YES

YES

YES

END END

1

2

2.a 2.b

3

4

HALA! SESAR


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CFMU

Flight Data Operations

Syntax, Routing

Checked in IFPS

Flow Management

Operations

AOs

ACK Message

Flight Plan

Manual Change

No

ATC Units involved

ACK Message

Yes

Flight Plan


OK?

Flight plan filled and processed

HALA! SESAR


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Match capacity to demand

CFMU

Flow Management Operations

FMPs

Demand

AOs

Capacities

Sector configurations

Yes

NO

NO


MatchCapacity

to demand?

Match

Capacity

to demand?

Match demand by Regulation

Demand

>capacity?

HALA! SESARMatch demand to capacity by


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Match demand to capacity by

use of Regulation

CFMU


Flow Management OperationsAOs & ATC Units

Yes(ATFCM

Maeassures)

(CTOTs)

Yes

Yes

Regulation

Required?

CTOSsRequired?

HALA! SESAR


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Issue a CTOT

CFMU

AOs &

ATC UnitsAOs &

ATC Units

Demand

Monitor situation

SLC

Yes

Yes

Yes


Flow Management Operations

ATFCM

measures

Modified or

cancelled?

ANMupdate

Yes

Yes

ATFCM

messages)

New/changed

/cancelled

CTOT?

New

ATFCM

measures

required?

HALA! SESAR


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Operational structure

CFMU

AOs

/

AROs

ATC

Updated

flight

data

Flight

plans

Flight

plans

Env.

data

ANMs &

Updates

CTOTs %

Updates

ANMTs %

Updates

capacities

Flight PlatEnv. data

Updated sector

config & capacities

Updated

flightdata

Real time flight data

Flight Data

IFPS

RPL ENV

Flow Management

ETFMS (CASA)

HALA! SESAR


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ATFCM Phases

ATFCM consists of 4 phases:

Phase Time horizon Output

Strategic Flow

Management

More than 7 days

before the day of the

operation

Network Operations Plan (NOP)

Pre-Tactical Flow

Management

During the six days

prior to the day of

operation

ATFCM Daily Plan (ADP) published

via ATFCM Notification Message

(ANM) / Network News and via the

NOP portal.

Tactical Flow

Management

Applied on the day of

the operation

Updates the daily plan according

to the actual traffic, capacity andmonitoring values

CTOT

Post Operational

Analysis

Applied following the

day of operation.

HALA! SESAR


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Strategic Flow Management

Research , planning and coordination

Traffic Forecasts

& Special Events

Planned ATS

Route Network

Identified

Bottlenecks

ATC Capacities

Possible AIPamendments

Routing & Level

Capping Scenarios

Pre-tactical phase

Route Availability

Document

RAD

HALA! SESARPre Tactical Flow Management


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Pre- Tactical Flow ManagementFrom 6 days to 2 days before the day of operation

Assess previous experience &measures taken for a Reference Day

WHAT LESSONS HAVE BEEN LEARNT?Teleconferences with AOs and

ANSPs for certain problematic hours

Routing & Level

capping scenarios

(from strategic phase)

FMPs

AOSFlow Management

Previous experiences

FMPsAd hoc special events

Identified agreed

Routing

scenariosIdentified likely capacities

& optimum Sector Configurations

Identified Critical Areas

Data from

Reference Day

HALA! SESARPre Tactical Flow Management


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Pre- Tactical Flow ManagementDuring the 2 days prior to the day of operation

Formulate pre-tactical plan for day of flight

Compare demand (reference day) with

available capacity and sector configuration

Assess network effects

FMPs

Predicted sector configurations

& capacities for day of operation

Lessons learnt

& Agreed routing scenarios

(previous phase)

Data from

Reference Day

Refine plan Coordinate with FMPs

Sector

configurations

& capacitiesRAD

Route changes

for D-day

ATFCM

Notification

Messages (ANMs)

Regulations

ETFMS

(day of operation)

Regulations

ATFCM

Informmation

Messages (AIM)

Information on

significant events,including mandatory /

advisory routings

(network news)

HALA! SESARTactical Flow Management


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Tactical Flow ManagementDuring the day of operation

Monitor & refine measures further

Monitor traffic load vs available capacity+

Assess network effects of implemented measures

ATFCMmeasures

From Pre tactical Plan

Refineplan

Coordinatewith FMPs

ATFCM

Messages

Calculates

Take Off

TimeasCTOT

Suggested rerouting

and level capping

CASASlot Allocation

Updated real

time flight data

(DEP message,

FSA & CPR)

ATCAOs

ATFCM

messages

FMPs

Updated sector

configurations

& capacities

Flight data

Flight Plans &

updates

Improvements

deteriorations orcancelations)

CTOT Updates

HALA! SESAR


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The slot allocation process

FPL- AFR3436-IS-E135/M-SRYW/s-

LFML1635-M976F310 MTL UN854ETREK UN 871 KUDES T163 PSA-EDDF0125)

Estimated Off Block Time ( EOBT) = 16:35

Aerodrome Taxitime = 10 Minutes

Estimated Take off Time (ETOT) = EOBT + taxitime =16:45

Affected

by

Regulation?

Identify the mostpenalizing regulation

Pre allocate slot based

on this regulation

ISSU CTOTImprove

or change

requested

FLIGHT PLAN

CTOTs and updates

YES

YES

CTOT= EOBT+ taxi time + delay

HALA! SESARR h N kh l ll


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Estimated Off Block Time ( EOBT) = 1635

Aerodrome Taxitime = 10 MinutesEstimated Take off Time (ETOT) = EOBT + taxitime =1645Affected

by

Regulation?



on this regulation

ISSU CTOTImprove

or change

requested

FLIGHT PLAN

CTOTs and updates

YES

YES

ETOTETOTETOTETOTETOTETOTETOT

16:45 16:54 17:07 17:18 17:30 17:41 17:52

1

23

4

56

7Initial flight profile

SECTOR CAPACITY DEMAND

1 40 352 25 25

3 35 30

4 40 55

5 30 28

6 35 33

7 40 50

HALA! SESARR h N t kh l ll


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by

Regulation?



on this regulation

ISSU CTOTImprove

or change

requested

FLIGHT PLAN

CTOTs and updates

YES

YES

ETOTETOTETOTETOTETOTETOTETOT

16:45 16:54 17:07 17:18 17:30 17:41 17:52

1

23

4

56


The system looks at the Slot List for sectors 4 and 7

Slot List based on capacity i.e. 40/hr. slot are every 1.5 mins

Sector 4

(X= Slots taken) 17:18 17:21 17:24 17:27 17:30 17:33

X X X

ETO

Sector 7

(most penalising)17:51 17:54 17:57 18:00

X X X

ETO

CTOT= EOBT+ taxi time + delay

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by

Regulation?



on this regulation

ISSU CTOTImprove

or change

requested

FLIGHT PLAN

CTOTs and updates

YES

YES

ATOATOATOATOATOATOATO

16:45 16:54 17:07 17:18 17:30 17:41 17:52

1

23

4

56


Current Tactical Flight Model ( FTFM)

Actual timesCalculated to arrive

based on previous ATOS

[-5, +10] minutes CTOT Tolerance

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Performance Assessment

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Punctuality

causes of departure delays

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Performance Assessment

ATFM slot adherence measures

the share of take-offs outside the

ATFM slot tolerance window (-5min

+10 min).

Share of regulated hours with overdeliveries in Europe.

ATFM regulations avoidable as

there was no excess of demand.


Possible elements for the future of


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ATFCM

1. Explicit representation of uncertainty andmitigate impact via contingency plans

Today, uncertainty is processed informally

Planning tends to be single scenario or wait andsee

2. Flexible Plans and dynamic adjustments Robust w.r.t. uncertainties

3. Collaborative TFM and distributed decisionmaking

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Elements for the future of ATFCM

4. Trajectory based operations Take airport to airport user intentions into account

5. Coordination with capacity management (dynamicairspace configuration)

Second half of the demand capacity balancing equation

6. Performance based operations and services

Provision for non uniform services

7. Economic controls Market based mechanisms for demand control pre-day of

operations




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p g

Air Travel

2

Drawbacks Possible improvements

Flow Management

Balance between Demand and Capacity

HALA! SESARResearch NetworkFlow management


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Flow management

Connecting Airport slotsand CFMU slots

3

HALA! SESARResearch NetworkOperational planning time phasing


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Operational planning time phasing

Strategic phase

(18/6 months

several days)

Airport Slots FPL ATFM Slots

Pre tactical

phase

( several days)

Tactical /Operational

phase

( day of operation

Post Operational

phase

( after day

of operation

Airport coordinator considers airlinesrequest and other elements to allocate

available airport slots

several days)

Airlines prepare initial FPLs and

send RPL

Airport coordinator introduces

airlines modification to airport

slots

Airlines introduce modifications

to FPLs

CFMU compares expected air

traffic with ATC capacity to

prepare season

The ATFM notification

messages prepared

CFMU allocates ATFM

slots and monitors airtraffic

AFTM analyses imbalance and

delays to prepare the following

pre-tactical and strategic phase

Airport coordinator analyses

actual use of airport slots to

prepare following season

Airlines prepare final FPLs

taking into account Real Timeevents

Airlines introduce modification to

FPLs

Airport coordinator introduces

final modifications to airport slots

Actual Flight Plan



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Documents

HALA_summer course v16