ATM

AIR TRAFFIC MANAGEMENT

Air traffic control service

Reference
Annex 11 definitions

ch.2.3.1

ch.3.2

OBJECTIVES
DEFINE ATC SERVICE
EXPLAIN THE DIVISION OF ATC
EXPLAIN THE RESPONSIBILITY FOR THE
PROVISION OF ATC SERVICE
DIFFERENTIATE BETWEEN THE
DIFFERENT METHODS OF ATC
SERVICE(AERODROME,SURVEILLANCE,P
ROCEDURAL)

O-DEFINITION OF ATM
THE AGGREGATION OF THE AIRBORNE
FUNCTIONS AND GROUND- BASED
FUNCTIONS(AIR TRAFFIC
SERVICES,AIRSPACE MANAGEMENT AND
AIR TRAFFIC FLOW
MANAGEMENT)REQUIRED TO ENSURE
THE SAFE AND EFFICIENT MOVEMENT OF
AIRCRAFT DURING ALL PHASES OF
OPERATIONS.

ATM

ATFM

ATS
ASM
ATC

FIS

Alerting service
Advisory service

AIR TRAFFIC SERVICES

A generic term meaning variously,
1 flight information service
2 alerting service
3 air traffic advisory service,
4 air traffic control service
(area control service
approach control service
aerodrome control service)

FLIGHT INFORMATION SERVICE

A service provided for the purpose
of giving advice and information
useful for the safe and efficient
conduct of flights

ALERTING SERVICE
A service provided to notify appropriate
organizations regarding aircraft in
need of Search And Rescue aid,
and assist such
organizations
as required

AIR TRAFFIC CONTROL SERVICE

A service provided for the purpose of:
Preventing collisions:
a) between aircraft, and
b) on the manoeuvring area between
aircraft and obstructions; and
c) Expediting and maintaining an orderly
flow of air traffic

Air Traffic Control Service

Application
All IFR in classes A,B,C,D and E
All VFR in classes B,C and D
All special VFR
All Aerodrome Traffic at controlled
aerodromes

Divisions of atc
1. Area Control Service
the provision of air traffic control service for controlled flights
except for those described in 2 and 3 in order to accomplish
objectives of a) and c) of previous definition slide for atc
service(slide 7)
that is:

-preventing collisions between acft &

-expediting and maintaining an orderly flow
of air traffic
:

 2. Approach Control Service

the provision of atc service for those
parts of controlled flights associated
with arrival or departure in order to
accomplish objectives a) and c)

3. Aerodrome Control Service

the provision of atc service for aerodrome
traffic except for those flights decribed in
2. in order to accomplish objectives a),b),c)
of atc service definition.

Provision of ATC Service

a) Area control service:
1) by an area control centre; or
2) by the unit providing approach control service in a
control zone or in a control area of limited extent
which is designated primarily for the provision of
approach control service and where no area control
centre is established.

 b) Approach control service:

1) by an aerodrome control tower or area control centre
when it is necessary or desirable to combine under
the responsibility of one unit the functions of the
approach control service with those of the aerodrome
control service or the area control service;
2) by an approach control unit when it is necessary or
desirable to establish a separate unit.

 c) Aerodrome control service:

by an aerodrome control
tower.
Note. The task of providing specified services on
the
apron, e.g. apron management service, may be
assigned to an
aerodrome control tower or to a separate unit.

Separation - General
Division of Separation
VERTICAL

HORIZONTAL

LATERAL

GEOGRAPHICAL

LONGITUDINAL

TRACK

TIME

Mach number

RADAR

DISTANCE

DME

RNAV

 Separation generic term - ATC action to

keep aircraft in general area such distances
apart to reduce risk of collision

Air Traffic Control Service

Responsibility for Control

an individual flight will be under control of only one ATC

Unit at any time
aircraft operating in given block of airspace under
responsibility of only one ATC Unit but control of
one/groups of aircraft may be delegated provided coordination assured
TWR to control persons/vehicles (also towed acft) on
manoeuvring area

Air Traffic Control Service

Responsibility for Control
low visibility procedures persons/vehicles on
manoeuvring area restricted to essential minimum.
Protection of ILS/MLS sensitive areas for Cat II and Cat
III operations
minimum separation between vehicle and taxiing aircraft
as prescribed by appropriate ATS authority
for mixed CAT II and Cat III operations, the more
restrictive critical/sensitive areas to be protected

Air Traffic Control Service

Responsibility for Control
emergency vehicles responding to aircraft in distress
shall have priority over all surface movements
other vehicles shall comply with following rules:
vehicles (including towing aircraft) shall give way to
aircraft landing, taking off or taxiing

Separation -general
If based on position information from acft, generally
known as procedural separation
If derived from radar source, known as radar
separation
Considerable difference between two.

Radar provides continuous updating of position
information, thus separation minima smaller

Separation - General
Procedural or radar separation
10 minutes
or

20 miles

20 NM

20 NM

10 minutes

ATC capacity?
20 NM

20 NM

SEPARATION
in
Vicinity of Aerodromes

Objectives
State the longitudinal separation standard
and procedures based on time between
departing aircraft [1]
Explain the longitudinal separation
standards and procedures based on time
applied for separation of departing aircraft
from arriving aircraft. [2]

One Minute

1 min

45

One minute separation between departing aircraft

following tracks diverging at least 45 degrees

Two Minute

2 min

40kt (74km)
or more faster

Two minutes separation between aircraft

following same track

Five Minutes

Five minute separation of departing aircraft

following the same track

Separation Departures / Arrivals

No take offs in this area after procedure turn is
started nor within the last 5 minutes of a
straight in approach.

A - Straight in Approach

45

45

B Start of procedure turn

Take Offs permitted in this area up to 3

minutes before esitimated arrival of aircraft
A or B, in the case of A, until it crosses
a designated fix on the approach track

ATS Surveillance Services

General Procedures

General Procedures
Topics
Identification of aircraft
Position Information

Identification of Aircraft
Radar system is capable of displaying
hundreds of radar targets at any given time;
The controller must be absolutely certain of a
particular aircrafts identity prior to offering
radar service to that pilot;
Failure to identify a target when using radar
creates
an obvious
hazard.
An
must
positively
identified
An aircraft
aircraft
must be
besafety
positively
identified using
using
either
either the
the primary
primary or
or the
the secondary
secondary radar
radar
system
system

Termination of Vectoring
HLF456
315  26
RKN

RKN
KLM123
296  35

HLF456, RESUME OWN

NAVIGATION RKN
( MAGNETIC TRACK 260,
DISTANCE 25 NM )

IDENT

7600

7700

7500

Position Indications

SSR

Combined

PSR

Relative headings and speeds

Separation Minima
Minimum horizontal separation between
aircraft shall be 5 NM or greater as warranted.

5 Miles

When
Whenauthorised
authorisedby
bythe
theAppropriate
Appropriate
ATS
ATSAuthority
Authority
Separation
Separationbased
basedon
onthe
theuse
useof
ofADSADSB,
B,SSR
SSRand/or
and/orPSR
PSRposition
positionsymbols
symbols
and/or
and/orPSR
PSRblips
blipsshall
shallbe
beapplied
appliedso
so
that
thatthe
thedistance
distancebetween
betweenthe
thecentres
centres
of
ofthe
theposition
positionsymbols
symbolsand/or
and/orPSR
PSR
blips,
blips,representing
representingthe
thepositions
positionsof
ofthe
the
aircraft
aircraftconcerned,
concerned,isisnever
neverless
lessthan
thanaa
prescribed
prescribedminimum
minimum

Reduction of Separation Minima

The radar separation may, if so prescribed by
the appropriate ATS authority, be reduced, but
not below:
3.0 NM when radar capabilities at a given
location so permit; and
2.5 NM between succeeding aircraft which are
established on the same final approach track
within 10 NM of the runway end.

FLIGHT INFORMATION SERVICE

Reference
Annex 11 definitions,ch.4-4.2
Doc4444,ch4-4.2
Icao doc 9432

OBJECTIVES
DEFINE FIS
SCOPE,RESPONSIBILITY,METHODS

O


,


- TRAFFIC INFORMATION

,

.,



.

 -TRAFFIC AVOIDANCE
ADVICE

,
.

 FIS

I.
.
.
V.
V.

VI.

H E
SIGMET KAI AIRMET



KA

A

O E , .
.

VII.
VIII.
C,D,E,F,G.

IX. /


X.


FIS
FIR:
A E
(FIC) EK
FIS
..




O FIR KAI EI
FIR FIS
FIR FIS


H MONA
FIS FIR.

DATA LINK( )

 EK

RTF
VOLMET
ATIS
DATA LINK

S-O

-

ATS
-

-
TWR
PP
-
.

ATIS
/

HOLDING
TRANSITION LEVEL

 RVR


SIGMET
MMV SIGMET 6 VALID 161130/161400
UMMS- UMMV MINSK FIR EMBD TS OBS
AT 1120Z E OF E023 TOP FL360 MOV N
30KMH INTSF=



ESSENTIAL TRAFFIC INFORMATION
CALL SIGN (A) COPY TRAFFIC INFORMATION:

RAFFIC( /),(NUMBER) O CLOCK()

DISTANCE () slow moving-fast moving
Direction of flight( -crossing,opposite)
Flight level( , )

E170
B

SPEED 280
FL320

20 NM
B737
SPEED 440
FL320



, COPY TRAFFIC INFORMATION
-TRAFFIC 1 OCLOCK E170 DISTANCE
20NM,SLOW MOVING,CROSSING FROM
RIGHT TO LEFT,FL320

ALERTING SERVICE-

reference
doc4444ch4-4.4.2,annex11ch55.1.1,5.5.1,annex2-appendix1-1


(ORGANIZATIONS)

,
E
,O

OBJECTIVES

DEFINITION,SCOPE,RESPONSIBILITY
PHASES OF EMERGENCY
ORGANIZATION
DIFFERENTIATE BETWEEN DISTRESS
AND URGENCY SIGNALS

 ALERTING SERVICE

..
/
I
..
/ I
I,


ALERTING SERVICE
FIR:
A E
(FIC) EK
FIS ..

KE
(....-.....)

Rescue Co-ordination Centre

(RCC)
A centre established within an assigned
search and rescue (SAR) area to promote
efficient organisation of search and rescue
Rescue sub centre (RSC)
a centre subordinate to a RCC, established
to direct more efficiently the available
facilities within a specified area

 TO KENT FIC
I

FIR-UIR

I .....


/,


,
FIC,TO O
,
FIC ,

.

 ,O
,






,
.

 -PHASES OF
EMERGENCY

 UNCERTAINTY PHASE(INCERFA)
K
/

 -ALERT
PHASE(ALERFA)
K

/

 -DISTRESS
PHASE(DETRESFA)

/
,

1.
/ 30

-
/,
-

,

2. /
30


,

1. INCERFA,

/


/
/
5

/

2.

/


/ ,
,

1.
ALERFA,


/


/

2.

/



/

 1.
/
KRK O
1059 UTC-
1052 .
11.22
11.59

 2
/ LGPZ-APP
10.46
10.54. 10.59
TWR LGPZ
.
KH
-ALERFA

ENHME -....
FIC
/

()
....
/

....

1. (DISTRESS)
H K /

/ ,


MAYDAY 3
7700
:
DATA LINK-MAYDAY
KOKKINE (/ )

2. (URGENCY)

O /
/,


PAN-PAN 3
7700
. DATA LINK :PAN PAN
. LANDING LIGHTS
H/KAI NAVIGATION LIGHTS

.
./ HECA() GH PANPAN, LGAV
. .
.- /
/
LGAV-TWR
A . TWR-LGAV
/
(
) ,
.




/



(PHASES OF EMERGENCY)

INCERFA

ALERFA

DETRESFA

 KATA

(DISTRESS )

KATASTASH E
(URGENCY)

ENE
.

/
EMERGENCY


-AIR
TRAFFIC ADVISORY SERVICE
Reference
Annex11 definition,
doc4444ch4 4.1

objectives
Definiton,scope,responsibility

O




/,
IFR
.


ADVISORY SERVICE
OI

T
FLIGHT INFORMATION SERVICE
M /
IFR

(.F ENAE
)

Limitations of Advisory Service

NO
NO
clearances
clearances
but only
only
but
advisory
advisory
information
information

does
does not
not afford
affordthe
the
degree
degreeof
of safety
safety

cannot
cannot assume
assume
the
thesame
same
responsibilities
responsibilities
as
as ATC
ATCService
Service
advise
advise

air
air traffic
traffic
advisory
advisory
service
servicemay
may be
be
incomplete
incomplete
suggest
suggest

COORDINATION

REFERENCE
D4444 CH 10-10.1
ANNEX11 CH 2

OBJECTIVES

PRINCIPLES
TYPES
CONTENT
MEANS







ATS H


NOTIFICATION.
(NEGOTIATION)
(AGREEMENT)


ATC


/
(NSFERRING UNIT/CONTROLLER)
/ ..

..
,
,
/,
.

 /
(ACCEPTING UNIT/CONTROLLER)
../
..
/

 TRANSFER OF CONTROL POINT

,



,

/.




LOAs-letters of agreement

 ATC







.(.10.4.3 DOC4444)

 ACC E APPROACH UNIT

,
/
O
, A
IFR AN
O PPROACH UNIT
PECTED APPROACH TIME
ANAMENOMENH KA

 PPROACH UNIT E ACC .

HOLDING POINT A
ACC
()

EXPECTED APPROACH TIME
O ACC OTAN ME Y APPROACH UNIT
Y 5 H

SSED APPROACHES ACC


,
,


-
-ATS SURVEILLANCE
SSR
-

Aircraft in
communication with
sector A, under
control of sector A

Aircraft in
communication with
sector B, under
control of sector A

Aircraft in
communication with
sector B, under
control of sector B

Transfer of
communication point
Sector A

Transfer of
control point
Sector B

Sector
Boundary

PPROVAL REQUESTS



O
LOA

/

 ESTIMATE
MESSAGE
H .

(
)
/

SSR CODE

Estimate Message
RS RIANS, estimate SIL on KLM118
AU B738, LTBA
RS Squawking 2311, [estimate] GMH 1108 at
FL 350
AU 1108, FL 350, initials
RS initials


(LOA,
)
(
)
( LDI*)
*ON LINE DATA INTERCHANGE

CO-ORDINATION

WITHIN THE SAME UNIT

Single sector

VERTICAL AND HORIZONTAL

SEPARATION
O

reference
doc4444 ch5 5.3.1,5.4.2.1,5.4.1.1

OBJECTIVES
VERTICAL SEPARATION
LONGITUDINAL SEPARATION(BASED ON
TIME AND DISTANCE)
LATERAL SEPARATION

Vertical Separation
Division of Separation
SEPARATION
SEPARATION

VERTICAL
VERTICAL

LONGITUDINAL
LONGITUDINAL

HORIZONTAL
HORIZONTAL

LATERAL
LATERAL

COMPOSITE
COMPOSITE

RADAR
RADAR


RVSM
1000 FT KAT A FL410
2000 FT FL410
A
1000 FT KAT O FL290
2000 FT O FL290

Vertical Separation Minima

FL430

FL410
FL400

TABLE OF CRUISING
From 180 to 359
From 000 to 179
LEVELS
IFR Flights RVSM
IFR Flights
IFR Flights RVSM
IFR Flights
IFR
Altitude
Altitude
Altitude
Altitude
FL
0
10
30
50
70
90

Metres
300
900
1 500
2 150
2 750

Feet
1 000
3 000
5 000
7 000
9 000

110
130
150
170
190

3 350
3 950
4 550
5 200
5 800

11 000
13 000
15 000
17 000
19 000

210
230
250
270
290

6 400
7 000
7 600
8 250
8 850

21 000
23 000
25 000
27 000
29 000

330
370

10 050
11 300

33 000
37 000

410
450
490

12 500
13 700
14 950

41 000
45 000
49 000

FL
0
10
30
50
70
90
110
130
150
170
190
210
230
250
270
290
310
330
350
370
390
410
450
490

Metres
300
900
1 500
2 150
2 750
3 350
3 950
4 550
5 200
5 800
6 400
7 000
7 600
8 250
8 850
9 450
10 050
10 650
11 300
11 900
12 500
13 700
14 950

Feet
1 000
3 000
5 000
7 000
9 000
11 000
13 000
15 000
17 000
19 000
21 000
23 000
25 000
27 000
29 000
31 000
33 000
35 000
37 000
39 000
41 000
45 000
49 000

FL

Metres

0
20
40
60
80
100

600
1 200
1 850
2 450
3 050

120
140
160
180
200

3 650
4 250
4 900
5 500
6 100

220
240
260
280
310

6 700
7 300
7 900
8 550
9 450

Feet
2 000
4 000
6 000
8 000
10 000
12 000
14 000
16 000
18 000
20 000
22 000
24 000
26 000
28 000
31 000

350
390

10 650 35 000
11 900 39 000

430
470
510

13 100 43 000
14 350 47 000
15 550 51 000

Metres

Feet

0
20
40
60
80
100
120
140
160
180
200

600
1 200
1 850
2 450
3 050
3 650
4 250
4 900
5 500
6 100

2 000
4 000
6 000
8 000
10 000
12 000
14 000
16 000
18 000
20 000

220
240
260
280
300

6 700
7 300
7 900
8 550
9 150

22 000
24 000
26 000
28 000
30 000

FL

320
340
360
380
400

9 750 32 000
10 350 34 000
10 950 36 000
11 600 38 000
12 200 40 000

430
470
510

13 100 43 000
14 350 47 000
15 550 51 000

TABLE OF
From 000 to 179 CRUISING LEVELSFrom 180 to 359
VFR VFR Flights
VFR Flights
RVSM VFR Flights
RVSM VFR Flights
FL

Altitude
Metres Feet

FL

Altitude
Metres Feet

FL

Altitude
Metres Feet

35
55
75
95

1 050
1 700
2 300
2 900

3 500
5 500
7 500
9 500

35
55
75
95

1 050
1 700
2 300
2 900

3 500
5 500
7 500
9 500

115
135
155
175
195

3 500
4 100
4 700
5 350
5 950

11 500
13 500
15 500
17 500
19 500

115
135
155
175
195

3 500
4 100
4 700
5 350
5 950

215
235
255
275
300

6 550
7 150
7 750
8 400
9 150

21 500
23 500
25 500
27 500
30 000

215
235
255
275

6 550
7 150
7 750
8 400

340
380

10 350
11 600

34 000
38 000

360 10 950 36 000

400 12 200 40 000

420
460
500

12 800
14 000
15 250

42 000
46 000
50 000

440 13 400 44 000

480 14 650 48 000
520 15 850 52 000

45
65
85
105

1 350
2 000
2 600
3 200

11 500
13 500
15 500
17 500
19 500

125
145
165
185
205

3 800
4 400
5 050
5 650
6 250

21 500
23 500
25 500
27 500

225
245
265
285
320

6 850
7 450
8 100
8 700
9 750

FL

Altitude
Metres Feet
4 500
6 500
8 500
10 500

45
65
85
105

1 350
2 000
2 600
3 200

12 500
14 500
16 500
18 500
20 500

125
145
165
185
205

3 800
4 400
5 050
5 650
6 250

12 500
14 500
16 500
18 500
20 500

22 500
24 500
26 500
28 500
32 000

225
245
265
285

6 850
7 450
8 100
8 700

22 500
24 500
26 500
28 500

4 500
6 500
8 500
10 500

ANA
STANDARD LEVELS
NONSTANDARD LEVELS
TA AE
/

/

I

/

/

 1.SEVERE TURBULENCE
O CLEARANCE TOY
EEK LEVEL CHANGE (
) A/

( TO)

 2. /
CRUISE CLIMB E
CLEARANCE CLIMB
/, TO A/ (
)
.

Use of Levels by Controllers

2. higher aircraft effecting cruise climb

in which case clearance shall be withheld until aircraft

vacating level has reported at or passing another level
separated by the required minimum

 3.
/


(
1. 2.)

 2.
3.
/ 772 HEAVY CRUISING LEVEL 330
KAI ZHTAEI TO FL 350 10.30 UTC.
/ B737
FL310 KAI
FL330. E
/ . 10.31 772
FL337 700FT/MIN 737
FL328 ANEBAIN 1800FT/MIN.
MH

 HOLDING
PATTERN-


(UM RATE
OF DESCEND UM
)


/

Horizontal Separation-

Longitudinal Separation-
Based on
Time-
Reference doc4444,ch.5.

Separation - General
Division of Separation
VERTICAL

HORIZONTAL

LATERAL

GEOGRAPHICAL

LONGITUDINAL

TRACK

TIME

Mach number

RADAR

DISTANCE

DME

RNAV

(DME)

Application
/

-SAME TRACK


45
315

Application
/

(OPPOSITE)


135

225

135 0

More than 135

and

Less than 2250

225 0

Application

(CROSSING)
/


45 135
225 315

0450

1350
0

045 to 135

2250 to 3150
2250

3150

21
0

6
UR 0
15

RIANS Sector En Route Upper

Chart

UA9

03
0

EDDW

85
UB
5

ETNP

297

6
37
UB
1

0
4
3

21
6

WRB

37
19
3

28

5
B
U

03
6

39

BIGGE

34
1
UB

9
31

3
UR 4
15

21
4

1
3

GMH
0
16

EEDER

EDDK
5
3
5
B
U

250

23
UG9

268

ETUO

0
16

EDDL

40

HMM

DOM

BAM

088
22

UB 3 9
5

BOT

NOR

268

ROBEG

UA9

ARKON

088

36

U
R
15

11

OSN

56
UG9

UA9

RKN
25
UG9
088
11 4
23
UB
1

ARNEM

EDDV

03
0

29
2

3
UB
1/U 9
G9

03
4

114

39
UR
15

21
0

BASUM

DLE

)
-15

-10

-5( 20 knots)
- /
- / (EN ROUTE)
(SIGNIFICANT POINT )
- /,
/
5
/
-3( 40 knots)
- / /
- /
SIGNIFICANT POINT
-META /,
/
3
/

Based on Time Same

Track-

15 minutes

.or,

Based on Time Same Track

if navigation aids permit frequent determination
of position and speed
Nav
aid

Nav
aid

10 minutes

.or,

Based on Time Same Track

(1)-between aircraft that have departed from
the same aerodrome

20kts or
more faster

Aerodrome

5 mins

Based on Time Same Track

(2) - between en-route aircraft that have
reported over same exact significant
point
20kts or
more faster

Reporting
Point
5 mins

Based on Time Same Track

(3) - between departing and en-route aircraft
after the en-route aircraft has reported over a
fix that is so located in relation to the
departure point as to ensure that 5 Mins.
separation can be established at the point the
departing aircraft will join the air route
20kts or
more faster

Fix
Aerodrome

5 mins

 MACH
NUMBER

M no difference (table)
Min
(table)

MACH number based on time

Preceding aircraft
is faster

Separation
required

nil
Mach 0.02

10 min
9 min

Mach 0.03
Mach 0.04

8 min
7 min

Mach 0.05

6 min

Mach 0.06

5 min


15

10

Based on Time Crossing

Track-

15 minutes

.or,

Based on Time Crossing

Track
if navigation aids permit frequent determination of position and speed

Nav
aid
Nav
aid

Nav
aid

10 minutes

Nav
aid

.or,

/
)
( /
O
):

15

10

5
10 /

 )
15

10

 )


10 10
/

,
/
.

Same Track
Climbing/Descending
FL 260
FL 250
FL 240
15 mins

15 mins

15 mins

FL 260
FL 250
FL 240
15 mins

15 mins

15 mins

Same Track
Climbing/Descending
If navigation aids permit frequent
determination
of position and speed

FL 260
FL 250
FL 240

10 mins

10 mins

10 mins

Same Track
Climbing/Descending
FL 260
FL 250
FL 240
10 mins

10 mins

10 mins

Same Track
Climbing/Descending
Provided level change is commenced within 10
minutes of the time the second aircraft has
reported over an exact reporting point
FL 260

10 mins

FL 250
FL 240
5 mins

5 mins

5 mins

10 mins

Same Track
Climbing/Descending
FL 260
FL 250
FL 240

5 mins

5 mins

5 mins

Reciprocal Tracks-

Based on time aircraft are estimated to pass

Estimated time of passing

10 min

10 min

O
Longitudinal Separation-

DME

) 20

)10
20 knots
/ .
. DME EINAI
E
.

DME Separation
Same track
Each aircraft utilize same on-track DME
station
Checked by simultaneous DME readings at
frequent intervals
20nm
.or,

DME Separation
Provided
Leading aircraft 20kts (TAS) or more faster
Each utilizes the same DME station
Simultaneous DME readings at frequent
intervals
10nm

20kts
or more
faster

/
DME
o

90 .

DME Separation

20
nm

Crossing tracks

Second aircraft not inbound

from shaded area
.or,

DME Separation
20kt or
more faster

nm
0
1

Second aircraft not inbound from

Shaded area

/
)

10
KA /
DME
/


.

FL 260
FL 250
FL 240
10nm

10nm

10nm

DME
FL 260
FL 250
FL 240
10nm

10nm

10nm

DME

 )
10

/

10 .

DME Separation

10 nm

Horizontal Separation Lateral

 O




,


.



1.
/

2.

Criteria and minima

Geographical Separation applied by
reference to same or different geographic
location by position reports determined:
visually, or
by reference to a navigation aid

Criteria and minima

VOR
/ RADIALS 15
15 VOR

15nm

15

Criteria and minima

NDB
30
VOR

15nm

30

ATS SURVEILLANCE
SYSTEMS
Reference
Icao doc 4444 ch.8-8.9,8.10

Objectives
Explain the use of ats surveilance systems in ats
Define vectoring and flight path monitoring [1]
Explain the requirements for vectoring and
termination of vectoring [2]
Provide vectoring on and off routes [4]
Apply the procedures for vectoring aircraft at limit of
controlled airspace [3]
Appreciate the various techniques which may be
employed during vectoring [3]
Apply the procedures for termination of vectoring [3]

-Topics
IDENTIFICATION-

POSITION INFORMATION-

 /


/
..


/

/
/
(PSR)
(SSR)







(LOSS OF TERRAIN
CLEARANCE)

SSR Identification Procedures

For the purpose of this course there is no
requirement to learn and to apply the different
methods of identification. All aircraft are
identified using the SSR method;

recognition
recognition of
of an
an assigned
assigned discrete
discrete code,
code, the
the
setting
setting of
of which
which has
has been
been verified,
verified, in
in aa radar
radar
label
label

Position Information
An aircraft provided with ATS surveillance service should be informed of
its position in the following circumstances:
upon identification, except when the identification is established:
based on the pilots report of the aircraft position or within one nautical
mile of the runway upon departure and the observed position on the
situation display is consistent with the aircrafts time of departure; or
by use of ADS-B aircraft identification, SSR Mode S aircraft
identification or assigned discrete SSR codes and the location of the
observed position indication is consistent with the current flight plan of
the aircraft; or
by transfer of identification;

Position Information
when a pilots estimate differs significantly from the
controllers estimate based on the observed position;
when the pilot is instructed to resume own navigation after
vectoring if the current instructions had diverted the aircraft
from a previously assigned route;
when the pilot requests this information;
immediately before termination of ATS surveillance service, if
the aircraft is observed to deviate from its intended route.

Position Information
as a well-known geographical position;
magnetic track and distance to a significant point, an en-route navigation
aid, or an approach aid;
direction (using points of the compass) and distance from a known
position;
Position information shall be passed to aircraft in one of the following
forms:
distance to touchdown, if the aircraft is on final approach; or
distance and direction from the centre line of an ATS route.

RADAR VECTORING-KA

RADAR MONITORING

/
O

Definitions
Vectoring
Provision of navigational guidance to aircraft in the form of
specific headings,
headings based on the use of an ATS surveillance
system;
Flight path monitoring
The use of ATS surveillance systems for the purpose of
providing aircraft with information and advice relative to
significant deviations from nominal flight path, including
deviations from the terms of their air traffic control clearances.

General Procedures
Topics

Definitions
Factors affecting Vectoring
Vectoring Application
Navigation Assistance
Termination of ATS Surveillance Services
Minimum Levels

Vectoring Requirements
Vectoring shall be achieved by issuing to the
pilot specific headings which will enable the
aircraft to maintain the desired track.
track

Information on Vectoring
When an aircraft is given its initial vector
diverting it from a previously assigned route,
the pilot shall be informed what the vector is to
accomplish, and the limit of the vector shall be
specified.

XAMPLE
DLH345 ATHINAI, REPORT HEADING
ATHINAI DLH345 HDG IS 095
ROGER DLH 345 FOR SPACING TURN LEFT NEW
HDG 085 FOR THE NEXT 3 MIN.
ATHINAI DLH 345 TURNING LEFT 10 DEGREES
NEW HDG 085 FOR THE NEXT 3 MIN.MAY I
RESUME OWN NAVIGATION TO RDS IN 3 MIN?
DLH 345 AFFIRMATIVE.IN 3MIN RESUME OWN
NAVIGATION TO RDS

Vectoring at limit of controlled

airspace
Except when transfer of control is to be
effected, aircraft shall not be vectored closer
than 2.5NM, from the limit of the controlled
airspace for which the radar controller is
responsible.
Half separation in use (never below 2.5 NM)

Vectoring beyond controlled

airspace
Controlled flights shall not be vectored into
uncontrolled airspace except in
a case of emergency or
in order to circumnavigate severe weather, or
at the specific request of the pilot

Obstacle Clearance
When vectoring an IFR flight, the radar
controller shall issue clearances such that the
prescribed obstacle clearance will exist at all
times until the aircraft reaches the point where
the pilot will resume own navigation

Factors affecting Vectoring

Timing of the RTF transmission
Degree of turn required
Groundspeed
Rate of turn
Time Lag

Angle of Turn
180 turn

12 X

150 turn

11 X

120 turn

9X

90 turn

6X

60 turn

3X

30 turn

1X

Intercept

Groundspeed
The radius of turn will increase with an
increase in groundspeed
Commence the turn earlier with a fast aircraft
than with a slow aircraft

Ground Speed

Rate
one turn
for
1 minute

fast
a/c

slow
a/c

increasing ground speed will produce an

increasing radius of turn, assuming
constant rate of turn.

faster aircraft will therefore make wider turns, and

will require earlier turning instructions than slow.

Rate of Turn
Standard Rate 1 (30 per second)
Theoretical radius equal to the distance travelled in
approximately 20 seconds of straight flight
Rule of Thumb r = GS/100
Constant angle of bank at an angle of 200-250 is generally
employed
Radius of turn produced is greater than that using a Rate 1
turn
It is seldom known exactly what rate of turn the pilot will
employ

Rate of Turn

There are often variations from Rate 1 turns.

Learn to anticipate when it is likely to happen.

For example, jet aircraft at high levels will probably only turn at
between 2 and 2 per second.
Added to their high ground speeds, resulting radius can be
large.

RDR10/12

Time Lag
Always a lag between the controller starting to
transmit instruction for turns, and observing
turn commencing on radar.
Time lag compounded by
Time taken to issue the instruction;
Pilots reaction time, and time taken to execute
instruction, whether manually or by auto-pilot

Turn / Time Lag

Aircrafts track does not alter until about 4 to
7 seconds after the pilot initiates the turn
This turn/time lag varies according to the type
of aircraft

General Procedures
Topics

Definitions
Factors affecting Vectoring
Vectoring Application
Navigation Assistance
Termination of ATS Surveillance Services
Minimum Levels

Vector Application
A vector may be expressed in terms of:
Heading to be steered by aircraft when employing this
technique, the controller should ascertain the present
heading of the aircraft before assigning the new heading;
Number of degrees to be turned:
turned the current heading of an
aircraft need not necessarily be known. Turning an aircraft to
the left or to the right by a specified number of degrees will
deviate it to the left or right irrespective of drift.

1 to 60 rule of thumb
HLF456
345  26
320 RKN
.

KLM123
276  35
310

60 NM
30 NM
10 NM

5 NM

= 10

..
EXEI 5 ..
10 HLF456
5 O /
I 30 ..
HLF456 30..?
. 1 60 ..
1.. 1 3 .. 0.5..
5 30.. 0,55=2.5..
5. 7.5
10..
HLF H
LM.

General Procedures
Topics

Definitions
Factors affecting Vectoring
Vectoring Application
Navigation Assistance
Termination of ATS Surveillance Services
Minimum Levels

Navigation Assistance
The pilot of an aircraft requesting navigation
assistance from an ATC unit providing ATS
surveillance services shall
state the reason
to avoid areas of adverse weather or
unreliable navigational instruments and

shall give as much information as possible in

the circumstances.

General Procedures
Topics

Definitions
Factors affecting Vectoring
Vectoring Application
Navigation Assistance
Termination of ATS Surveillance Services
Minimum Levels

Termination of ATS Surveillance

Service
An aircraft which has been informed that it is
provided with ATS surveillance service should
be informed immediately when, for any
reason, the service is interrupted or
terminated.
terminated

Termination of Vectoring
In terminating vectoring of an aircraft, the
controller shall instruct the pilot to resume own
navigation, giving the pilot the aircrafts
position and appropriate instructions, if the
current instructions had diverted the aircraft
from a previously assigned route.

Termination of Vectoring
HLF456
315  26
RKN

RKN
KLM123
296  35

HLF456, RESUME OWN

NAVIGATION RKN
( MAGNETIC TRACK 260,
DISTANCE 25 NM )

General Procedures
Topics

Definitions
Vectoring Requirements
Vectoring Application
Navigation Assistance
Termination of ATS Surveillance Services
Minimum Levels

Minimum Levels
The controller shall be in possession of full
and up-to-date information regarding:
established minimum flight altitudes within the
area of responsibility;
the lowest usable flight level or levels and
established minimum altitudes applicable to
procedures based on tactical vectoring.

SEPARATION BASED ON ATS

SURVEILLANCE SYSTEMS
Use of ATS Surveillance Systems
ICAO DOC4444 CH.8-8.4

OBJECTIVE
Explain how the separation is achieved
State the minima required

Use of ATS Surveillance Systems

Topics

General
Functions
Separation Application
Separation Minima

General
Due to the much smaller buffer zone within
which to absorb errors by either the pilot or
the controller, basic mistakes in
aircraft Call signs
directions of turn
are completely UNACCEPTABLE

No matter how quiet a traffic situation the

skilled radar controller will always
Always concentrate
concentrate

General
Reduced spacing between flights;
Many more aircraft can be accommodated
within a given airspace;
Highly efficient use of airspace;
More expeditious flow of traffic;
More orderly processing of traffic.

Use of ATS Surveillance Systems

Topics

General
Functions
Separation Application
Separation Minima

Functions

ATS surveillance services as necessary in order to improve

airspace utilization, reduce delays, provide for direct routings
and more optimum flight profiles, as well as to enhance
safety;
Vectoring to departing aircraft for the purpose of facilitating
an expeditious and efficient departure flow and expediting
climb to cruising level;
Vectoring to aircraft for the purpose of resolving potential
conflicts;

Functions

Vectoring to arriving aircraft for the purpose of establishing

an expeditious and efficient approach sequence;
Vectoring to assist pilots in their navigation
Separation and maintain normal traffic flow when an aircraft
experiences communication failure within the area of
coverage;
Maintain flight path monitoring of air traffic;

Functions
When applicable, maintain a watch on the
progress of air traffic, in order to provide a
procedural controller with:
improved position information regarding aircraft
under control;
supplementary information regarding other
traffic;
information regarding any significant deviations
by aircraft from the terms of their respective ATC
clearances.

Use of ATS Surveillance Systems

Topics

General
Functions
Separation Application
Separation Minima

Wind
Drift could affect aircraft tracks, even on
parallel headings and could mean that less
than the prescribed radar separation minima
is achieved or maintained.

Relative headings and speeds

The rapidity with which the relative positions of any two

aircraft changes, both in plan and in level, is an important
factor in considering what radar separation may safely be
applied in a given instance.
Aircraft flying at high speed can make rapid heading
changes. However, the effect on observing the aircrafts
track on radar, due to the inertia of the aircraft, is to see only
a slow change to the aircrafts track.

Relative headings and speeds

Communication Congestion
Bearing in mind the rapidity with which the
relative positions of aircraft can change it is
essential that the controller should be able to
give revised instructions within a few
seconds
ififthe
thefrequency
frequency isis likely
likely to
tobecome
becomecongested
congestedthe
the
radar
radar separation
separationshould
shouldbe
beincreased
increased

Use of ATS Surveillance Systems

Topics

General
Functions
Separation Application
Separation Minima

Separation Minima
Radar separation shall only be applied
between identified aircraft when there is
reasonable assurance that identification will
be maintained

Separation Minima
Minimum horizontal separation between
aircraft shall be 5 NM or greater as
When
Whenauthorised
authorisedby
bythe
theAppropriate
Appropriate
warranted.
ATS
ATSAuthority
Authority
5 Miles

Separation
Separationbased
basedon
onthe
theuse
useof
ofADSADSB,
B,SSR
SSRand/or
and/orPSR
PSRposition
positionsymbols
symbols
and/or
and/orPSR
PSRblips
blipsshall
shallbe
beapplied
appliedso
so
that
thatthe
thedistance
distancebetween
betweenthe
thecentres
centres
of
ofthe
theposition
positionsymbols
symbolsand/or
and/orPSR
PSR
blips,
blips,representing
representingthe
thepositions
positionsof
ofthe
the
aircraft
aircraftconcerned,
concerned,isisnever
neverless
lessthan
thanaa
prescribed
prescribedminimum
minimum

Reduction of Separation Minima

The radar separation may, if so prescribed by
the appropriate ATS authority, be reduced,
but not below:
3.0 NM when radar capabilities at a given
location so permit; and
2.5 NM between succeeding aircraft which
are established on the same final approach
track within 10 NM of the runway end.

GROUND BASED SAFETY

NETS
REFERENCE
ICAO DOC.4444 CH.15-15.7.2,15.7.4

OBJECTIVES
State the main characteristics of ground based
safety nets and their relevance to ATC
operations

Purpose of Safety Nets

To alert controllers to potentially hazardous
situations.
To alleviate potential consequences of human
error.

Safety Net Functions

There are three safety nets currently
considered:
STCA(Short Term Conflict Alert)
MSAW(Minimum Safe Altitude Warning)
APW \ DAIW(Area Proximity Warning-Dangerous
Area Infringement Warning)

Purpose of MSAW
MSAW is intended to alert situations where an
eligible aircraft is, or is predicted to be, flying
at an altitude such that there is a danger of
collision with terrain/obstacles.

Purpose of APW / DAIW

APW is intended to alert situations where an
eligible aircraft is, or is predicted to be, flying
into a region of protected airspace.

Protected
Airspace

x
HLF456
HLF456
HLF456
300
300 300

Purpose of STCA
STCA is intended to alert the controller to conflicts
involving at least one eligible aircraft.

Safety Net Context

Basic Functions
Surveillance

FDPD

Recording

Environment Data

Surveillance
Track Data

Flight
Data

SNET
Recording
Data

Meteorological,
Airspace and
Parameter Data

Safety Nets

Controller
Options

Alert
Data

Status
Data

Supervisor
Options

Controller

Supervisor
HMI

Status
Data

Overview
Safety Nets help controllers avoid collisions,
controlled flight into terrain and airspace
incursions.
Safety Nets are not a controller tool.
Safety Nets are not intended to be a means to
increase ATC capacity.

Safety Net Objectives

To alert all conflicts, terrain collision hazards
and imminent airspace penetrations.
To provide adequate warning time.
To minimise nuisance alerts.

Summary of APW and MSAW

APW is relatively simple, requiring restricted
airspace regions to be defined
MSAW protection against high ground may be
done simply by mosaic cells
MSAW closer to airports may require details of
obstructions
MSAW may also consider glide slope

Summary of STCA
Safety net - not a control tool
Involves progressive filtering of track pairs
Different airspace requires regions in which different
STCA parameters may be set
Performance optimisation requires compromises and
controller feedback
Unknown aircraft intention is the main limitation of
performance
Input of intended levels has a major impact on
number of alerts produced

Example STCA

Scenario description
HHI123
320 -

There are two aircraft, one overflight at BASUM

(HHI123) and another an arrival (EHAM) at ROBEG
(HLF456). Crossing separation at OSN is less than
5 NM. EC was busy ...

DH1225 BAS

320

DH1230 O SN

400

16-May-02

HHI123
10

HLF456

B733/M

R320

EKCH

LFPO

HHI123

B762/H

R360

LTBA

EHAM HLF456

HLF456
400 -

NOR 1250 320

0715

OE

ACT06

RKN

0314

DE

AA

1235 260

RSYD_6 description
1&2. version 1.0
S4-Scenario
slide

17

SCENARIO STCA

HHI123
320-

HLF456
400D260

10

SCENARIO STCA

HHI123
320-

5NM ?
HLF456
392260

10

SCENARIO STCA

HHI123
320-

HLF456
374260

10

SCENARIO STCA

HHI123
320-

HLF456
365260

10

SCENARIO STCA

HHI123
320-

HLF456
356260

10

SCENARIO STCA

HHI123
320-

HLF456
346260

10

SCENARIO STCA

 HLF456

-HHI123

17 3.0

HHI123
320-

HLF456
337260

10

SCENARIO STCA

 HLF456

-HHI123

10 3.0

HHI123
320 -

HLF456
328260

10

FL. 400

FL. 320

1 MIN
5 NM

FL. 260

2 MIN

AIRSPACE MANAGEMENT
REFERENCE
ICAO doc 4444 CH.1 DEFINITION
www.eurocontrol.int/airspace/public/standard_age/1486_Training.html
Eurocontrol ASM HBK

Objectives
Define ASM;
Describe the scope of ASM;
Explain the responsibility for the provision of
ASM;
State the methods of managing the airspace
(FUA, airspace design).

Definition
Airspace Management (ASM) is a generic
term covering any management activity
provided for the purpose of achieving the most
efficient use of airspace based on actual
needs and, where possible, avoiding
permanent airspace segregation.

Responsibility
States should ensure that military authorities responsible
for the planning and conducting activities potentially
hazardous to civil aircraft are fully familiar with the area of
activity in terms of:

type(s) of civil aircraft operations;

ATS airspace organisation and responsible
controlling/monitoring unit(s);

ATS routes and their dimensions, as appropriate; and

relevant regulations and special rules in force, including
airspace restrictions.

Advantages
Enhancement of ASM processes and improvement of
civil-military co-ordination;
Airspace structure (optimisation of the ATS route network,
ATC sectors and terminal airspace);
Airspace classification (development of new or adapted
airspace structures and progress towards a uniform
airspace organisation leading to a continuum of airspace);
ATM procedures (development of procedures to support
operational change);

Mehods of ASM-F.U.A

FUA Concept
Airspace should no longer be designated as
either purely civil or military airspace, but
rather considered as one continuum and
allocated according to user requirements.
requirements
Any necessary airspace segregation should
be temporary,
temporary based on real-time usage
within a specific time period.
period

 Explain the airspace structures

associated with FUA.

Permanent ATS Routes.

Airspace Restrictions.

Temporary Segregated Areas (TSAs).

Cross-Border Areas (CBAs).

Conditional Routes (CDRs).

Reduced Co-ordination Airspace (RCA).

Joint Airspace.

FUA Airspace Structures

Permanent ATS Routes.
Airspace Restrictions.

Temporary Segregated Areas

(TSAs).

Cross-Border Areas (CBAs).

Conditional Routes (CDRs).
Reduced Co-ordination Airspace (RCA).
Joint Airspace.

Temporary Segregated Areas

(TSAs)
TSA is an airspace of defined dimensions within
which activities require the reservation of airspace
for the exclusive use of specific users during a
determined period of time.
TSAs established at Level 1, allocated at Level
2 by AMCs and activated at Level 3.
TSAs introduce need for prior planning; if not
practical, remain Danger or Restricted Area.

TSA Activation
TSAs have 3 levels of activation:
Published Hours.
Planned Hours.
Real Activation Times.

Published Hours
Identified at Level 1.
Maximum possible time during which the TSA
can be used.
Information published in National AIPs.

Planned Hours
Time brackets, within the published hours, that
the TSA has been requested for use on a dayto-day basis.
Managed at Level 2 by the appropriate
Airspace Management Cell.

Real Activation Times

The real-time activation of a TSA for the
planned activity.
Managed at Level 3 by military and civil
ATC units.
Real-time co-ordination could permit real
activation times outside the planned hours
subject to:
ATFM measures in force.
No significant impact on OAT or GAT planned
to operate through the TSA.

KIRCHBERG FIR
ANOTHER FIR

FIR
KIRCHBERG

TOT

UB1
ABA
KIEM

TSA001
660
155

ALT

D214
260
155

Military

R212
310
050
EM
KI

1
UR

KIRCHBERG

DEL

FIR

UB2

P112
BOB

TSA Introduced.

FUA Airspace Structures

Permanent ATS Routes.

Airspace Restrictions.
Temporary Segregated Areas (TSAs).
Cross-Border Areas (CBAs).

Conditional Routes (CDRs).

Reduced Co-ordination Airspace (RCA).
Joint Airspace.

Conditional Routes (CDRs)

CDRs are ATS routes that are not permanent.
CDRs are categorised as

CDR1

CDR2 or

CDR3 depending on availability.

CDR1
Available for specified periods such as nighttime or weekends.
Activation periods specified in AIPs.
Always plannable during these times unless
notified by NOTAM.
Short-notice closure handled tactically by
ATC.

CDR2
Typically routes through TSAs.
Available only when the TSA is not active.
Plannable only in accordance with the availability
times notified the day before operations.
Established to maximize one or more of the
following:

Better traffic distribution.

Increase in overall ATC capacity.

Flight economy.

CDR3
Not plannable.
Routes expected to become available at short
notice.
Routes allocated at Level 3 on a tactical basis.

KIRCHBERG FIR
ANOTHER FIR
FIR
KIRCHBERG

TOT

UB1
ABA
KIEM

CBA001

BOD

660
155

BONTY

CL412

ALT
Military

310
155

155
050

EM
KI

1
UR

KIRCHBERG

R212
CR
27

TSA
212

DEL

FIR

UB2

P112
BOB

Final Version.

AIR TRAFFIC FLOW CONTROL

MANAGEMENT
REFERENCE
ICAO DOC 4444 CH.1
CH.3-3.2.1
ANNEX11 CH.3-3.7.5

OBJECTIVES

Define ATFM
State the scope of capacity management
Describe the scope of ATFCM
Explain the responsibility for the provision of
ATFCM
State the methods of providing ATFCM

ATFM-DEFINITION
A SERVICE ESTABLISHED WITH THE OBJECTIVE
OF CONTRIBUTING TO A SAFE,ORDERLY AND
EXPEDITIOUS FLOW OF AIR TRAFFIC BY
ENSURING THAT ATC CAPACITY IS UTILIZED TO
THE MAXIMUM EXTENT POSSIBLE,AND THAT
THE TRAFFIC VOLUME IS COMPATIBLE WITH
THE CAPACITIES DECLARED BY THE
APPROPRIATE ATS AUTHORITY.

 An air traffic flow management (ATFM) service

shall be implemented for airspace where traffic
demand at times exceeds the defined ATC
capacity.

 ATFCM is the process of solving ATC

problems when the traffic demand is greater
than the capacity. Plans are made in advance
of the Day of Operation on a global European
basis, taking all customer needs into account
and by trying to find a non-ATFCM solution
first

UNIT RESPONSIBLE FOR ATFCMCFMU

The CFMU is responsible for the provision of an efficient ATFCM service within the
area of responsibility of participating European States.
In addition to the principal objectives detailed above, the CFMU is required, within
the agreed policy and principles, to:
Maintain and improve the cost effectiveness of its operations by increasing the
level of automation, taking advantage of technology evolution.
Adapt its procedures and systems to the evolution of its operational environment,
in particular the Single European Sky (SES) initiative developed by the
European Union (EU) and the developments undertaken in the context of the
ATM 2000+ strategy.
Provide reports and statistics on ATFCM operations and delay situation for
managerial and operational purposes.
Maintain a high level of responsiveness to ATS and AO users requests for
procedure improvements and system evolution.

The Central Flow Management Unit

(CFMU)

The creation of the Central Flow

Management Unit (CFMU) was decided by
the Transport Ministers of the European Civil
Aviation Conference (ECAC) States in
October 1988.

 The Member States of ECAC asked

EUROCONTROL to create and operate on their
behalf the CFMU which shall provide Air Traffic Flow
and Capacity Management (ATFCM) services
throughout their airspace.
The CFMU is based on the ICAO Centralised Traffic
Management Organisation (CTMO) concept which
foresaw a central flow management unit supported
by Flow Management Positions (FMPs) in each Area
Control Centre (ACC).

ATFM PHASES-GENERAL LAYOUT

ATFM should be carried out in three phases:
Strategic planning, if the action is carried out more
than one day before the day on which it will take
effect. Strategic planning is normally carried out well
in advance, typically two to six months ahead;
Pre-tactical planning, if the action is to be taken on
the day before the day on which it will take effect;
Tactical operations, if the action is taken on the day
on which it will take effect.

 Strategic Planning:
Strategic planning should be carried out in conjunction with
ATC and the aircraft operators. It should consist of examining
the demand for the forthcoming season, assessing where and
when demand is likely to exceed the available ATC capacity
and taking steps to resolve the imbalance by:
arranging with the ATC authority to provide adequate capacity
at the required place and time;
re-routing certain traffic flows (traffic orientation);
scheduling or rescheduling flights as appropriate; and
identifying the need for tactical ATFM measures

 Pre-tactical planning:
Pre-tactical planning should entail fine tuning of the
strategic plan in the light of updated demand data.
During this phase:
certain traffic flows may be re-routed;
off-load routes may be coordinated;
tactical measures will be decided upon; and
details for the ATFM plan for the following day
should be published and made available to all
concerned.

 Tactical Operations:
Tactical ATFM operations should consist of:
executing the agreed tactical measures in order to provide a
reduced and even flow of traffic where demand would
otherwise have exceeded capacity;
monitoring the evolution of the air traffic situation to ensure
that the ATFM measures applied are having the desired effect
and to take or initiate remedial action when long delays are
reported, including re-routing of traffic and flight level
allocation, in order to utilize the available ATC capacity to the
maximum extent

 When the traffic demand exceeds, or is foreseen to exceed,

the capacity of a particular sector or aerodrome, the
responsible ATC unit shall advise the responsible ATFM unit,
where such a unit is established, and other ATC units
concerned. Flight crews of aircraft planned to fly in the
affected area and operators should be advised, as soon as
practicable, of the delays expected or the restrictions which
will be applied.
Note. Operators known or believed to be concerned will
normally be advised by the regional air traffic flow
management service, when established.