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EUROCONTROL CFMU
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
GENERAL & CFMU SYSTEMS
Edition N°: 12.0 http://www.cfmu.eurocontrol.int
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
i
©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL). All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior permission of EUROCONTROL.
Edition No. Edition Issue date Reference File name Number of pages
: : : : :
12.0 22 January 2008 BASIC CFMU HANDBOOK GENERAL & SYSTEMS 66
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
ii
EUROCONTROL CFMU
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
OPERATIONAL PROBLEMS HELP-DESKS
Clients experiencing on-line problems should inform the relevant Units as indicated below depending on the nature of the problem.
FLIGHT PLAN FILING PROBLEMS A problem with an FPL message including RPLs within 20 hours of EOBT. Action
Contact the relevant IFPS Unit Supervisor FP1 - BRUSSELS
FP2 - BRÉTIGNY
OPS TELEPHONE
++32 (0) 2 745.19.50 ++32 (0) 2 745.19.62/66
++33 1 69.88.17.50
OPS FAX
++32 (0) 2 729.90.41
++33 1 69.88.38.22
OPERATIONAL ATFCM PROBLEMS Action
Contact the OPSD Team Leader
TELEPHONE
++32 (0) 2 745.19.01
FAX
++32 (0) 2 729.90.27
OPS AFTN
EBBDCEUW
OPS SITA
BRUEC7X
TECHNICAL PROBLEMS (Transmission, Terminals) Action
Contact the CFMU SYSTEM OPERATIONS (CSO) HELPDESK
TELEPHONE
++32 (0) 2 745.19.97
FAX
++32 (0) 2 729.90.23
mailto:[email protected]
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
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Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
iv
EUROCONTROL CFMU
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
THE CFMU HANDBOOK EDITION 12.0
The structure and organisation of this document is such that all of the key CFMU related procedures are contained in the BASIC CFMU HANDBOOK which consists of:
General & CFMU Systems.
IFPS Users Manual.
ATFCM Users Manual.
CFMU Operational Problem Reporting.
Addresses.
The BASIC CFMU HANDBOOK is, in addition, supported by Supplements in the form of Descriptions, Guides and Manuals. Amendments are implemented at Section level as heretofore. The amendments which are reflected in Edition 12.0 of the BASIC CFMU HANDBOOK are summarised at the beginning of each Part in the respective amendment history pages. In addition, vertical revision bars are used to indicate changed information of a significant nature.
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
v
INTENTIONALLY LEFT BLANK
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
vi
EUROCONTROL CFMU
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
AMENDMENT N° 8
Section
Issue Date
Amended Section
Amended Date
PREFACE
22-Jan-2008
2.
SUMMARY DESCRIPTION OF THE CFMU HANDBOOK
22-Jan-2008
02-May-2006
4.
ORGANISATION OF THE CFMU
22-Jan-2008
AREA OF RESPONSIBILITY
02-May-2006
5.
AREA OF RESPONSIBILITY
22-Jan-2008
6.
REFERENCE DOCUMENTS AND MESSAGES
02-May-2006
7.
CFMU SYSTEMS ELEMENTS AND INTERFACES
02-May-2006
7.
CFMU SYSTEMS ELEMENTS AND INTERFACES
22-Jan-2008
8.
THE ENVIRONMENT SYSTEM (ENV)
02-May-2006
8.
THE ENVIRONMENT SYSTEM (ENV)
22-Jan-2008
9.
THE REPETITIVE FLIGHT PLAN SYSTEM (RPL)
22-Feb-2000
10. THE INTEGRATED INITIAL FLIGHT PLAN PROCESSING SYSTEM (IFPS)
02-May-2006
10. THE INTEGRATED INITIAL FLIGHT PLAN PROCESSING SYSTEM (IFPS)
22-Jan-2008
11. THE TACTICAL SYSTEM (ETFMS)
02-May-2006
11. THE TACTICAL SYSTEM (ETFMS)
22-Jan-2008
12. THE ARCHIVE SYSTEM (DWH, FORMERLY CALLED ARC)
02-May-2006
13. DICTIONARY OF ABBREVIATIONS
02-May-2006
13. DICTIONARY OF ABBREVIATIONS
22-Jan-2008
PREFACE
02-May-2006
1.
THE CFMU HANDBOOK
02-May-2006
2.
SUMMARY DESCRIPTION OF THE CFMU HANDBOOK
02-May-2006
3.
THE CENTRAL FLOW MANAGEMENT UNIT
02-May-2006
4.
ORGANISATION OF THE CFMU
5.
Amendment No. 8 to the GENERAL & CFMU SYSTEMS Main changes are indicated with revision bars.
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
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Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
viii
EUROCONTROL CFMU
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
TABLE OF CONTENTS 1.
THE CFMU HANDBOOK ............................................................................1-1
1.1.
Audience Description ......................................................................................................... 1-1
1.2.
Applicability Statement ...................................................................................................... 1-1
1.3.
Purpose................................................................................................................................ 1-1
2.
SUMMARY DESCRIPTION OF THE CFMU HANDBOOK .........................2-1
2.1.
BASIC CFMU HANDBOOK ................................................................................................. 2-1
2.1.1.
General & CFMU Systems.................................................................................................. 2-1
2.1.2.
Integrated Initial Flight Plan Processing System (IFPS) USERS MANUAL................... 2-1
2.1.3.
Air Traffic Flow and Capacity Management (ATFCM) USERS MANUAL....................... 2-1
2.1.4.
CFMU Operational Problem Reporting ............................................................................. 2-2
2.1.5.
Addresses............................................................................................................................ 2-2
2.2.
SUPPLEMENTS ................................................................................................................... 2-2
2.2.1.
Provision of Environment Data (SUPP) ............................................................................ 2-2
2.2.2.
ATFCM Operating Procedures for Flow Management Position (SUPP) ....................... 2-2
2.2.3.
Guides for access to CFMU Applications and SYSTEMS (Supplements) .................... 2-3
2.2.3.1.
CIA - CFMU Internet Access (SUPP) ................................................................................. 2-3
2.2.3.2.
CHMI - CFMU Human Machine Interface (SUPP) ............................................................. 2-3
2.2.3.3.
CIR - CFMU Interactive Reporting (SUPP)........................................................................ 2-4
2.3.
Update Procedure ............................................................................................................... 2-4
3.
THE CENTRAL FLOW MANAGEMENT UNIT............................................3-1
3.1.
CFMU Mission ..................................................................................................................... 3-1
4.
ORGANISATION OF THE CFMU ...............................................................4-1
4.1.
Organisation of the CFMU Directorate ............................................................................. 4-1
4.1.1.
Special Adviser ................................................................................................................... 4-1
4.1.2.
Safety, Quality and Security Manager............................................................................... 4-1
4.1.3.
The User Relations and Development Bureau (URB) ..................................................... 4-2
4.1.4.
The Operations Division (OPSD)....................................................................................... 4-2
4.1.5.
The Engineering Division (ENGD)..................................................................................... 4-3
4.1.6.
The EAD and Aeronautical Information Bureau (EAB) ................................................... 4-4
4.2.
Flow Management Positions (FMPs) ................................................................................ 4-5
5.
AREA OF RESPONSIBILITY......................................................................5-1
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
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BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
6.
REFERENCE DOCUMENTS AND MESSAGES.........................................6-1
6.1.
The CFMU HANDBOOK ...................................................................................................... 6-1
6.2.
The ANM (ATFCM Notification Message) ......................................................................... 6-1
6.3.
The AIM (ATFCM Information Message)........................................................................... 6-1
6.4.
National NOTAM and AIP Supplements ........................................................................... 6-1
6.5.
National AIPs ....................................................................................................................... 6-1
6.6.
ICAO Publications............................................................................................................... 6-1
7.
CFMU SYSTEM ELEMENTS AND INTERFACES......................................7-1
7.1.
General Description............................................................................................................ 7-1
7.2.
CFMU Environment Database (ENV)................................................................................. 7-2
7.3.
CFMU Repetitive Flight Plan System (RPL) ..................................................................... 7-2
7.4.
Integrated Initial Flight Plan Processing System (IFPS)................................................. 7-2
7.5.
CFMU Enhanced Tactical Flow Management System (ETFMS)..................................... 7-2
7.6.
CFMU Archive System (DWH, formerly called ARC) ....................................................... 7-3
7.7.
IFPS Validation System (IFPUV) ........................................................................................ 7-3
7.8.
Pre-Tactical System (PREDICT) ........................................................................................ 7-3
7.9.
CFMU Network .................................................................................................................... 7-4
8.
THE ENVIRONMENT SYSTEM (ENV)........................................................8-1
8.1.
Purpose................................................................................................................................ 8-1
8.2.
Areas Covered..................................................................................................................... 8-1
8.3.
Scope ................................................................................................................................... 8-1
8.4.
Data Modification ................................................................................................................ 8-2
8.4.1.
Static Data ........................................................................................................................... 8-2
8.4.2.
Semi-Dynamic Data ............................................................................................................ 8-2
8.4.3.
Dynamic Data ...................................................................................................................... 8-2
8.5.
Points ................................................................................................................................... 8-2
8.6.
Aerodrome ........................................................................................................................... 8-2
8.7.
Route Assembly.................................................................................................................. 8-2
8.8.
Airspace Data ...................................................................................................................... 8-3
8.8.1.
Operational Structure ......................................................................................................... 8-3
8.8.2.
Manageable Airspaces ....................................................................................................... 8-3
8.8.3.
Administrative Structure .................................................................................................... 8-3
8.9.
Air Navigational Services Units......................................................................................... 8-3
8.10.
Restrictions ......................................................................................................................... 8-4
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
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GENERAL & CFMU SYSTEMS
8.11.
Capacities (CAPs) ............................................................................................................... 8-4
8.12.
Flows .................................................................................................................................... 8-4
8.13.
Reference Locations (RLs) ................................................................................................ 8-4
8.14.
Traffic Volumes (TFVs)....................................................................................................... 8-5
8.14.1.
Traffic Volumes for Monitoring Purposes ........................................................................ 8-5
8.14.2.
Traffic Volumes for Other Purposes ................................................................................. 8-5
8.15.
Aircraft ................................................................................................................................. 8-6
9.
THE REPETITIVE FLIGHT PLAN SYSTEM (RPL).....................................9-1
9.1.
Description .......................................................................................................................... 9-1
9.2.
Scope ................................................................................................................................... 9-1
9.3.
Objectives ............................................................................................................................ 9-1
9.4.
Functions of the RPL System ............................................................................................ 9-1
9.4.1.
Summary.............................................................................................................................. 9-1
9.4.2.
Manage RPL Files ............................................................................................................... 9-1
9.4.3.
Manage RPLs ...................................................................................................................... 9-2
9.4.4.
Generate Formatted Bulk Outputs .................................................................................... 9-2
10.
THE INTEGRATED INITIAL FLIGHT PLAN PROCESSING SYSTEM (IFPS)................................................................10-1
10.1.
Purpose.............................................................................................................................. 10-1
10.2.
IFPS Units .......................................................................................................................... 10-1
10.3.
Network Connectivity ....................................................................................................... 10-1
10.4.
Functional Overview......................................................................................................... 10-3
10.4.1.
Processing of Individual Flight Plan Messages............................................................. 10-3
10.4.2.
Processing of Repetitive Flight Plan Messages ............................................................ 10-3
10.5.
Physical Configuration..................................................................................................... 10-4
10.6.
Software Configuration Policy ........................................................................................ 10-4
10.7.
IFPS Contingency Plan..................................................................................................... 10-4
10.7.1.
Maintenance of Backup Database................................................................................... 10-5
10.7.2.
Take Over of Responsibility............................................................................................. 10-6
10.7.3.
Restoration of Failed IFPS Unit ....................................................................................... 10-6
11.
THE TACTICAL SYSTEM (ETFMS) .........................................................11-1
11.1.
Description ........................................................................................................................ 11-1
11.2.
Description of Computer Assisted Slot Allocation (CASA) ......................................... 11-3
11.2.1.
CASA System .................................................................................................................... 11-3
11.2.2.
Description of the CASA Algorithm for Slot Allocation................................................ 11-3
11.2.2.1.
Slot Allocation Lists - Basic Rate.................................................................................... 11-3
11.2.2.2.
Pre-allocation Stage ......................................................................................................... 11-3
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
xi
EUROCONTROL CFMU
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GENERAL & CFMU SYSTEMS
11.2.2.3.
Slot Amendment Procedure ............................................................................................ 11-4
11.2.2.4.
Allocation Stage................................................................................................................ 11-4
11.2.2.5.
Combined Flow Measures for one Flight ....................................................................... 11-4
11.2.2.6.
Optimisation of the Slot Allocation Process.................................................................. 11-4
11.2.2.7.
True Revision Process ..................................................................................................... 11-5
12.
THE ARCHIVE SYSTEM (DWH, FORMERLY CALLED ARC).................12-1
12.1.
Purpose.............................................................................................................................. 12-1
12.2.
Scope ................................................................................................................................. 12-1
12.2.1.
Available Data in the ARCHIVE SYSTEM (DWH) ........................................................... 12-1
12.2.2.
The Functional Scope of DWH ........................................................................................ 12-2
13.
DICTIONARY OF ABBREVIATIONS........................................................13-1
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
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EUROCONTROL CFMU
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GENERAL & CFMU SYSTEMS
TABLE OF FIGURES Figure 4-1
CFMU Organisation ............................................................................................. 4-4
Figure 4-2
Operational Structure with CFMU...................................................................... 4-5
Figure 7-1
CFMU Systems Overview ................................................................................... 7-1
Figure 7-2
NETWORK ............................................................................................................ 7-4
Figure 10-1
IFPS Inputs ......................................................................................................... 10-2
Figure 10-2
IFPS Outputs ...................................................................................................... 10-2
Figure 11-1
ETFMS Functionalities ...................................................................................... 11-2
Figure 12-1
Scope of DWH Data ........................................................................................... 12-1
Figure 12-2
Reporting on Available Information in DWH................................................... 12-3
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
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Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
xiv
EUROCONTROL CFMU
1.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
THE CFMU HANDBOOK The CFMU HANDBOOK consists of a BASIC or core set of PARTS supported by SUPPLEMENTS in the form of Descriptions, Guides and Manuals. They can be used and updated separately. The CFMU HANDBOOK describes the organisation of the CFMU, the operating procedures to be applied in the CFMU area and gives guidance for the use of CFMU applications. These include Flight Plan Filing procedures with the Integrated Initial Flight Plan Processing System (IFPS) and CFMU Air Traffic Flow and Capacity Management Procedures with the Tactical (ETFMS) System. Any person who intends to make use of the services provided by the CFMU should find in the CFMU HANDBOOK the information required.
1.1.
Audience Description The intended audience of this CFMU HANDBOOK is any person engaged in aircraft operations or in Air Traffic Services (ATS) who intends to make use of the services provided by the Central Flow Management Unit (CFMU), Flight Plan Processing System (FPPS) and Air Traffic Flow and Capacity Management (ATFCM). The reader shall be conversant with the current flight planning rules and with the relevant International Civil Aviation Organization (ICAO) messages.
1.2.
Applicability Statement This CFMU HANDBOOK applies to CFMU operations.
1.3.
Purpose The purpose of the CFMU HANDBOOK is to ensure that users of the CFMU are familiar with: •
The organisation of the CFMU and its systems.
•
The centralised flight planning services and associated procedures as provided by the CFMU.
•
The centralised ATFCM services and associated procedures as provided by the CFMU.
•
The CFMU information services, through the use of CFMU applications and interfaces.
The CFMU HANDBOOK can be used for learning the procedures and the messages used by the CFMU and also as a reference guide when an action related to ATFCM operations has to be taken.
Amendment date: 25-Jul-2006
EDITION 12.0
SECTION 1 - page
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INTENTIONALLY LEFT BLANK
Amendment date: 25-Jul-2006
EDITION 12.0
SECTION 1 - page
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BASIC CFMU HANDBOOK
EUROCONTROL CFMU 2.
GENERAL & CFMU SYSTEMS
SUMMARY DESCRIPTION OF THE CFMU HANDBOOK As mentioned in Section 1. the CFMU HANDBOOK consists of the BASIC PARTS and SUPPLEMENTS.
2.1.
BASIC CFMU HANDBOOK •
GENERAL & CFMU SYSTEMS.
•
IFPS USERS MANUAL.
•
ATFCM USERS MANUAL.
•
CFMU OPERATIONAL PROBLEM REPORTING.
•
ADDRESSES.
All other Descriptions, Guides and Manuals are deemed as SUPPLEMENTS to the BASIC CFMU HANDBOOK. Unlike the BASIC CFMU HANDBOOK which addresses all aspects of CFMU operations for the whole CFMU Users’ community, the SUPPLEMENTS are focused on CFMU specific functions or services and are therefore intended for targeted users’ subgroups. 2.1.1.
General & CFMU Systems It includes: •
A description of the CFMU HANDBOOK and reference documents.
•
Details of the CFMU mandate, organisation, area of responsibility. An overview of the CFMU Systems, explaining from a user's perspective the function of every single System and the main inter-action between all Systems. It consists of a description of: ENV, RPL, IFPS, ETFMS, DWH, IFPUV and PREDICT Systems its relationship to the whole.
Standard Amendment 2.1.2.
notification to all CFMU Users.
Integrated Initial Flight Plan Processing System (IFPS) USERS MANUAL This is a self-contained users manual describing operating procedures with respect to flight plan filing in the IFPS context. Standard Amendment
2.1.3.
notification to all CFMU Users.
Air Traffic Flow and Capacity Management (ATFCM) USERS MANUAL This is a self-contained users manual describing operating procedures in the context of the TACTICAL (ETFMS) system and with Computer Assisted Slot Allocation (CASA): •
It complements the ICAO publications related to ATFCM in Europe with respect to the CFMU specific procedures:
A general description of the CFMU, its role and position within the ICAO EUR region.
The relationship and role of constituent parts such as OPSD, FMPs, etc., …
CFMU ATFCM/FLIGHT PLAN FILING procedures defining policy and requiring approval at EUROCONTROL/ICAO level.
Description, procedures and objectives of the internationally coordinated strategic planning process.
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 2 - page
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
2-1
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EUROCONTROL CFMU
GENERAL & CFMU SYSTEMS
Slot Allocation procedures.
ATFCM messages.
Exceptional conditions.
Other information.
Standard Amendment 2.1.4.
notification to all CFMU Users.
CFMU Operational Problem Reporting This is a guide providing practical information to contact CFMU Helpdesks in case of operational problems, and describing the applicable reporting procedures depending on the nature of the problem. It includes: •
Quick Reference for OPERATIONAL PROBLEMS.
•
Real Time Operational Problem Reporting.
•
Operational Incident and Post Event Problem Reporting.
•
Technical Problems.
Standard Amendment 2.1.5.
notification to all CFMU Users.
Addresses It includes: •
Contact addresses.
•
Telephone/fax numbers.
•
SITA/AFTN addresses, etc., …
for the CFMU, ECAC Flow Management Positions and ATC Units in neighbouring Countries (sorted by country). Standard Amendment
notification to all CFMU Users.
2.2.
SUPPLEMENTS
2.2.1.
Provision of Environment Data (SUPP) This SUPPLEMENT describes the CFMU requirements related to the provision of ATS environment data to be input in the CFMU Database. Standard Amendment
2.2.2.
notification to FMPs, ATS.
ATFCM Operating Procedures for Flow Management Position (SUPP) This SUPPLEMENT describes: •
ATFCM procedures between Flow Management Positions (FMPs) and the Operations Division (OPSD). The OPSD is responsible for the coordination and implementation of these procedures as described in the FMP Letter of Agreement (LOA).
•
Duties of an FMP.
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 2 - page
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GENERAL & CFMU SYSTEMS
•
FMP internal procedures. While general FMP/OPSD procedures may be applicable to all FMPs, there will be discreet procedures between the OPSD and individual FMPs. There will also be procedures internal to each FMP.
•
Low Visibility and Exceptional Conditions procedures.
•
LOA between EUROCONTROL, CFMU and Area Control Centre (ACC) concerning procedures between the CFMU and FMP.
Standard Amendment 2.2.3.
BASIC CFMU HANDBOOK
notification to FMPs, OPSD.
Guides for access to CFMU Applications and SYSTEMS (Supplements) Access to CFMU applications and SYSTEMS is a service delivered to CFMU Users in complement of the Operational functions. Overview of the service: The CFMU applications are interfaces which provide the users with an on-line access to a sub-set of the CFMU systems and data. Access rights are defined according to standard usage profiles, which are allocated to each user. All applications are protected through a user authentication mechanism. The prerequisites for accessing these services are: formal access request through the CFMU Access Request form, signature of a Service Agreement, and provision by the user of a network access, through Internet or SITA. For additional details and latest updates concerning access to these services, the CFMU Web site shall be referred to. Several separated SUPPLEMENTS are dedicated to the access to CFMU applications.
2.2.3.1.
CIA - CFMU Internet Access (SUPP) This SUPPLEMENT describes the operating instructions related to the consultation of CFMU general information and the dialogue with the CFMU, through a Web based application: CFMU Internet Access (CIA). CIA provides primarily the provision of flow management information, measures being applied, access to flight lists and the ability to send ATFM messages. CIA does not provide graphical displays or maps. Standard Amendment
2.2.3.2.
notification only to CIA Users.
CHMI - CFMU Human Machine Interface (SUPP) This supplement is a reference manual for CHMI users. CHMI provides a new graphical interface to the CFMU operational systems that enables users to display data and information (routes, route attributes, airspaces, flight plan tracks, etc.) via map displays. As these maps are updated dynamically, therefore CHMI provides a more user-friendly display of 'real time' information. To accommodate the variety of CFMU users’ needs, several different CHMI services have been developed and are currently under progressive deployment. Each service consists of a subset of functions customized per usage profile. Standard Amendment
Amendment date: 22-Jan-2008
notification only to CHMI Users.
EDITION 12.0
SECTION 2 - page
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EUROCONTROL CFMU 2.2.3.3.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
CIR - CFMU Interactive Reporting (SUPP) This supplement provides the users with the basic instructions for an efficient usage of the reports available in the CFMU Interactive Reporting application (CIR). CIR is a web-based application which allows reporting on CFMU archived data from operational systems and on derived performance indicators. The source data are stored in the CFMU Datawarehouse (DWH), also called the Archive System. CIR is available since October 2004, and is accessible on request for: Aircraft Operators and similar categories of users, ANSPs, National and International Aviation Authorities, AIS/ARO and Airports. Standard Amendment
2.3.
notification only to CIR Users.
Update Procedure Each BASIC PART/SUPPLEMENT of the CFMU HANDBOOK is a separate document. Each BASIC PART/SUPPLEMENT contains an "Amendment Sheet". This enables the tracing of updates within these BASIC PARTS/SUPPLEMENTS. Within a BASIC PART/SUPPLEMENT it is possible to make a partial update at the level of one or more SECTION(s) (first subdivision within a PART). No corrections are brought at a level lower than a SECTION. At each update publication, the CFMU provides a revised Amendment Sheet stating the status of validity and date of issue of each SECTION of the given BASIC PART/SUPPLEMENT. It is the responsibility of the holders of the CFMU HANDBOOK to ensure a proper management of the CFMU HANDBOOK and its updates. Revisions to the CFMU HANDBOOK are distributed electronically to all those addressees who are known recipients. A dedicated address database is maintained at the CFMU for this purpose.
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 2 - page
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3.
GENERAL & CFMU SYSTEMS
THE CENTRAL FLOW MANAGEMENT UNIT 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).
3.1.
CFMU Mission ATFCM is a service provided on behalf of Air Traffic Services (ATS) and Aircraft Operators (AOs) with the following principal objectives: •
To develop and maintain the highest level of quality of ATFCM service on behalf of both its ATS and AO users within the agreed ATFCM policy and principles.
•
For ATS
•
The provision of flight plan data, the best utilisation of available capacity, the smoothing of traffic flows and the assurance of protection against overloads.
For AOs
The provision of advice and assistance in flight planning and the minimisation of penalties due to congestion.
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.
In pursuit of the above objectives the internal structure of the CFMU will be adapted as necessary to reflect the changing requirements.
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EUROCONTROL CFMU
4.
GENERAL & CFMU SYSTEMS
ORGANISATION OF THE CFMU The following is a brief overview of the CFMU organisation describing the relationship between the constituent parts. The CFMU is a Directorate comprising individual operational divisions and associated systems each contributing to a particular area of expertise which, when combined, provide the ATFCM and Flight Planning services. More detailed descriptions and latest updates of the CFMU organisation, services, and systems can be found on the CFMU Web site under the following link: http://www.cfmu.eurocontrol.int A brief overview of each individual system can be found in the Section 7. of this Document.
4.1.
Organisation of the CFMU Directorate The CFMU comprises the following entities:
4.1.1.
Special Adviser Within the office of the Director CFMU, the Special Advisor assists and advises the director, in the management, supervision and coordination of CFMU activities in close cooperation with the CFMU Heads of Division and Bureau. The main activities concern: •
Planning:
•
Interface:
• 4.1.2.
Assist in the elaboration of the CFMU Strategy and Development Plans. Assist in the elaboration of the CFMU Business Plan, management control, consistency within organisation. Assist in the management of the CFMU Budget and Human Resources. with OGG and other EUROCONTROL panels, internal work groups, etc. Representation of the CFMU Communication at EUROCONTROL level.
Launching of new initiatives and specific missions or studies as may be required.
Safety, Quality and Security Manager The SQS Manager provides independent advice to the Director CFMU on Safety, Quality and Security policies and objectives in co-ordination with other Agency units and external bodies. The SQS Managers main responsibilities include: •
Overall monitoring and promotion of CFMU Safety and Quality activities.
•
Ensuring compliance with the CFMU objectives regarding ESARRs:
Staff competency. Reporting procedures. Investigation processes and procedures. Safety recommendation management. Feedback dissemination.
•
Overall monitoring and promotion of the CFMU Security activities related to the protection of the CFMU buildings, staff, systems and operations against acts of unlawful interference.
•
Coordination of the CFMU participation in the development of the Agency ATM Security strategy.
Amendment date: 22-Jan-2008
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BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
The User Relations and Development Bureau (URB) The User Relations and Development Bureau (URB) is responsible for:
4.1.4.
•
Consulting stakeholders groups (OCG, ODSG), under direct responsibility of the Head of URB and identifying users’ needs.
•
Producing user requirements and operational specifications.
•
Delivering and/or sponsoring studies, simulations and trials.
•
Analysing operational system anomaly reports and triggering appropriate remedial actions.
•
Coordinating operational evaluations of new CFMU releases with the external clients.
•
Monitoring the performance of ATFCM/CFMU operations (statistics and analysis).
•
Preparing and dispatching CFMU Operational Documentation.
•
Coordinating relations with CFMU Customers and Public Relations activities.
•
Providing customer support for non operational matters (collecting and managing requests for information, and requests for ad-hoc reports).
•
Managing the database and the agreements with the CFMU customers.
•
Supporting Director CFMU, and through him appropriate EUROCONTROL instances, in the elaboration of the CFMU Policy.
•
Ensuring coordination between EATM and the CFMU.
The Operations Division (OPSD) •
The Operations Division (OPSD) is responsible to the Director CFMU for Planning, Coordination and Execution of the Strategic, Pre-Tactical and Tactical [Air Traffic Flow and Capacity Management (ATFCM)] within the area of responsibility of the CFMU.
•
The Operations Division contributes to the overall Development and Management of the ATFCM component of the European Air Traffic Management (EATM) and to the Operations Consultation Group (OCG) activities.
•
The Operations Division is responsible for collecting, maintaining and providing data on flight operations and on the air navigation infrastructure as required for the national Air Traffic Control (ATC) systems and the CFMU systems in the different Phases of the ATFCM operations.
•
In addition, the OPSD contributes to the overall Development and Management of the Flight Plan element of the EATM and the OCG activities.
This involves: •
The running of the Integrated Initial Flight Plan Processing System (IFPS) at Brussels (FP1 Section) and Brétigny-sur-Orge (FP2 Section), the Environment (ENV) system and related systems such as the Repetitive Flight Plan (RPL) system.
•
The reception, processing and distribution of data concerning the impact of military operations within the area of responsibility of the CFMU.
•
The operational evaluation of the systems used by the Division.
•
Provision of training for CFMU customers, of training preceding the introduction of new releases and of training related to proficiency validation of CFMU operations staff.
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BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
The Engineering Division (ENGD) •
The Engineering Division (ENGD) is responsible to the Director CFMU primarily for: • the Development and Maintenance of the CFMU mission critical systems, • the Provision, Integration and the Support of the technical facilities and associated services necessary to perform the CFMU mission. This includes all CFMU operational systems, the related communications facilities and the technical infrastructure. • In addition, the ENGD contributes to the overall Development of the ATFCM component of EATM and to the Operations Consultation Group (OCG) activities.
This involves: •
Definition of project management plans based on priorities set by all stakeholders, as coordinated by the CFMU Management.
•
Management of technical projects, and related project metrics.
•
Overall design and development of the CFMU systems.
•
Maintenance and evolution of the systems’ architecture with particular emphasis on safety considerations.
•
Evaluation of various technologies.
•
Integration and deployment of mission critical and non mission critical systems necessary to support the CFMU operations.
•
Acquisition and implementation of platforms and systems necessary to provide system deployment and configuration control.
•
Implementation of the Software Quality Assurance (QA), and of the programmes aiming at constantly improving the processes in service development (such as CMMI - Capability Maturity Model Integration), or the processes in IT service management (such as ITSM projects - Information Technology Service Management).
•
General support to the overall CFMU quality and security management: handling of technical incidents, Change Requests (CRs) and maintenance of documentation.
•
Ensure the safety of operation of the CFMU technical systems.
Additional responsibilities include services provided for customers outside the CFMU: •
Operation and maintenance of the technical infrastructure of the Haren site.
•
Support for the corporate backbone and other Agency tasks entrusted to the CFMU.
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GENERAL & CFMU SYSTEMS
The EAD and Aeronautical Information Bureau (EAB) The European AIS Database service (EAD) has been originally developed under the management of the EUROCONTROL EATM Unit. As the focus of the service has transitioned from system development to service management, EAD have recently moved from EATM to CFMU and took the name of the EAD & Aeronautical Information Bureau (EAB). The objective of the move is to benefit from the CFMU’s operational experience and customer support to enhance service to stakeholders. EAB mission and main activities: EUROCONTROL owns and manages the European AIS Database (EAD) service on behalf of the EUROCONTROL Member States. One of the main activities of the EAB is to ensure the successful and efficient provision of Aeronautical Information from ECAC states and world-wide to the EAD clients. EAB is responsible for both the daily management of the EAD service and the evolution of the EAD in line with stakeholders' expectations. Many ECAC Data Providers already manage and maintain their own data in the EAD.
4
CFMU ORGANISATION
Office of the Director F. Gainche
Director CFMU J. Dopagne
Safety Quality and Security (SQS) G. Vaucheret
Engineering Division (ENG) J-P. Aiguier
Assistant V. Elouartallani
User Relations and Development Bureau (URB) A. Fournié
Operations Division (OPS) f.f. F. Guillermet
European AIS Database and Aeronautical Information Bureau (EAB) S. Wybo
© EUROCONTROL 2005 - Central Flow Management Unit URB\SEZ\21.12.07
Figure 4-1
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GENERAL & CFMU SYSTEMS Operational Structure with CFMU Flight Plans
Flight Plans Aircraft
Slots / Rerouteing
Operators
ATFM Situation Awareness
(AOs)
Sectorisation Capacities
Air Traffic Control
CFMU Actual Situation
OPERATIONS Actual situation
ATFCM Measures
(ATC)
Situation Awareness
FMPs
(OPSD) Airspace
Airports Airspace / Route Availabilities
Departure Planning
Military Cell (AMC)
© EUROCONTROL1996 - Central Flow Management Unit URB\SEZ\085\1770\20.03.06
Figure 4-2 4.2.
12
Operational Structure with CFMU
Flow Management Positions (FMPs) As required by the ICAO/CTMO concept, an FMP equipped to a common minimum level is established in each ACC within the CFMU area of responsibility. FMPs act as the interface between the OPSD and, ACCs and their associated aerodromes. They provide the OPSD with local information and experience and ensure ACC staff is up to date with the ATFCM situation. FMPs are the point of contact within an ACC for coordination on ATFCM matters. They are responsible for ensuring the CFMU has all the data and information required in each of the ATFCM Phases to make the most effective use of available capacity and to implement the most effective ATFCM plan. An FMP’s area of jurisdiction is limited to the area of responsibility of the parent ACC including the area(s) of responsibility of associated ATS Units. While all FMPs within the CFMU area have equal status as required by the CTMO concept, the size of individual FMPs varies according to the demands and complexities of the area served. Flow Management Positions (FMPs) have access to ETFMS information through CFMU terminals provided at each FMP position.
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5.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
AREA OF RESPONSIBILITY The CFMU area of responsibility comprises the airspace of the following States within the ICAO EUR Region:
Albania, Armenia, Austria, Belgium, Bosnia-Herzegovina, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia (from 10 April 2008), Finland, France, the former Yugoslav Republic of Macedonia, Germany, Greece, Hungary, Ireland, Italy, Lithuania, Luxembourg, Malta, Moldova, Monaco, Montenegro, the Netherlands, Norway, Poland, Portugal, Republic of Croatia, Romania, Serbia, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine and United Kingdom.
Certain States are cooperating with the CFMU in that they exchange data with the CFMU and participate in the CFMU ATFCM service. These States are described as cooperating States. The following are amongst the cooperating States:
Algeria, Belarus, Egypt, Iceland, Israel, Latvia, Lebanon, Morocco, Tunisia.
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6.
GENERAL & CFMU SYSTEMS
REFERENCE DOCUMENTS AND MESSAGES The following are the reference documents and messages for CFMU information, procedures and operating instructions:
6.1.
The CFMU HANDBOOK The ATFCM and IFPS User Manuals of the BASIC CFMU HANDBOOK give the main references related to procedures and operating instructions for respectively Air Traffic Flow and Capacity Management (ATFCM) and Flight Planning (IFPS).
6.2.
The ANM (ATFCM Notification Message) The ANM is the official medium for the notification of ATFCM measures. It is produced by the CFMU the day before the day of operation to provide a summary of planned ATFCM measures and to promulgate any specific instructions or communications requirements associated with those measures. It is updated by ANM Amendments.
6.3.
The AIM (ATFCM Information Message) AIMs are produced as required by the CFMU to provide information and advice and to promulgate instructions relating to the application of current ATFCM measures. They are also used for the initial publication of, and changes to the Route Availability Document (RAD) and for the initial publication of CFMU ATFCM operating procedures which affect all users. The ANM and AIMs are transmitted via the AFTN and SITA Networks to AROs, ATC Units and those Aircraft Operators who wish to be included on the address list. The messages can also be accessed on-line via Internet.
6.4.
National NOTAM and AIP Supplements Strategic ATFCM routeing systems and certain CFMU operating procedures published initially by CFMU AIM may subsequently be published by the States as a NOTAM or AIP Supplement. Note
6.5.
ICAO EUR Region EANPG decision 36/6 requires that EUR Air Traffic Services providers and users comply with instructions contained in an AIM in anticipation of the promulgation of national NOTAM.
National AIPs The National AIPs include ATFCM information on specific arrangements within individual States for dealing with ATFCM problems such as late changes to slots. These documents also include the telephone numbers of FMPs or other local units to contact for ATFCM advice and information. The same applies in respect of flight plan filing procedures.
6.6.
ICAO Publications The relevant ICAO publications include: Regional Supplementary Procedures (EUR). Doc 7030
Doc 7754
-
Air Navigation Plan - European Region (EUR ANP).
Doc 4444
-
Air Traffic Management (PANS-ATM).
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GENERAL & CFMU SYSTEMS
7.
CFMU SYSTEM ELEMENTS AND INTERFACES
7.1.
General Description The Primary Systems of the CFMU are: the ATS Environment System (ENV).
the Repetitive Flight Plan System (RPL).
the Integrated Initial Flight Plan Processing System (IFPS).
the TACTICAL System (ETFMS).
the Archive System (DWH or Datawarehouse, formerly called ARC).
the IFPS Validation System (IFPUV).
the Pre-Tactical System (PREDICT).
The CFMU also provides interfaces with: ATC and FMPs.
AOs (sometimes through ATS) through the following applications: the CFMU Internet Access (CIA).
the CFMU Human Machine Interface (CHMI).
the CFMU Interactive Reporting (CIR).
Most data flow exchanged between CFMU and Users systems correspond to flight plan data (FPLs) and individual ATFCM measures (slot and rerouteing messages). A general overview of the CFMU systems architecture can be found in the Figure 7-1 below.
CFMU Systems & Main Data Flows AIS DATA
Aircraft
RPL
Operators (AOs) /
ENV IFPS
FPL
FP1 Brussels
ORM
RCAT
Reporting Offices
(AROs)
Slots Rerouteings Network Situation
FPL
FP2 Brétigny
Flight Plans
Air Traffic Services
AIP
EAD
ATC FPL Changes
TA DA V N Daily E ly PREDICT Dai Plan n Pla Network Situation
ETFMS
Air Traffic Control (ATC)
ATC Updates
DWH © EUROCONTROL1997 - Central Flow Management Unit URB\SEZ\085\1771\20.03.06
Figure 7-1
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BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
CFMU Environment Database (ENV) The Environment Database contains comprehensive details of the CFMU area ATS organisation. It includes ATS routes and routeing systems, airfields, Standard Instrument Departures (SIDs), Standard Arrival Routes (STARs), Navigation Aids, ATC sectorisation, etc., … The ENV System provides data for use by the IFPS, RPL and Tactical (ETFMS) Systems of the CFMU. The accuracy and effectiveness of these systems depends to a large extent on the accuracy of the ATS System data input into the ENV System. The data is obtained from several sources but primarily from State ATS Authorities and through Aeronautical Information Messages (AIPs).
7.3.
CFMU Repetitive Flight Plan System (RPL) The RPL System is a centralised RPL processing system serving all of the ATC Units within the IFPS Zone (IFPZ). The RPL System receives, processes, and stores bulk RPL files submitted by the Aircraft Operators. The RPLs are checked upon reception and errors corrected, where necessary following coordination with the RPL originator. The RPL System re-processes all RPLs each AIRAC cycle to ensure they are valid with reference to the current Environment data. Its main functions are : a) Storing RPLs.
7.4.
b)
Production of clean RPLs output.
c)
Generation of individual flight plans for ATC (via IFPS) and ATFCM.
Integrated Initial Flight Plan Processing System (IFPS) IFPS fulfils two primary functions: a) It provides a centralised flight planning system for the States within the CFMU area with the object of rationalising reception, initial processing and distribution of flight plan data to ATC Units. b)
7.5.
It provides Repetitive Flight Plan (RPL) and Filed Flight Plan (FPL) data for use by the OPSD for ATFCM planning, monitoring and slot allocation.
CFMU Enhanced Tactical Flow Management System (ETFMS) The main tool for ATFCM is ETFMS, a system used by the OPSD and FMPs for Tactical operations. ETFMS receives data from IFPS, ATC, AO, CDM Airports and the ENV Systems. ETFMS main functions are: a) The presentation of the planned and actual traffic situation to enable the OPSD and FMPs to monitor and modify the operation of the ATFCM plan as required on the day of operation. b)
The provision of Computer Assisted Slot Allocation (CASA).
c)
The assessment of rerouteings for flows and individual flights.
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BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
CFMU Archive System (DWH, formerly called ARC) The DWH system contains archived data from other CFMU systems, together with derived performance and quality indicators. This is used as follows: a)
To provide an assessment of ATFCM performance and enable corrective action by facilitating comparison of the actual traffic situation with the ATFCM plan.
b)
To assist the CFMU and its users in the preparation of their Strategic, Pre-Tactical and Tactical activities, by providing a forecast flight demand model based on historical data.
The information stored in the DWH system is accessible via the following interfaces:
7.7.
a)
CIR (CFMU Interactive Reporting), a Web-based application, enabling access to a set of pre-defined reports with interactive features and secured authentication.
b)
Statistical ATFCM reports, available on the CFMU Website, in PDF format.
c)
CHMI (archive data).
IFPS Validation System (IFPUV) The IFPUV is effectively a separate IFPS Unit, totally independent of the operational IFPS, which was established solely for the purpose of submitting test flight plans. Flight plan originators are able to submit, to the unique address of the IFPUV, their flight plans for validation, prior to their submission to the operational system. The IFPUV also offers the possibility for flight plan originators to request a route from departure to destination. The system will respond by providing route(s) which are valid at the time and flight level specified. In addition, the flight plan originator has the possibility to indicate some limitations to the search facility e.g. via a point/airspace, avoiding a point/airspace.
7.8.
Pre-Tactical System (PREDICT) The PREDICT System is used to define the regulation plan during the Pre-Tactical phase. Its technical structure is similar to the ETFMS system. It uses flight data from the DWH System and environment data from the ENV System (including forecasted capacities). Regulations can be implemented on the system in order to access their impact before being released through the ANM. Flow rerouteings can also be tested.
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BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
CFMU Network The CFMU uses a high speed Wide Area Network (WAN) in order to achieve the necessary two-way connectivity between the Users and the CFMU Systems. The WAN is flexible in design in order to allow dialogue between various Networks (AFTN, SITA, etc., …) and the CFMU Systems (IFPS, ETFMS, etc., …). The CFMU has implemented the ability for customers to connect with the CFMU systems using Internet technology. CFMU customers can connect via a dedicated network (Extranet) or via the Internet. Internet access is subject to strict security checking algorithms. More than 2.000 organisations (representing more than 3.000 users) are relying on the WAN or the internet connectivity for data communication exchanges. About 1.800 Aircraft Operators (AOs), 80 Flow Management Positions (FMPs) and 170 other Air Traffic Services Units (ATSUs) can consult ATFCM data through various CFMU interfaces.
NETWORK FP1
ETFMS
FP2
CFMU
Internet
Extranet
(TCP/IP)
(TCP/IP)
EB EG LF ED LI LE
BRU PAR
SITA
FMPs
USERS
AFTN/CIDIN
USERS
© EUROCONTROL2000 - Central Flow Management Unit URB\SEZ\085\1772\04.04.06
Figure 7-2
NETWORK
All other clients (several thousand) exchange messages using SITA or AFTN terminals. On average, a total of 160.000 messages are exchanged per day with CFMU Users.
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BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
8.
THE ENVIRONMENT SYSTEM (ENV)
8.1.
Purpose The purpose of the CFMU Environment System (ENV) is to ensure that a complete and accurate representation of the Air Traffic Control environment, including addresses, is available at all times for the proper functioning of the other CFMU systems.
8.2.
Areas Covered In the ENV system the basic data, required for the functioning of the client system is defined. Each client system requires specific ENV data to fulfil its CFMU role in its area of responsibility. The various CFMU areas of responsibility are listed here after. The IFPS Zone (IFPZ)is the area in which IFPS is responsible for the distribution of FPLs and associated messages to the ATC world. The FPM Copy Area is the area to which IFPS forwards copies of the relevant FPLs to the interested ATC instances without validation nor guarantee about the completeness (only if these FPLs were received). The ATFCM Area is the area in which the OPSD is responsible for the provision of ATFCM. The ATFCM Adjacent Area is the Area, adjacent to ATFCM area. Flights originating from this Area may be subject to ATFCM measures when crossing the ATFCM area. The RSO Area is the area where the CRCO calculates the en-route charges based on the FPLs received from the CFMU.
8.3.
Scope The scope of the ENV System is the complete Air Traffic Control environment of the States in respect of the ATFCM, IFPS and RSO areas (together the CFMU area). The types of environment in the ATFCM area data include: •
Basic civil airspace structure data (such as ATS routes, significant points, SIDs and STARs).
•
Detailed description of the airspace organisation (both administrative and operational).
•
The description of the users' parameters (such as the processing options and the different addresses used by the IFPS and ETFMS systems).
Additionally the ENV System must ensure a partial description of the Air Traffic Control environment of the States in respect of the area adjacent to the ATFCM area for addressing and extraction purposes. The types of environment data in the adjacent area include: •
Basic civil airspace structure data (such as ATS routes and significant points).
•
Description of the airspace organisation (administrative and partially operational).
Amendment date: 22-Jan-2008
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BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
Data Modification All data are classified as: 1. Static Data. 2. Semi-Dynamic Data. 3. Dynamic Data.
8.4.1.
Static Data Static Data can only be created, modified or deleted well before the AIRAC effective date (i.e. these data are subject to advance notification).
8.4.2.
Semi-Dynamic Data Semi-Dynamic Data can be added during an AIRAC cycle. However, Semi-Dynamic Data cannot be deleted or modified during an AIRAC cycle. In such a case the same restrictions as for Static Data are applicable.
8.4.3.
Dynamic Data Dynamic Data can be added, modified or deleted on-line. It is data which is frequently changing due to operational requirements.
8.5.
Points A significant point is a specified geographical location used in defining an ATS route or the flight path of an aircraft and for other navigation and ATS purposes (ICAO Doc 4444).
8.6.
Aerodrome The Aerodrome domain consists of Aerodromes and Sets of Aerodromes.
8.7.
Route Assembly The route assembly consists of: a)
b)
c)
ATS Routes (En-route Route) All published ATS routes are in the system. They are described by their sequence of points, the flight levels available in terms of "E" (Even), "O" (Odd) or "N" (Nil) between two points in both directions plus an availability parameter, e.g. for weekend routes. A route may be indicated as being CDR1, 2 or 3. Terminal Procedures for Aerodromes (SID & STAR) Similar terminal procedures will be input in the system only once, but using a synonym concept to avoid any unnecessary operational duplications. OTS Routes A daily update of the Operational Track Structure for NAT traffic will be implemented in the ENV system.
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EUROCONTROL CFMU 8.8.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
Airspace Data Airspace Data reflect the operational ATC airspace structures and the administrative airspaces. An hierarchical concept is used. The bottom element is an Air Block which is a two-dimensional area, describing the surface or part of the surface of an ATC sector.
8.8.1.
Operational Structure One or several Air Blocks plus an altitude/flight level band parameter describe one ATC sector, called an Elementary Sector (ES). Two or more ESs are "bandboxed" to Collapsed Sectors (CSs). All ESs also make up the area of an ATC Unit Airspace (AUA). An ES, CS and AUA can all have a Capacity Value. They can also be used as a reference location. Several AUAs assembled together form one ATC Units Airspaces Grouping (AUAG). Several ESs and/or AUAs and/or AUAGs together form one REGION. The ES and CS of one AUA are used to build the Sector Configurations and their related Activation table. This table shows the operational configuration at a given moment in time during the day.
8.8.2.
Manageable Airspaces Manageable Airspaces represent a part of the Airspace where General Air Traffic can be restricted. In most cases when Military Operations may take place.
8.8.3.
Administrative Structure One or several Air Blocks plus an altitude/flight level band parameter describe a Flight Information Region (FIR) or Upper Flight Information Region (UIR). Parts of an FIR or UIR are described as PIR. One or more FIRs and/or UIRs assembled make up the volume of a National Airspace (NAS), the airspace of a country. An Assembly of several FIRs and/or UIRs and/or PIRs and/or NAS make an AREA. The areas described in § 8.2. are assembled in this manner.
8.9.
Air Navigational Services Units Air Navigational Services Units are defined by describing the addressees of the units and particularities for message exchanges with the CFMU. Air Navigational Units (ANUs) comprise: a) Local ATC/ATS Units (Aerodrome Control Towers, Approach Units, AROs). b)
Area ATC Units (ACCs, UACs, OACs). Note Messages can be sent to a national Central Flight plan Processing Unit (CFPU) which receives a copy of the message or receives the message directly instead of the ATS/ATC Units.
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c)
ATFCM Units (FMPs, OPSD).
d)
Aircraft Operating Agencies (AOAs) and Aircraft Operating Control Units (AOCUs), Aircraft Operating Control Centres (AOCCs) and RPL Offices (ROs). An AOCC is a centralised unit, an AOCU is a local unit based on the aerodrome.
e)
Other Units (Rescue Coordination Centres (RCCs), Flight Information Centres (FICs),...).
Restrictions A restriction imposes a restrictive measure for a single Flight or a Flow or Traffic. a) Hard/Soft Traffic Flow restrictions.
8.11.
b)
Profile tuning restrictions.
c)
Aerodrome Flight rule.
d)
Aircraft type restrictions on Terminal Procedures.
e)
DCT Limitation.
Capacities (CAPs) CAP is expressed as the number of aircraft entering a sector, overflying a Point or departing from an Aerodrome, arriving at an Aerodrome/Set of Aerodromes per hour. CAP is based on ATC information, received from an agreed source, e.g. the concerned ATC Unit or the National Administration H.Q.
8.12.
Flows A flow can consist of a maximum of three UPSTREAM and three DOWNSTREAM elements. Upstream elements describe an origin area, downstream elements describe a destination area. Only one of the two areas is mandatory, but both areas can be present in a flow.
8.13.
Reference Locations (RLs) A Reference Location is built from : a)
Points [Navigation Aid (NVA), Published Way Point (PWP)]
b)
Aerodromes, Set of Aerodromes
c)
Airspace Volumes (ES, CS, AUA)
RLs are the basic elements for Traffic Volumes (TFVs). The reasons for creating RLs instead of using the above listed data directly are to: a) Distinguish relevant data from "Standard" data by further specifying those. b)
Limit the workload to create and maintain TFVs and limit the data amount, because one RL can constitute the basic element for several TFVs.
Displayed Flows can be attached to an RL, showing the main traffic flows for this RL.
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Traffic Volumes (TFVs) TFVs are the drivers of the ETFMS System. One TFV is built from one and only one RL. A Traffic Volume is used for: a) Monitoring.
8.14.1.
b)
Regulation.
c)
Rerouteing.
d)
Exceptional Conditions, e.g. fog situations, industrial actions, runway incident, etc., …
Traffic Volumes for Monitoring Purposes TFVs are created to enable the comparison between the Traffic Load and the available capacity during the activation period. These TFVs may be global (all traffic) or with flows (see next para.). The TFV activation period is: a) Automatic For TFV with an RL formed of an ES or a CS, derived from the Sector Configuration Activation Table. They are qualified as Monitorable (MO). Several TFVs may be MO for the same RL. b)
8.14.2.
Manual For all other TFVs it must be specified in the TFV Activation Period Table.
Traffic Volumes for Other Purposes Flows on TFVs have the purpose of specifying the flights which are subject to ATFCM Measures. This specification is achieved by using different Flow Roles. The different flow roles are: a) Included i.e. all traffic following the complete flow description is subject to counts and possible ATFCM Measures. b) Excluded i.e. that all traffic following the complete flow is not subject to counts and possible ATFCM Measures. c) Included/Exempted i.e. that all traffic following the complete flow is included in the traffic counts, but they are not subject to ATFCM Measures, i.e. they are not considered for rerouteing and their delay would be calculated as zero in the case of CASA regulations. Flights which are crossing a TFV and which are not following a complete flow are completely ignored, i.e. neither counted nor subject to ATFCM Measures.
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Aircraft The Aircraft domain consists of Aircraft type and Aircraft performance data for optimising the ETFMS/IFPS profile.
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9.
THE REPETITIVE FLIGHT PLAN SYSTEM (RPL)
9.1.
Description The RPL processing System is a stand alone system independent but closely integrated into the other CFMU Systems. The RPL System groups all the functions to manage RPLs in files, to generate formatted files on diskettes and to produce the listing of RPLs according to the ICAO format.
9.2.
Scope The RPL System is concerned with all RPL data which is relevant to the IFPS area.
9.3.
Objectives The main objective of the RPL System is to ensure the proper reception, processing, correction and distribution of RPL data in order to provide: •
A clean and transparent daily flight plan for ETFMS and IFPS.
•
The appropriate output for National Administrations (NAs), Originators of RPL data and Air Traffic Service Units (ATSUs).
9.4.
Functions of the RPL System
9.4.1.
Summary The RPL system is composed of three main functions: a) Manage RPL Files.
9.4.2.
b)
Manage RPLs.
c)
Generate Formatted Outputs.
Manage RPL Files This function allows the RPL TEAM to create new files, to load new files, to open existing files and to list the existing files. The creation and loading of new files means the introduction of New List (NLST) (contains only new data) and Revised List (RLST) (successive updates to existing data). The Manage RPL Files function is composed of six functions: a) Create New Files. b)
Create Revised Files.
c)
Open Existing Files.
d)
List Existing Files.
e)
Load New files.
f)
Load Revised files.
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Manage RPLs This function allows the RPL TEAM to manage the data in any one specific or series of RPL Files. The management of the file is performed from a function that gives a list of the RPLs contained in the file. For an existing file, the RPL TEAM is able to modify the header data and to update (add, modify and delete) individual RPL records. The Manage RPLs function is composed of four functions: a) List RPL records.
9.4.4.
b)
Update Header.
c)
Update one or more RPL records.
d)
Update configuration data.
Generate Formatted Bulk Outputs The Generate Formatted Bulk Outputs function is composed of two functions: a) Create RPL Diskette. b)
Create ICAO listing.
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10.
THE INTEGRATED INITIAL FLIGHT PLAN PROCESSING SYSTEM (IFPS)
10.1.
Purpose The IFPS is designed to enable the reception, processing and delivery of IFR GAT flight plan data in the IFPS Zone, which is the area covered by the ATS facilities of the European Civil Aviation Conference (ECAC) States. It provides two addresses throughout the Zone for all flight plan messages concerning flights which are partly or completely in the Zone and have an IFR GAT content. All types of Flight Plan Messages (FPM) are processed.
10.2.
IFPS Units The IFPS consists of two IFPS Units, FP1/RPL Section in Haren and FP2 Section in Brétigny-sur-Orge, which are functionally identical and interconnected by a Wide-Area Network (WAN) for data exchange. The software allows for flexibility in the number of IFPS Units. In order to share the processing load between the IFPS Units, the World is divided into a number of Regions. Each Region is the responsibility of one of the IFPS Units. The Aerodromes in the ATS Environment are divided into a number of Groups. An IFPS Unit is responsible for a number of Aerodrome Groups. (The union of the IFPS Aerodrome Groups for which the IFPS Unit is responsible makes up an IFPS Region). Should an IFPS Unit fail, the responsibility for its Groups may be transferred to the other IFPS Unit to maintain the overall IFPS service as described in § 10.7. In addition, Aircraft Operator Units who submit Repetitive Flights Plans (RPLs) are required to send them to the RPL Office at Haren who in turn provides them to the IFPS.
10.3.
Network Connectivity The IFPS connectivity is shown in Figure 10-1 and in Figure 10-2. The users shown in these figures are the end users of the IFPS. Within the IFPS Zone (IFPZ) it is normal practice for Aircraft Operators (AOs) to submit their Flight plans directly to the IFPS. However, where this is not possible, use may be made of the Air Traffic Services Reporting Offices (AROs). The IFPS is directly connected to four groups of organisations: •
the CFMU.
•
the IFPS Authority.
•
ATS Units
•
Aircraft Operators (AOs) and/or their representatives or companies operating on their behalf.
and
Each IFPS Unit is able to support the complete set of connectivity.
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At the CFMU, there is a gateway to the CFMU systems which must communicate with the IFPS.
IFPS INPUTS CFMU ENV COMPUTER
ETFMS
END USER TERMINAL
New AIRAC Data
AOWIR
Data Type
RPL UNIT
FP1 UNIT
E-MAIL
AFTN / CIDIN
RPL File
Flight Plan MSGs
SITA
IFPS
FP2 UNIT
SITA
AFTN / CIDIN
MEDIUM
Flight Plan MSGs (FPL, CHG,CNL,) Real Time Update MSGs (FNM, MFS, AFP)
Data Type TERMINAL END USER
COMPUTER
TTY/COMPUTER
TTY/COMPUTER
ATC UNITS
AIRCRAFT OPERATORS © EUROCONTROL2000 - Central Flow Management Unit URB\SEZ\063\1321\04.04.06
Figure 10-1
IFPS Inputs
IFPS OUTPUTS ETFMS
IFPS SUPERVISOR
COMPUTER Logs
RPL UNIT
E-MAIL
FP1 UNIT
AFTN / CIDIN
Bulk Output
END USER TERMINAL
Flight Plan MSGs AOWIR
SITA
ORM Flight Plan MSGs Real Time Updates MSGs (ACH, APL)
Data Type
IFPS
FP2 UNIT
AFTN/CIDIN
SITA
MEDIUM
ORM Data Type TERMINAL END USER
COMPUTER/TTY
COMPUTER
COMPUTER/TTY AIRCRAFT OPERATORS
ATC UNITS © EUROCONTROL2000 - Central Flow Management Unit URB\SEZ\063\1322\04.04.06
Figure 10-2
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10.4.
Functional Overview
10.4.1.
Processing of Individual Flight Plan Messages a)
Checking, Correction and Extraction •
b)
The IFPS checks the messages that it receives and corrects them as far as possible within its knowledge of the ATS environment. Correction of messages is done automatically as far as possible, but may also require manual input for some cases. During the process of checking and correction, the IFPS extracts the data in the message, including the route description, and calculates a 4-dimensional profile for the flight. Operational Replies to the Message Originator •
c)
Storage •
d)
The IFPS distributes the accepted messages to the ATS Units and the CFMU for the IFR GAT parts of the flight. It automatically determines the required addressing for the messages within the IFPS distribution area, by use of the calculated flight profile. For flights which include a section outside the Zone or a section which is not IFR GAT, the IFPS does not automatically perform the addressing or distribution for that section.
Re-Validation •
10.4.2.
The data from all messages which are accepted is stored in the IFPD Set.
Distribution •
e)
The IFPS sends an Operational Reply Message (ORM) to the message originator after the completion of all checks, which indicates whether or not the message has been accepted. Messages referred to IFPS Operators for Manual processing may be corrected with or without reference to the message originator in accordance with operational procedures.
The IFPS will re-validate flight plans that have already been accepted whenever a modification is made to the availability of an airspace/aerodrome or to an ATFCM restriction. If, following such a change to the airspace availability, a flight plan is no longer consistent the aircraft operator will be informed so that the necessary modification can be made.
Processing of Repetitive Flight Plan Messages a)
Checking, Correction and Extraction
b)
Operational Replies to the Message Originator
c)
Storage The processing for all of these steps is the same as for the individual messages, see previous section, except that: •
Checks against the ATS Environment data will not result in error indications, because the environment on the days of activation of the flight may be different from the environment known to the system when the repetitive flight plan is first received.
•
RPL data is processed and stored in the RPL System which is located at Haren (Belgium).
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d)
GENERAL & CFMU SYSTEMS
Distribution •
e)
Some ATS Units receive a copy of the RPLs that are relevant to them in the form of electronic listings. Days of Activation
•
10.5.
The RPL System extracts data for a flight from its database at pre-defined time parameters and delivers it to the IFPS and ETFMS Systems. IFPS then distributes an individual flight plan message to the addressees identified from the flight profile (apart from those addressees which were already sent the repetitive flight plan, see d) above).
Physical Configuration The physical configuration of each IFPS Unit is based on a high-speed Local Area Network (LAN), to which are connected workstations for the IFPS Unit operators, a database server and a communication server. The communications media used to implement the connectivity are: a) Electronic media. b)
AFTN/CIDIN or SITA for Telex-type messages (TTY).
c)
Computer-computer (by leased lines, PSTN, PSDN, CIDIN, SITA or VAN).
The IFPS Unit configuration is modular, and the number of workstations in an IFPS Unit is normally determined by the number of operator positions required to handle the expected load. The software is designed so that the quantities of workstations, servers and printers can be altered without software changes. The system is designed to ensure that no single hardware component failure can interrupt the operation of an IFPS Unit. In order to achieve this, redundant hardware components may be used, and techniques such as disk shadowing may be used. 10.6.
Software Configuration Policy The CFMU policy is to use and follow international or industry standards as far as possible for the IFPS software, making use of Commercial Off-the-Shelf (COTS) software to minimise development time and effort. The screen layout consists of a number of windows and icons, with menus and a pointing device (mouse) to direct operator input. The “look and feel” of this interface follows the international standard defined by the OSF Motif Style Guide (ref. 14).
10.7.
IFPS Contingency Plan The IFPS comprises two IFPS Units which normally share the message processing load between them by taking each a certain proportion of the total load. Responsibility is divided as follows: a) Each IFPS Unit is responsible for an IFPS Region. An IFPS Region consists of a number of Groups of Aerodromes in the ATS Environment. The IFPS Unit will process and distribute individual Flight Plan Messages (FPM) for flights originating in the Region. b)
FP1/RPL is the applicable IFPS Unit for all Groups of Aircraft Operator Units (AOUs). It processes and stores Repetitive Flight Plan Messages and Files from that Group, and at the appropriate time generates individual Flight Plan messages from this information. For the purposes of this section the term Responsible IFPS Unit will be used to refer to both cases a) and b) above.
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If one IFPS Unit fails and the repair time is so long that it starts to have a significant effect on flight plan distribution in the IFPS Zone, the IFPS Contingency Plan requires that a Backup IFPS Unit be able to take over responsibility from the failed IFPS Unit. An IFPS Unit Role is introduced to support this requirement. An IFPS Unit has a certain Role with respect to an IFPS Group. The role may be: a) Responsible. b)
Backup.
An IFPS Unit may have a responsible role for a number of IFPS Groups and at the same time a backup role for a number of other IFPS Groups. The Responsible IFPS Unit and the Backup IFPS Unit exchange data automatically to ensure that a full knowledge of IFPS data is maintained at both Units. The IFPS Authority will ensure that each Group defined in the ATS Environment has a Responsible IFPS Unit and Backup IFPS Unit. Should the Responsible IFPS Unit fail, the Backup IFPS Unit may be instructed by the IFPS Unit Configuration Manager (IUCM) to take over responsibility for the failed IFPS Unit's Groups until that IFPS Unit can be returned to service. The rest of this section is concerned with provision of Backup service for IFPS Aerodrome Groups and AOU Groups. 10.7.1.
Maintenance of Backup Database If an IFPS Unit provides a Backup service for a Group, it will maintain a Backup Database containing the following data sets: If an IFPS Unit provides a Backup service for a Group, it will maintain a Backup Database containing the following data sets: a) A Backup FPD Set, containing copies of each FPD sent from the Responsible IFPS Unit. As the Responsible IFPS unit creates or modifies an FPD it will send a copy to the Backup IFPS Unit (an Update Backup FPD message). b)
A Backup OM Set, containing the Original Messages, received by the Backup IFPS Unit (from the Originator) for which it has not yet received instructions from the Responsible IFPS Unit. A Backup IFPS Unit stores an FPM in its Backup OM Set when it receives an Original Message associated with a Group that it is providing a Backup service for. When a Backup IFPS Unit receives an Update Backup FPD or a Discard OM message from the Responsible IFPS Unit it will discard the corresponding Original Message from its Backup OM Set. The Responsible IFPS Unit will process those FPMs and Repetitive Flight Plan Files that it is deemed to be responsible for. The result of processing will be either an update (creation or modification) to the appropriate FPD, or the discarding of the FPM (for example when an FPM is Rejected). In the former case an Update Backup FPD message is sent to the Backup IFPS Unit instructing it to update its Backup FPD Set, in the latter case a Discard OM message is sent, instructing the Backup IFPS Unit to delete the FPM from its Backup OM Set.
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Thus, at any given time the Backup IFPS Unit will have a Backup Database with validity as follows: a) Backup FPD Set, out of date with respect to the responsible IFPS Unit FPD Sets by a small time period "t", where "t" is the time taken to propagate an Update Backup FPD message from the Responsible Backup IFPS Unit. b)
10.7.2.
Backup OM Set, containing all the Original Messages currently being processed by the responsible IFPS Unit, plus the Original Messages corresponding to the Update Backup FPD messages in transit (i.e. covering time period "t" above).
Take Over of Responsibility The IUCM may instruct an IFPS Unit to take over responsibility for an IFPS Group, or a number of Groups, following failure of the Responsible IFPS Unit. The take over IFPS Unit will assume responsibility as follows: a) It will populate its IFPD Set and RFPD Set with FPDs from the Backup FPD Set and provide a continued distribution service to Addressees.
10.7.3.
b)
It will extract all of the messages from its Backup OM Set and process them (as it would process any normal incoming original message).
c)
It will begin to process incoming Flight Plan messages for which it has become responsible.
Restoration of Failed IFPS Unit When a failed IFPS Unit has been restored to operation it will retrieve responsibility as follows: a) Recovery of FPD Sets
b)
•
The IFPS Unit will update its IFPD Set and RFPD Set from the currently responsible IFPS Unit by sending a Request_FPD_Set message to that IFPS Unit, specifying the Group for which it requires data.
•
The currently responsible IFPS Unit will respond to this with a series of Update_FPD messages (each containing a current FPD from its IFPD Set and RFPD Set). The series of Update_FPD message will be terminated by an End_FPD_Set message.
Resumption of Responsibility •
Once it has up to date IFPD and RFPD Sets the IFPS Unit will assume responsibility for the Group by sending a Group_Takeover message.
•
Upon reception of the Group_Takeover message the currently responsible IFPS Unit will relinquish responsibility and revert to the role of provision of a backup service for the Group.
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11.
THE TACTICAL SYSTEM (ETFMS)
11.1.
Description The Tactical (ETFMS) contains flight data for the following forty-eight hours. Initially, it is fed with RPL for that period and later with Flight Plan Messages in order to present the best picture of air traffic demand. This data is later updated by ATC information on the actual flight situation or any change to the initial flight plan (e.g. new route). The tools for exploiting this data allow examination of the anticipated air traffic demand for the following day. Aircraft Operators (AOs) and Flow Management Positions (FMPs) can access the database via a terminal. The ETFMS System has the following sub-functions: a) Environment Data Capture and Processing •
b)
All the basic elements of the ATC environment such as airports, routes, sectors, capacities are known to the ETFMS and sometimes dynamic updates (e.g. runway configuration). (see § 8.2. Areas Covered) Flight Data Capture •
c)
Profile Calculation •
d)
At any point, aerodrome, set of aerodromes, airspace volume or traffic volume. This is expressed as a number of flights per unit of time (usually one hour) entering an airspace volume, overflying a point, departing from/arriving at an aerodrome/set of aerodromes or part of a traffic volume or of one of its flows.
Rerouteing •
f)
For each flight a 4D profile is calculated, taking into account the above 2 sets of information.
Load Calculation •
e)
Merging of long-term data provided by RPL and up-to-date information provided by IFPS or by CDM Airports.
Certain facilities exist in the ETFMS (system to simulate the consequences for the ATFCM/ATC system of rerouteing individual flights or groups of flights. The impact on loads in affected areas is consequently re-calculated.
Human Machine Interface •
g)
For the display and input of information used or generated by flow managers, ATC controllers, Aircraft Operators and pilots, i.e. an important part of the ETFMS system concerns the input and display of the various data previously mentioned (flight data loads at sectors, overload warnings, etc., …). This also includes command displays, by means of which the flow manager activates the ATFCM measures (e.g. CASA - restrictions and rerouteing) and monitoring facilities. The Exchange of Messages •
Amendment date: 22-Jan-2008
Which is an important part of the ETFMS system involving complex address selection and message routing mechanisms.
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h)
GENERAL & CFMU SYSTEMS
The Computer Assisted Slot Allocation (CASA) •
Algorithm is located in the very heart of the interaction between the ETFMS system and ATC. Traffic volumes to come under CASA control are activated by the flow manager. This means that he defines a traffic volume, start time, end time and many other parameters. ETFMS then extracts all flights which are concerned by this activation, in other words those flying at that location (within that flight level slice) during that restricted period and passes them onto the "CASA algorithm" for departure time calculation.
FUNCTIONAL SCHEME OF THE ETFMS ACTIVITIES
Aircraft Operators
Environment & Capacities
Traffic-demand & Current Traffic Data
DATA COLLECTION & EVALUATION
(AOs)
Air
/ Air Traffic
EXECUTION EXECUTION
PLANNING
MONITORING MONITORING
Control
Services
(ATC)
Reporting Offices (AROs)
Traffic
/ EBBDZMTA
EBBDZMTA BRUEA7X
BRUEA7X
DISPLAY & TRANSMISSION ATCFM Information
FMPs
ATCFM Measures
© EUROCONTROL1997 - Central Flow Management Unit URB\SEZ\091\1886\04.04.06
Figure 11-1
Amendment date: 22-Jan-2008
ETFMS Functionalities
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11.2.
Description of Computer Assisted Slot Allocation (CASA)
11.2.1.
CASA System The CASA System is largely automatic and centralised, and functions from an Aircraft Operator’s point of view in passive mode. In other words, the act of filing a flight plan effectively constitutes a request for a slot. FMPs and CFMU agree on those locations where ATFCM Measures are necessary. As a consequence the CFMU activates regulations within ETFMS including the start and the end times, the description of the location, the entering flow rate and some others parameters. The system extracts all the flights entering for the specified airspace and sequences them in the order they would have arrived at the airspace in the absence of any restriction. On this basis, the Take-Off Time (TOT) for the flight is calculated. It is this information, Calculated Take-Off Time (CTOT), which is transmitted to the Aircraft Operator concerned and to the control tower at the aerodrome of departure. In addition to this fundamental process, a number of other mechanisms will act to compensate for factors such as late received flight plans and modifications thereto.
11.2.2.
Description of the CASA Algorithm for Slot Allocation
11.2.2.1.
Slot Allocation Lists - Basic Rate For each regulated point, area or airport (regulation), CASA builds and manages a list of slots i.e. the Slot Allocation List (SAL). A regulation may be specified over sub-periods, each sub-period being assigned a rate. CASA uses these items to build initially an empty Slot Allocation List. For instance, a four hour long sub-period associated with a basic rate of 28 flights per hour, would result in a Slot Allocation List made up of 112 slots separated from one another by approximately 2 minutes.
11.2.2.2.
Pre-allocation Stage The principle "First Planned - First Served", which presumes that flights should arrive over the restricted location in the same order in which they would have arrived had there been no ATFCM Measures, is applied throughout the CASA process. When the regulation is activated, CASA starts to receive flight data, based on Repetitive Flight Plan (RPL) and Filed Flight Plan (FPL) as available. Each flight is given a provisional slot based on the order of their Estimated Time Over (ETO) the restricted location. This initial reservation is internal to the ETFMS system and is subject to amendment. Due to the constant recalculation of the SAL as new flight plans arrive, the provisional slot is very likely to be changed. This is the pre-allocation stage. When CASA receives new flight data, it pre-allocates the slot as close to the requested Estimated Time Over (ETO) the restricted location as is available: a)
If that slot is free, it is assigned to the flight, which thus suffers no delay (provisional).
b)
If that slot is already pre-allocated to a flight which is planned to overfly the restricted location after the new flight then the latter takes the slot. Of course, the consequence can be a chain reaction, because the flight whose slot has been taken tries to recover another slot, possibly by taking the slot of another flight, etc., …
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 11 - page
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BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
Slot Amendment Procedure When CASA receives the flight data for the cancellation of a flight, this may improve the slots given to other flights. The slot amendment procedure aims to take into account the new slots made available. It applies only to pre-allocated flights. Therefore it is an essential requirement, with beneficial interest for AOs, to cancel as early as possible those flight plans which will no longer operate.
11.2.2.4.
Allocation Stage At a fixed time before the Estimated Off-Block Time (EOBT) of each pre-allocated flight, called Slot Issue Time (SIT), the slot is allocated to the flight and a Slot Allocation Message (SAM) is sent to the Aircraft Operators and ATC. This is the allocation stage. An allocated slot cannot be taken by another flight. However, an Aircraft Operator should request a revision to a slot if it is thought that the flight will not be able to comply. Moreover, the slot allocated to a flight may be improved by the true revision process described hereafter.
11.2.2.5.
Combined Flow Measures for one Flight The general principle is that a flight which is submitted to several CASA restricted areas (called "Regulations") is given the delay of the most penalising regulation and is forced with that delay in all other regulations.
11.2.2.6.
Optimisation of the Slot Allocation Process The Enhanced Tactical Flow Management System (ETFMS) has been implemented as an upgrade of the previous TACT Computer Assisted Slot Allocation (CASA) System, which enables the system to take into account the airports constraints and the real time position of a flight. Once airborne, a flight is "forced" at its ATO in all concerned regulations. The concept of Collaborative Decision-Making (CDM) considers the requirement of ATC, of airlines and airport operators. It increases significantly the efficiency of airport operations. Airports are looking for early update of the landing time of flights arriving on their platform: based on ETFMS data, the CFMU provides advanced information on the Estimated Time of Arrival of the inbounds flights through the FUM (Flight Update Message). In collaboration with the Aircraft Operators, the Airport will estimate the turn around time and the time to taxi to provide a new estimate for the outbound flights. Before the departure, the local ATC will anticipate the Take Off time and will notify it to ETFMS. The new estimates resulting from the co-ordination with Airports Operations will be passed on to ATC through the ETFMS data distribution, closing the loop of flight plan information between all ATM partners. Late departure notification or modification of the profile established through messages from ATC will be used to modify the slot allocated to other flights by the true revision process described hereafter. The Air Traffic Services provide the CFMU with the necessary data concerning the position of the flights once airborne. They give a more accurate picture of the traffic situation after the departures of the flights enabling a more efficient ATFCM activity.
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 11 - page
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GENERAL & CFMU SYSTEMS
Such data are based upon ATC messages such as FSA and upon Correlated Position Reports (CPRs). FSAs are received for a large part of the ATFCM area. CPRs are extracted from surveillance data (radar derived positions). They are now provided by a large part of the ATFCM area. The wind information is taken into account to calculate the time estimates in the profiles. When new meteo data arrive the flights before the Slot Issue Time are fully re-computed and re-submitted to CASA. After the Slot Issue Time flights are recalculated but the impact on slots is limited to changes in the regulation plan or improvements. Activated flights are never re-computed. Aircraft Operators are also providing, for some of the flights departing from outside the ECAC area, information on their estimated time of arrival. It also gives a more accurate view of the future traffic situation. 11.2.2.7.
True Revision Process This is the automatic mechanism that routinely attempts to improve the slot of allocated flights; for a given flight, the true revision process takes place after the SAM has been issued until a time parameter before the CTOT. This parameter is linked to the Aerodrome of Departure (ADEP).
Amendment date: 22-Jan-2008
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EDITION 12.0
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EUROCONTROL CFMU
GENERAL & CFMU SYSTEMS
12.
THE ARCHIVE SYSTEM (DWH, FORMERLY CALLED ARC)
12.1.
Purpose The ARCHIVE SYSTEM is a computer based system which supports the CFMU and its users in the preparation of their Strategic, Pre-Tactical and Tactical activities. Formerly called ARC, the ARCHIVE SYSTEM has evolved towards a datawarehouse, now referred to as DWH. The ARCHIVE SYSTEM contains data and logs from other CFMU systems (ENV, IFPS, ETFMS…). It also contains a wide set of derived performance and quality indicators of ATFCM operations.
12.2.
Scope The scope of the DWH system can be defined over 2 dimensions: The scope of stored data.
12.2.1.
The functionality of available reporting facilities using archived information and derived performance indicators.
Available Data in the ARCHIVE SYSTEM (DWH) The scope of Data which are stored in the DWH system is illustrated in Figure 12-1.
CFMU Datawarehouse Consolidated Archive dB System
ATM PARTNERS
ENVIRONMENT DATA
ENV
MONTHLY AIRAC DOWNLOAD + DAILY UPDATES
ATFM Msg
ENV LAST 5 YEARS
FLIGHT
ETFMS
FLIGHTS REGULATIONS LOG of EXCHANGED Msg ENV UPDATES
RADAR DATA
REGUL Summary
ETFMS LOGGING FLIGHT PLANS
IFPS
A set of derived statistics and performance indicators • Air traffic, • ATFM delay, • Adherence to rules, • Quality of services...
FLIGHT PLANS LOG of EXCHANGED Msg
IFPS LOGGING Synthesis
CFMU Middleware Network load
ACCESS LOGGING to CFMU APPLICATIONS
CSC OPLOG AN 1 LOG
D+1 CFMU Archiving process 1 gigabyte of data per day
CFMU DWH
LAST 15 MONTHS
dB - 1 terabyte
© EUROCONTROL2004 - Central Flow Management Unit
Figure 12-1
Amendment date: 25-Jul-2006
Scope of DWH Data
EDITION 12.0
SECTION 12 - page
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BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
In terms of data, DWH is composed of 2 main parts: •
A Consolidated Archive Database with detailed data, as provided by the CFMU operational systems, namely: ENV data (static and dynamic data), Flight and Regulation data from ETFMS with the history of exchanged messages (ETFMS logging), Flight Plan data with the history of detected errors and applied corrections from IFPS and RPL, logging of the network system (ANg1) and the Query System interface (CSC).
The last 15 months of operations are kept in the DWH system. •
A set of derived statistics and performance indicators: “Summary” contains of a subset of the most important information about flights and applied regulations over the last 5 years. “Synthesis” contains a set of derived statistics and performance indicators, computed since 1997 from detailed archived data. It contains multiple interdependent indicators to analyse and compare trends over several years, in Air Traffic in ECAC, ATFM Delay, Adherence to rules, Quality of services (safety, anticipation, critical events analysis, accuracy of flight information…). The whole CFMU Datawarehouse represents a huge database (1 terabyte of data), with facilities to investigate information from very global counts to the most detailed level of post operations data.
12.2.2.
The Functional Scope of DWH From a functional perspective, the analysis of post operations data stored in the DWH system aims at multiple objectives: •
The assessment of the performance of the Air Traffic Flow and Capacity Management (ATFCM) operations by making quality control on results of ATCFM measures taken in the past. This objective is met by providing statistics and reports with such performance and quality indicators.
•
The full feed-back on tactical activities when all operations have been completed.
•
The preparation of the pre-tactical activities, with a detailed feed-back on the results of the last applied ATFCM measures.
•
The support to strategic planning and activities, with the compilation of different performance trends, allowing seasonal comparisons over several years with targeted objectives.
•
The investigations of reported cases with anomalies or complaints, including specific inquiries related to critical events.
•
The quality monitoring of CFMU services and, in particular, the impact evaluation of applied changes in procedures, systems, and new ATFM messages.
Amendment date: 25-Jul-2006
EDITION 12.0
SECTION 12 - page
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
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EUROCONTROL CFMU
GENERAL & CFMU SYSTEMS
Two main functions are provided in support of the functional objectives described above: •
•
The collection and archiving of relevant data from the CFMU operational systems:
except for ENV static data which are loaded with each AIRAC cycle, all data collected from systems are loaded the day after the operations.
derived quality and performance indicators are computed 2 days after the operations, in order to include the impact of measures which may be applied up to 2 days duration.
The reporting facilities on DWH information and Archived Data.
Reporting on Available Information in DWH CHMI Archived Data
Extranet
CFMU DWH
sE Mail
xcha
ic Specif
nges
with
ds deman
ADHOC reports
CFMU Interactive Reporting
CIR
Interactive WEB reports,
WEB Browser BIS Inte rne t/In
Static Reports ACTFM STATISTICS available on papers or ,
tra ne t
Daily
Weekly
Monthly
Yearly
On CFMU Internet/ Intranet site (Statistics) © EUROCONTROL2004 - Central Flow Management Unit
Figure 12-2
Reporting on Available Information in DWH
As illustrated in Figure 12-2, several different reporting services are available to access DWH information, namely: •
Archive function via the CHMI interface.
•
Production of ad-hoc reports in reply to specific requests sent to the CFMU.
•
ATFCM Statistical reports (Static Reports), available in PDF format on the CFMU Website.
•
CFMU Interactive Reporting (CIR), a CFMU Web-based application, enabling access to a set of pre-defined reports with interactive features and secured authentication.
Amendment date: 25-Jul-2006
EDITION 12.0
SECTION 12 - page
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
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BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
The CIR interface is available since October 2004 for AOs, ANSPs, Legal Authorities, AIS/ARO, Airports. Through CIR, reports can be generated instantly at any time by the Users, with the possibility to compare latest results (1 or 2 days after the operations) with trends over several years. Interactive Reporting also means interactive information selection using multiple selection criteria (time period, geographical area, operators), zoom and navigation possibilities from global counts to individuals flights, graph display and trends comparison facilities (in time, locations, operators), export facilities of reported data into spreadsheets to allow further analysis by the Customers.
Amendment date: 25-Jul-2006
EDITION 12.0
SECTION 12 - page
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13.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
DICTIONARY OF ABBREVIATIONS ACRONYM
DEFINITION
ACC
Area Control Centre
ADEP
Aerodrome of Departure
AFTN
Aeronautical Fixed Telecommunication Network
AIM
Air Traffic Flow Management Information Message
AIP
Aeronautical Information Publication
AIRAC
Aeronautical Information, Regulation and Control
AIS
Aeronautical Information Services
ANg1
Access Node 1 New Generation System
ANM
ATFCM Notification Message
ANP
Air Navigation Plan
ANSP
Air Navigation Service Provider
ANU
Air Navigation Unit
AO
Aircraft Operator
AOA
Aircraft Operating Agency
AOCC
Aircraft Operator Control Centre
AOCU
Aircraft Operator Control Unit
AOU
Aircraft Operator Unit
ARO
Air Traffic Services Reporting Office
ARP
Aerodrome Reference Point
ARPL
ADEXP Format Repetitive Flight Plan Message
ARR
Arrival Message
ATC
Air Traffic Control
ATFCM
Air Traffic Flow and Capacity Management
ATFM
Air Traffic Flow Management
ATO
Actual Time Over
ATS
Air Traffic Services
ATSU
Air Traffic Service Unit
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 13 - page
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
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EUROCONTROL CFMU
GENERAL & CFMU SYSTEMS
ACRONYM
DEFINITION
AUA
ATC Unit Airspace
AUAG
ATC Units Airspaces Grouping
CAP
Capacity
CASA
Computer Assisted Slot Allocation
CDR
Conditional Route
CIA
CFMU Internet Access
CFMU
Central Flow Management Unit
CFPU
Central Flight Processing Unit (in a State)
CHMI
CFMU Human Machine Interface
CIDIN
Common ICAO Data Interchange Network
CIR
CFMU Interactive Reporting
COTS
Commercial Off-The-Shelf (software)
CPR
Correlated Position Report
CR
Change Request
CS
Collapsed Sectors
CSC
Customer Support Center Section (of ENGD)
CSO
CFMU Systems Operations Section (of ENGD)
CTMO
Centralised Traffic Management Organization concept
CTOT
Calculated Take-Off Time
DBP
Database Point
DCT
Direct
DEP
Departure Message
DME
Distance Measurement Equipment
DWH
Datawarehouse system (formerly ARC)
EAB
EAD and Aeronautical Information Bureau
EAD
European AIS Database
EANPG
European Air Navigation Planning Group
EATM
European Air Traffic Management
ECAC
European Civil Aviation Conference
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 13 - page
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EUROCONTROL CFMU
GENERAL & CFMU SYSTEMS
ACRONYM
DEFINITION
ENGD
CFMU - Engineering Division (regrouping the former DEVD and ENGD)
ENV
CFMU – Environment System
EOBT
Estimated Off-Block Time
ETFMS
Enhanced Tactical Flow Management System
ETO
Estimated Time Over
EUR
The ICAO European Region
EUROCONTROL
European Organisation for the Safety of Air Navigation
FDR
Flight Data Record
FIC
Flight Information Centre
FIR
Flight Information Region
FMP
Flow Management Position
FPD
Flight Plan Data
FPL
Flight Plan Message (ICAO format)
FPM
Flight Plan Messages
FPPS
Flight Plan Processing System
FSA
First System Activation Message
FUM
Flight Update Message
GAT
General Air Traffic
IATA
International Air Transport Association
ICAO
International Civil Aviation Organization
IDB
Integrated Database
IFPAU
IFPS Applicable Unit
IFPD
Individual FPD
IFPRU
IFPS Responsible Unit
IFPS
Integrated Initial Flight Plan Processing System
IFPUV
IFPS Validation System
IFPZ
IFPS Zone
IFR
Instrument Flight Rules
IUCM
IFPS Unit Configuration Manager
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 13 - page
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EUROCONTROL CFMU
GENERAL & CFMU SYSTEMS
ACRONYM
DEFINITION
LA
Limited Airspace
LAN
Local Area Network
NAS
National Airspace Structure
NVA
Navigation Aid
NLST
New List
NOTAM
Notice to Airmen
OAC
Oceanic Area Control Centre
OCG
Operations Coordination Group
ODSG
Operations and Development Sub-Group
ORM
Operational Reply Message
OPSD
CFMU - Operations Division (the former FDOD & FMD)
OTS
Organized Track System
PSDN
Public Switched Data Network
PSTN
Public Switched Telephone Network
PWP
Published Way Point
QA
Quality Assurance
RAD
Route Availability Document
RCC
Rescue Coordination Centre
RFPD
Repetitive Flight Plan Data
RL
Reference Location
RLST
Revised List
RO
RPL Office
RPL
Repetitive Flight Plan
RS
Routeing Scheme
RSO
Route per State Overflown
SES
Single European Sky
SID
Standard Instrument Departure
SITA
Société Internationale de Télécommunications Aéronautiques
SQS
Safety, Quality and Security
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 13 - page
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EUROCONTROL CFMU
GENERAL & CFMU SYSTEMS
ACRONYM
DEFINITION
RAD
Route Availability Document
STAR
Standard Arrival Route
TAS
True Airspeed
TDR
Traffic Data Records
TFV
Traffic Volume
TIS
Time to Insert into the Sequence
TOT
Take-Off Time
TRS
Time to Remove from the Sequence
UAC
Upper Area Control Centre
UIR
Upper Flight Information Region
URB
CFMU - User Relations and Development Bureau
UTC
Coordinated Universal Time
VOR
Very High Frequency Omnidirectional Range
WAN
Wide-Area Network
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 13 - page
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DOCUMENT FINAL PAGE
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 13 - page
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
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GENERAL & CFMU SYSTEMS
GENERAL & CFMU SYSTEMS
Edition N°: 12.0 http://www.cfmu.eurocontrol.int
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
i
©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL). All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior permission of EUROCONTROL.
Edition No. Edition Issue date Reference File name Number of pages
: : : : :
12.0 22 January 2008 BASIC CFMU HANDBOOK GENERAL & SYSTEMS 66
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
ii
EUROCONTROL CFMU
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
OPERATIONAL PROBLEMS HELP-DESKS
Clients experiencing on-line problems should inform the relevant Units as indicated below depending on the nature of the problem.
FLIGHT PLAN FILING PROBLEMS A problem with an FPL message including RPLs within 20 hours of EOBT. Action
Contact the relevant IFPS Unit Supervisor FP1 - BRUSSELS
FP2 - BRÉTIGNY
OPS TELEPHONE
++32 (0) 2 745.19.50 ++32 (0) 2 745.19.62/66
++33 1 69.88.17.50
OPS FAX
++32 (0) 2 729.90.41
++33 1 69.88.38.22
OPERATIONAL ATFCM PROBLEMS Action
Contact the OPSD Team Leader
TELEPHONE
++32 (0) 2 745.19.01
FAX
++32 (0) 2 729.90.27
OPS AFTN
EBBDCEUW
OPS SITA
BRUEC7X
TECHNICAL PROBLEMS (Transmission, Terminals) Action
Contact the CFMU SYSTEM OPERATIONS (CSO) HELPDESK
TELEPHONE
++32 (0) 2 745.19.97
FAX
++32 (0) 2 729.90.23
mailto:[email protected]
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
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INTENTIONALLY LEFT BLANK
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
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iv
EUROCONTROL CFMU
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
THE CFMU HANDBOOK EDITION 12.0
The structure and organisation of this document is such that all of the key CFMU related procedures are contained in the BASIC CFMU HANDBOOK which consists of:
General & CFMU Systems.
IFPS Users Manual.
ATFCM Users Manual.
CFMU Operational Problem Reporting.
Addresses.
The BASIC CFMU HANDBOOK is, in addition, supported by Supplements in the form of Descriptions, Guides and Manuals. Amendments are implemented at Section level as heretofore. The amendments which are reflected in Edition 12.0 of the BASIC CFMU HANDBOOK are summarised at the beginning of each Part in the respective amendment history pages. In addition, vertical revision bars are used to indicate changed information of a significant nature.
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
v
INTENTIONALLY LEFT BLANK
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
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GENERAL & CFMU SYSTEMS
AMENDMENT N° 8
Section
Issue Date
Amended Section
Amended Date
PREFACE
22-Jan-2008
2.
SUMMARY DESCRIPTION OF THE CFMU HANDBOOK
22-Jan-2008
02-May-2006
4.
ORGANISATION OF THE CFMU
22-Jan-2008
AREA OF RESPONSIBILITY
02-May-2006
5.
AREA OF RESPONSIBILITY
22-Jan-2008
6.
REFERENCE DOCUMENTS AND MESSAGES
02-May-2006
7.
CFMU SYSTEMS ELEMENTS AND INTERFACES
02-May-2006
7.
CFMU SYSTEMS ELEMENTS AND INTERFACES
22-Jan-2008
8.
THE ENVIRONMENT SYSTEM (ENV)
02-May-2006
8.
THE ENVIRONMENT SYSTEM (ENV)
22-Jan-2008
9.
THE REPETITIVE FLIGHT PLAN SYSTEM (RPL)
22-Feb-2000
10. THE INTEGRATED INITIAL FLIGHT PLAN PROCESSING SYSTEM (IFPS)
02-May-2006
10. THE INTEGRATED INITIAL FLIGHT PLAN PROCESSING SYSTEM (IFPS)
22-Jan-2008
11. THE TACTICAL SYSTEM (ETFMS)
02-May-2006
11. THE TACTICAL SYSTEM (ETFMS)
22-Jan-2008
12. THE ARCHIVE SYSTEM (DWH, FORMERLY CALLED ARC)
02-May-2006
13. DICTIONARY OF ABBREVIATIONS
02-May-2006
13. DICTIONARY OF ABBREVIATIONS
22-Jan-2008
PREFACE
02-May-2006
1.
THE CFMU HANDBOOK
02-May-2006
2.
SUMMARY DESCRIPTION OF THE CFMU HANDBOOK
02-May-2006
3.
THE CENTRAL FLOW MANAGEMENT UNIT
02-May-2006
4.
ORGANISATION OF THE CFMU
5.
Amendment No. 8 to the GENERAL & CFMU SYSTEMS Main changes are indicated with revision bars.
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
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INTENTIONALLY LEFT BLANK
Amendment date: 22-Jan-2008
EDITION 12.0
GENERAL & SYSTEMS
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GENERAL & CFMU SYSTEMS
TABLE OF CONTENTS 1.
THE CFMU HANDBOOK ............................................................................1-1
1.1.
Audience Description ......................................................................................................... 1-1
1.2.
Applicability Statement ...................................................................................................... 1-1
1.3.
Purpose................................................................................................................................ 1-1
2.
SUMMARY DESCRIPTION OF THE CFMU HANDBOOK .........................2-1
2.1.
BASIC CFMU HANDBOOK ................................................................................................. 2-1
2.1.1.
General & CFMU Systems.................................................................................................. 2-1
2.1.2.
Integrated Initial Flight Plan Processing System (IFPS) USERS MANUAL................... 2-1
2.1.3.
Air Traffic Flow and Capacity Management (ATFCM) USERS MANUAL....................... 2-1
2.1.4.
CFMU Operational Problem Reporting ............................................................................. 2-2
2.1.5.
Addresses............................................................................................................................ 2-2
2.2.
SUPPLEMENTS ................................................................................................................... 2-2
2.2.1.
Provision of Environment Data (SUPP) ............................................................................ 2-2
2.2.2.
ATFCM Operating Procedures for Flow Management Position (SUPP) ....................... 2-2
2.2.3.
Guides for access to CFMU Applications and SYSTEMS (Supplements) .................... 2-3
2.2.3.1.
CIA - CFMU Internet Access (SUPP) ................................................................................. 2-3
2.2.3.2.
CHMI - CFMU Human Machine Interface (SUPP) ............................................................. 2-3
2.2.3.3.
CIR - CFMU Interactive Reporting (SUPP)........................................................................ 2-4
2.3.
Update Procedure ............................................................................................................... 2-4
3.
THE CENTRAL FLOW MANAGEMENT UNIT............................................3-1
3.1.
CFMU Mission ..................................................................................................................... 3-1
4.
ORGANISATION OF THE CFMU ...............................................................4-1
4.1.
Organisation of the CFMU Directorate ............................................................................. 4-1
4.1.1.
Special Adviser ................................................................................................................... 4-1
4.1.2.
Safety, Quality and Security Manager............................................................................... 4-1
4.1.3.
The User Relations and Development Bureau (URB) ..................................................... 4-2
4.1.4.
The Operations Division (OPSD)....................................................................................... 4-2
4.1.5.
The Engineering Division (ENGD)..................................................................................... 4-3
4.1.6.
The EAD and Aeronautical Information Bureau (EAB) ................................................... 4-4
4.2.
Flow Management Positions (FMPs) ................................................................................ 4-5
5.
AREA OF RESPONSIBILITY......................................................................5-1
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6.
REFERENCE DOCUMENTS AND MESSAGES.........................................6-1
6.1.
The CFMU HANDBOOK ...................................................................................................... 6-1
6.2.
The ANM (ATFCM Notification Message) ......................................................................... 6-1
6.3.
The AIM (ATFCM Information Message)........................................................................... 6-1
6.4.
National NOTAM and AIP Supplements ........................................................................... 6-1
6.5.
National AIPs ....................................................................................................................... 6-1
6.6.
ICAO Publications............................................................................................................... 6-1
7.
CFMU SYSTEM ELEMENTS AND INTERFACES......................................7-1
7.1.
General Description............................................................................................................ 7-1
7.2.
CFMU Environment Database (ENV)................................................................................. 7-2
7.3.
CFMU Repetitive Flight Plan System (RPL) ..................................................................... 7-2
7.4.
Integrated Initial Flight Plan Processing System (IFPS)................................................. 7-2
7.5.
CFMU Enhanced Tactical Flow Management System (ETFMS)..................................... 7-2
7.6.
CFMU Archive System (DWH, formerly called ARC) ....................................................... 7-3
7.7.
IFPS Validation System (IFPUV) ........................................................................................ 7-3
7.8.
Pre-Tactical System (PREDICT) ........................................................................................ 7-3
7.9.
CFMU Network .................................................................................................................... 7-4
8.
THE ENVIRONMENT SYSTEM (ENV)........................................................8-1
8.1.
Purpose................................................................................................................................ 8-1
8.2.
Areas Covered..................................................................................................................... 8-1
8.3.
Scope ................................................................................................................................... 8-1
8.4.
Data Modification ................................................................................................................ 8-2
8.4.1.
Static Data ........................................................................................................................... 8-2
8.4.2.
Semi-Dynamic Data ............................................................................................................ 8-2
8.4.3.
Dynamic Data ...................................................................................................................... 8-2
8.5.
Points ................................................................................................................................... 8-2
8.6.
Aerodrome ........................................................................................................................... 8-2
8.7.
Route Assembly.................................................................................................................. 8-2
8.8.
Airspace Data ...................................................................................................................... 8-3
8.8.1.
Operational Structure ......................................................................................................... 8-3
8.8.2.
Manageable Airspaces ....................................................................................................... 8-3
8.8.3.
Administrative Structure .................................................................................................... 8-3
8.9.
Air Navigational Services Units......................................................................................... 8-3
8.10.
Restrictions ......................................................................................................................... 8-4
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8.11.
Capacities (CAPs) ............................................................................................................... 8-4
8.12.
Flows .................................................................................................................................... 8-4
8.13.
Reference Locations (RLs) ................................................................................................ 8-4
8.14.
Traffic Volumes (TFVs)....................................................................................................... 8-5
8.14.1.
Traffic Volumes for Monitoring Purposes ........................................................................ 8-5
8.14.2.
Traffic Volumes for Other Purposes ................................................................................. 8-5
8.15.
Aircraft ................................................................................................................................. 8-6
9.
THE REPETITIVE FLIGHT PLAN SYSTEM (RPL).....................................9-1
9.1.
Description .......................................................................................................................... 9-1
9.2.
Scope ................................................................................................................................... 9-1
9.3.
Objectives ............................................................................................................................ 9-1
9.4.
Functions of the RPL System ............................................................................................ 9-1
9.4.1.
Summary.............................................................................................................................. 9-1
9.4.2.
Manage RPL Files ............................................................................................................... 9-1
9.4.3.
Manage RPLs ...................................................................................................................... 9-2
9.4.4.
Generate Formatted Bulk Outputs .................................................................................... 9-2
10.
THE INTEGRATED INITIAL FLIGHT PLAN PROCESSING SYSTEM (IFPS)................................................................10-1
10.1.
Purpose.............................................................................................................................. 10-1
10.2.
IFPS Units .......................................................................................................................... 10-1
10.3.
Network Connectivity ....................................................................................................... 10-1
10.4.
Functional Overview......................................................................................................... 10-3
10.4.1.
Processing of Individual Flight Plan Messages............................................................. 10-3
10.4.2.
Processing of Repetitive Flight Plan Messages ............................................................ 10-3
10.5.
Physical Configuration..................................................................................................... 10-4
10.6.
Software Configuration Policy ........................................................................................ 10-4
10.7.
IFPS Contingency Plan..................................................................................................... 10-4
10.7.1.
Maintenance of Backup Database................................................................................... 10-5
10.7.2.
Take Over of Responsibility............................................................................................. 10-6
10.7.3.
Restoration of Failed IFPS Unit ....................................................................................... 10-6
11.
THE TACTICAL SYSTEM (ETFMS) .........................................................11-1
11.1.
Description ........................................................................................................................ 11-1
11.2.
Description of Computer Assisted Slot Allocation (CASA) ......................................... 11-3
11.2.1.
CASA System .................................................................................................................... 11-3
11.2.2.
Description of the CASA Algorithm for Slot Allocation................................................ 11-3
11.2.2.1.
Slot Allocation Lists - Basic Rate.................................................................................... 11-3
11.2.2.2.
Pre-allocation Stage ......................................................................................................... 11-3
Amendment date: 22-Jan-2008
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11.2.2.3.
Slot Amendment Procedure ............................................................................................ 11-4
11.2.2.4.
Allocation Stage................................................................................................................ 11-4
11.2.2.5.
Combined Flow Measures for one Flight ....................................................................... 11-4
11.2.2.6.
Optimisation of the Slot Allocation Process.................................................................. 11-4
11.2.2.7.
True Revision Process ..................................................................................................... 11-5
12.
THE ARCHIVE SYSTEM (DWH, FORMERLY CALLED ARC).................12-1
12.1.
Purpose.............................................................................................................................. 12-1
12.2.
Scope ................................................................................................................................. 12-1
12.2.1.
Available Data in the ARCHIVE SYSTEM (DWH) ........................................................... 12-1
12.2.2.
The Functional Scope of DWH ........................................................................................ 12-2
13.
DICTIONARY OF ABBREVIATIONS........................................................13-1
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TABLE OF FIGURES Figure 4-1
CFMU Organisation ............................................................................................. 4-4
Figure 4-2
Operational Structure with CFMU...................................................................... 4-5
Figure 7-1
CFMU Systems Overview ................................................................................... 7-1
Figure 7-2
NETWORK ............................................................................................................ 7-4
Figure 10-1
IFPS Inputs ......................................................................................................... 10-2
Figure 10-2
IFPS Outputs ...................................................................................................... 10-2
Figure 11-1
ETFMS Functionalities ...................................................................................... 11-2
Figure 12-1
Scope of DWH Data ........................................................................................... 12-1
Figure 12-2
Reporting on Available Information in DWH................................................... 12-3
Amendment date: 22-Jan-2008
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1.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
THE CFMU HANDBOOK The CFMU HANDBOOK consists of a BASIC or core set of PARTS supported by SUPPLEMENTS in the form of Descriptions, Guides and Manuals. They can be used and updated separately. The CFMU HANDBOOK describes the organisation of the CFMU, the operating procedures to be applied in the CFMU area and gives guidance for the use of CFMU applications. These include Flight Plan Filing procedures with the Integrated Initial Flight Plan Processing System (IFPS) and CFMU Air Traffic Flow and Capacity Management Procedures with the Tactical (ETFMS) System. Any person who intends to make use of the services provided by the CFMU should find in the CFMU HANDBOOK the information required.
1.1.
Audience Description The intended audience of this CFMU HANDBOOK is any person engaged in aircraft operations or in Air Traffic Services (ATS) who intends to make use of the services provided by the Central Flow Management Unit (CFMU), Flight Plan Processing System (FPPS) and Air Traffic Flow and Capacity Management (ATFCM). The reader shall be conversant with the current flight planning rules and with the relevant International Civil Aviation Organization (ICAO) messages.
1.2.
Applicability Statement This CFMU HANDBOOK applies to CFMU operations.
1.3.
Purpose The purpose of the CFMU HANDBOOK is to ensure that users of the CFMU are familiar with: •
The organisation of the CFMU and its systems.
•
The centralised flight planning services and associated procedures as provided by the CFMU.
•
The centralised ATFCM services and associated procedures as provided by the CFMU.
•
The CFMU information services, through the use of CFMU applications and interfaces.
The CFMU HANDBOOK can be used for learning the procedures and the messages used by the CFMU and also as a reference guide when an action related to ATFCM operations has to be taken.
Amendment date: 25-Jul-2006
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GENERAL & CFMU SYSTEMS
SUMMARY DESCRIPTION OF THE CFMU HANDBOOK As mentioned in Section 1. the CFMU HANDBOOK consists of the BASIC PARTS and SUPPLEMENTS.
2.1.
BASIC CFMU HANDBOOK •
GENERAL & CFMU SYSTEMS.
•
IFPS USERS MANUAL.
•
ATFCM USERS MANUAL.
•
CFMU OPERATIONAL PROBLEM REPORTING.
•
ADDRESSES.
All other Descriptions, Guides and Manuals are deemed as SUPPLEMENTS to the BASIC CFMU HANDBOOK. Unlike the BASIC CFMU HANDBOOK which addresses all aspects of CFMU operations for the whole CFMU Users’ community, the SUPPLEMENTS are focused on CFMU specific functions or services and are therefore intended for targeted users’ subgroups. 2.1.1.
General & CFMU Systems It includes: •
A description of the CFMU HANDBOOK and reference documents.
•
Details of the CFMU mandate, organisation, area of responsibility. An overview of the CFMU Systems, explaining from a user's perspective the function of every single System and the main inter-action between all Systems. It consists of a description of: ENV, RPL, IFPS, ETFMS, DWH, IFPUV and PREDICT Systems its relationship to the whole.
Standard Amendment 2.1.2.
notification to all CFMU Users.
Integrated Initial Flight Plan Processing System (IFPS) USERS MANUAL This is a self-contained users manual describing operating procedures with respect to flight plan filing in the IFPS context. Standard Amendment
2.1.3.
notification to all CFMU Users.
Air Traffic Flow and Capacity Management (ATFCM) USERS MANUAL This is a self-contained users manual describing operating procedures in the context of the TACTICAL (ETFMS) system and with Computer Assisted Slot Allocation (CASA): •
It complements the ICAO publications related to ATFCM in Europe with respect to the CFMU specific procedures:
A general description of the CFMU, its role and position within the ICAO EUR region.
The relationship and role of constituent parts such as OPSD, FMPs, etc., …
CFMU ATFCM/FLIGHT PLAN FILING procedures defining policy and requiring approval at EUROCONTROL/ICAO level.
Description, procedures and objectives of the internationally coordinated strategic planning process.
Amendment date: 22-Jan-2008
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Slot Allocation procedures.
ATFCM messages.
Exceptional conditions.
Other information.
Standard Amendment 2.1.4.
notification to all CFMU Users.
CFMU Operational Problem Reporting This is a guide providing practical information to contact CFMU Helpdesks in case of operational problems, and describing the applicable reporting procedures depending on the nature of the problem. It includes: •
Quick Reference for OPERATIONAL PROBLEMS.
•
Real Time Operational Problem Reporting.
•
Operational Incident and Post Event Problem Reporting.
•
Technical Problems.
Standard Amendment 2.1.5.
notification to all CFMU Users.
Addresses It includes: •
Contact addresses.
•
Telephone/fax numbers.
•
SITA/AFTN addresses, etc., …
for the CFMU, ECAC Flow Management Positions and ATC Units in neighbouring Countries (sorted by country). Standard Amendment
notification to all CFMU Users.
2.2.
SUPPLEMENTS
2.2.1.
Provision of Environment Data (SUPP) This SUPPLEMENT describes the CFMU requirements related to the provision of ATS environment data to be input in the CFMU Database. Standard Amendment
2.2.2.
notification to FMPs, ATS.
ATFCM Operating Procedures for Flow Management Position (SUPP) This SUPPLEMENT describes: •
ATFCM procedures between Flow Management Positions (FMPs) and the Operations Division (OPSD). The OPSD is responsible for the coordination and implementation of these procedures as described in the FMP Letter of Agreement (LOA).
•
Duties of an FMP.
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•
FMP internal procedures. While general FMP/OPSD procedures may be applicable to all FMPs, there will be discreet procedures between the OPSD and individual FMPs. There will also be procedures internal to each FMP.
•
Low Visibility and Exceptional Conditions procedures.
•
LOA between EUROCONTROL, CFMU and Area Control Centre (ACC) concerning procedures between the CFMU and FMP.
Standard Amendment 2.2.3.
BASIC CFMU HANDBOOK
notification to FMPs, OPSD.
Guides for access to CFMU Applications and SYSTEMS (Supplements) Access to CFMU applications and SYSTEMS is a service delivered to CFMU Users in complement of the Operational functions. Overview of the service: The CFMU applications are interfaces which provide the users with an on-line access to a sub-set of the CFMU systems and data. Access rights are defined according to standard usage profiles, which are allocated to each user. All applications are protected through a user authentication mechanism. The prerequisites for accessing these services are: formal access request through the CFMU Access Request form, signature of a Service Agreement, and provision by the user of a network access, through Internet or SITA. For additional details and latest updates concerning access to these services, the CFMU Web site shall be referred to. Several separated SUPPLEMENTS are dedicated to the access to CFMU applications.
2.2.3.1.
CIA - CFMU Internet Access (SUPP) This SUPPLEMENT describes the operating instructions related to the consultation of CFMU general information and the dialogue with the CFMU, through a Web based application: CFMU Internet Access (CIA). CIA provides primarily the provision of flow management information, measures being applied, access to flight lists and the ability to send ATFM messages. CIA does not provide graphical displays or maps. Standard Amendment
2.2.3.2.
notification only to CIA Users.
CHMI - CFMU Human Machine Interface (SUPP) This supplement is a reference manual for CHMI users. CHMI provides a new graphical interface to the CFMU operational systems that enables users to display data and information (routes, route attributes, airspaces, flight plan tracks, etc.) via map displays. As these maps are updated dynamically, therefore CHMI provides a more user-friendly display of 'real time' information. To accommodate the variety of CFMU users’ needs, several different CHMI services have been developed and are currently under progressive deployment. Each service consists of a subset of functions customized per usage profile. Standard Amendment
Amendment date: 22-Jan-2008
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CIR - CFMU Interactive Reporting (SUPP) This supplement provides the users with the basic instructions for an efficient usage of the reports available in the CFMU Interactive Reporting application (CIR). CIR is a web-based application which allows reporting on CFMU archived data from operational systems and on derived performance indicators. The source data are stored in the CFMU Datawarehouse (DWH), also called the Archive System. CIR is available since October 2004, and is accessible on request for: Aircraft Operators and similar categories of users, ANSPs, National and International Aviation Authorities, AIS/ARO and Airports. Standard Amendment
2.3.
notification only to CIR Users.
Update Procedure Each BASIC PART/SUPPLEMENT of the CFMU HANDBOOK is a separate document. Each BASIC PART/SUPPLEMENT contains an "Amendment Sheet". This enables the tracing of updates within these BASIC PARTS/SUPPLEMENTS. Within a BASIC PART/SUPPLEMENT it is possible to make a partial update at the level of one or more SECTION(s) (first subdivision within a PART). No corrections are brought at a level lower than a SECTION. At each update publication, the CFMU provides a revised Amendment Sheet stating the status of validity and date of issue of each SECTION of the given BASIC PART/SUPPLEMENT. It is the responsibility of the holders of the CFMU HANDBOOK to ensure a proper management of the CFMU HANDBOOK and its updates. Revisions to the CFMU HANDBOOK are distributed electronically to all those addressees who are known recipients. A dedicated address database is maintained at the CFMU for this purpose.
Amendment date: 22-Jan-2008
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3.
GENERAL & CFMU SYSTEMS
THE CENTRAL FLOW MANAGEMENT UNIT 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).
3.1.
CFMU Mission ATFCM is a service provided on behalf of Air Traffic Services (ATS) and Aircraft Operators (AOs) with the following principal objectives: •
To develop and maintain the highest level of quality of ATFCM service on behalf of both its ATS and AO users within the agreed ATFCM policy and principles.
•
For ATS
•
The provision of flight plan data, the best utilisation of available capacity, the smoothing of traffic flows and the assurance of protection against overloads.
For AOs
The provision of advice and assistance in flight planning and the minimisation of penalties due to congestion.
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.
In pursuit of the above objectives the internal structure of the CFMU will be adapted as necessary to reflect the changing requirements.
Amendment date: 25-Jul-2006
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4.
GENERAL & CFMU SYSTEMS
ORGANISATION OF THE CFMU The following is a brief overview of the CFMU organisation describing the relationship between the constituent parts. The CFMU is a Directorate comprising individual operational divisions and associated systems each contributing to a particular area of expertise which, when combined, provide the ATFCM and Flight Planning services. More detailed descriptions and latest updates of the CFMU organisation, services, and systems can be found on the CFMU Web site under the following link: http://www.cfmu.eurocontrol.int A brief overview of each individual system can be found in the Section 7. of this Document.
4.1.
Organisation of the CFMU Directorate The CFMU comprises the following entities:
4.1.1.
Special Adviser Within the office of the Director CFMU, the Special Advisor assists and advises the director, in the management, supervision and coordination of CFMU activities in close cooperation with the CFMU Heads of Division and Bureau. The main activities concern: •
Planning:
•
Interface:
• 4.1.2.
Assist in the elaboration of the CFMU Strategy and Development Plans. Assist in the elaboration of the CFMU Business Plan, management control, consistency within organisation. Assist in the management of the CFMU Budget and Human Resources. with OGG and other EUROCONTROL panels, internal work groups, etc. Representation of the CFMU Communication at EUROCONTROL level.
Launching of new initiatives and specific missions or studies as may be required.
Safety, Quality and Security Manager The SQS Manager provides independent advice to the Director CFMU on Safety, Quality and Security policies and objectives in co-ordination with other Agency units and external bodies. The SQS Managers main responsibilities include: •
Overall monitoring and promotion of CFMU Safety and Quality activities.
•
Ensuring compliance with the CFMU objectives regarding ESARRs:
Staff competency. Reporting procedures. Investigation processes and procedures. Safety recommendation management. Feedback dissemination.
•
Overall monitoring and promotion of the CFMU Security activities related to the protection of the CFMU buildings, staff, systems and operations against acts of unlawful interference.
•
Coordination of the CFMU participation in the development of the Agency ATM Security strategy.
Amendment date: 22-Jan-2008
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The User Relations and Development Bureau (URB) The User Relations and Development Bureau (URB) is responsible for:
4.1.4.
•
Consulting stakeholders groups (OCG, ODSG), under direct responsibility of the Head of URB and identifying users’ needs.
•
Producing user requirements and operational specifications.
•
Delivering and/or sponsoring studies, simulations and trials.
•
Analysing operational system anomaly reports and triggering appropriate remedial actions.
•
Coordinating operational evaluations of new CFMU releases with the external clients.
•
Monitoring the performance of ATFCM/CFMU operations (statistics and analysis).
•
Preparing and dispatching CFMU Operational Documentation.
•
Coordinating relations with CFMU Customers and Public Relations activities.
•
Providing customer support for non operational matters (collecting and managing requests for information, and requests for ad-hoc reports).
•
Managing the database and the agreements with the CFMU customers.
•
Supporting Director CFMU, and through him appropriate EUROCONTROL instances, in the elaboration of the CFMU Policy.
•
Ensuring coordination between EATM and the CFMU.
The Operations Division (OPSD) •
The Operations Division (OPSD) is responsible to the Director CFMU for Planning, Coordination and Execution of the Strategic, Pre-Tactical and Tactical [Air Traffic Flow and Capacity Management (ATFCM)] within the area of responsibility of the CFMU.
•
The Operations Division contributes to the overall Development and Management of the ATFCM component of the European Air Traffic Management (EATM) and to the Operations Consultation Group (OCG) activities.
•
The Operations Division is responsible for collecting, maintaining and providing data on flight operations and on the air navigation infrastructure as required for the national Air Traffic Control (ATC) systems and the CFMU systems in the different Phases of the ATFCM operations.
•
In addition, the OPSD contributes to the overall Development and Management of the Flight Plan element of the EATM and the OCG activities.
This involves: •
The running of the Integrated Initial Flight Plan Processing System (IFPS) at Brussels (FP1 Section) and Brétigny-sur-Orge (FP2 Section), the Environment (ENV) system and related systems such as the Repetitive Flight Plan (RPL) system.
•
The reception, processing and distribution of data concerning the impact of military operations within the area of responsibility of the CFMU.
•
The operational evaluation of the systems used by the Division.
•
Provision of training for CFMU customers, of training preceding the introduction of new releases and of training related to proficiency validation of CFMU operations staff.
Amendment date: 22-Jan-2008
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BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
The Engineering Division (ENGD) •
The Engineering Division (ENGD) is responsible to the Director CFMU primarily for: • the Development and Maintenance of the CFMU mission critical systems, • the Provision, Integration and the Support of the technical facilities and associated services necessary to perform the CFMU mission. This includes all CFMU operational systems, the related communications facilities and the technical infrastructure. • In addition, the ENGD contributes to the overall Development of the ATFCM component of EATM and to the Operations Consultation Group (OCG) activities.
This involves: •
Definition of project management plans based on priorities set by all stakeholders, as coordinated by the CFMU Management.
•
Management of technical projects, and related project metrics.
•
Overall design and development of the CFMU systems.
•
Maintenance and evolution of the systems’ architecture with particular emphasis on safety considerations.
•
Evaluation of various technologies.
•
Integration and deployment of mission critical and non mission critical systems necessary to support the CFMU operations.
•
Acquisition and implementation of platforms and systems necessary to provide system deployment and configuration control.
•
Implementation of the Software Quality Assurance (QA), and of the programmes aiming at constantly improving the processes in service development (such as CMMI - Capability Maturity Model Integration), or the processes in IT service management (such as ITSM projects - Information Technology Service Management).
•
General support to the overall CFMU quality and security management: handling of technical incidents, Change Requests (CRs) and maintenance of documentation.
•
Ensure the safety of operation of the CFMU technical systems.
Additional responsibilities include services provided for customers outside the CFMU: •
Operation and maintenance of the technical infrastructure of the Haren site.
•
Support for the corporate backbone and other Agency tasks entrusted to the CFMU.
Amendment date: 22-Jan-2008
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EUROCONTROL CFMU 4.1.6.
GENERAL & CFMU SYSTEMS
The EAD and Aeronautical Information Bureau (EAB) The European AIS Database service (EAD) has been originally developed under the management of the EUROCONTROL EATM Unit. As the focus of the service has transitioned from system development to service management, EAD have recently moved from EATM to CFMU and took the name of the EAD & Aeronautical Information Bureau (EAB). The objective of the move is to benefit from the CFMU’s operational experience and customer support to enhance service to stakeholders. EAB mission and main activities: EUROCONTROL owns and manages the European AIS Database (EAD) service on behalf of the EUROCONTROL Member States. One of the main activities of the EAB is to ensure the successful and efficient provision of Aeronautical Information from ECAC states and world-wide to the EAD clients. EAB is responsible for both the daily management of the EAD service and the evolution of the EAD in line with stakeholders' expectations. Many ECAC Data Providers already manage and maintain their own data in the EAD.
4
CFMU ORGANISATION
Office of the Director F. Gainche
Director CFMU J. Dopagne
Safety Quality and Security (SQS) G. Vaucheret
Engineering Division (ENG) J-P. Aiguier
Assistant V. Elouartallani
User Relations and Development Bureau (URB) A. Fournié
Operations Division (OPS) f.f. F. Guillermet
European AIS Database and Aeronautical Information Bureau (EAB) S. Wybo
© EUROCONTROL 2005 - Central Flow Management Unit URB\SEZ\21.12.07
Figure 4-1
Amendment date: 22-Jan-2008
CFMU Organisation
EDITION 12.0
SECTION 4 - page
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BASIC CFMU HANDBOOK
EUROCONTROL CFMU
GENERAL & CFMU SYSTEMS Operational Structure with CFMU Flight Plans
Flight Plans Aircraft
Slots / Rerouteing
Operators
ATFM Situation Awareness
(AOs)
Sectorisation Capacities
Air Traffic Control
CFMU Actual Situation
OPERATIONS Actual situation
ATFCM Measures
(ATC)
Situation Awareness
FMPs
(OPSD) Airspace
Airports Airspace / Route Availabilities
Departure Planning
Military Cell (AMC)
© EUROCONTROL1996 - Central Flow Management Unit URB\SEZ\085\1770\20.03.06
Figure 4-2 4.2.
12
Operational Structure with CFMU
Flow Management Positions (FMPs) As required by the ICAO/CTMO concept, an FMP equipped to a common minimum level is established in each ACC within the CFMU area of responsibility. FMPs act as the interface between the OPSD and, ACCs and their associated aerodromes. They provide the OPSD with local information and experience and ensure ACC staff is up to date with the ATFCM situation. FMPs are the point of contact within an ACC for coordination on ATFCM matters. They are responsible for ensuring the CFMU has all the data and information required in each of the ATFCM Phases to make the most effective use of available capacity and to implement the most effective ATFCM plan. An FMP’s area of jurisdiction is limited to the area of responsibility of the parent ACC including the area(s) of responsibility of associated ATS Units. While all FMPs within the CFMU area have equal status as required by the CTMO concept, the size of individual FMPs varies according to the demands and complexities of the area served. Flow Management Positions (FMPs) have access to ETFMS information through CFMU terminals provided at each FMP position.
Amendment date: 22-Jan-2008
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EUROCONTROL CFMU
5.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
AREA OF RESPONSIBILITY The CFMU area of responsibility comprises the airspace of the following States within the ICAO EUR Region:
Albania, Armenia, Austria, Belgium, Bosnia-Herzegovina, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia (from 10 April 2008), Finland, France, the former Yugoslav Republic of Macedonia, Germany, Greece, Hungary, Ireland, Italy, Lithuania, Luxembourg, Malta, Moldova, Monaco, Montenegro, the Netherlands, Norway, Poland, Portugal, Republic of Croatia, Romania, Serbia, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine and United Kingdom.
Certain States are cooperating with the CFMU in that they exchange data with the CFMU and participate in the CFMU ATFCM service. These States are described as cooperating States. The following are amongst the cooperating States:
Algeria, Belarus, Egypt, Iceland, Israel, Latvia, Lebanon, Morocco, Tunisia.
Amendment date: 22-Jan-2008
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BASIC CFMU HANDBOOK
EUROCONTROL CFMU
6.
GENERAL & CFMU SYSTEMS
REFERENCE DOCUMENTS AND MESSAGES The following are the reference documents and messages for CFMU information, procedures and operating instructions:
6.1.
The CFMU HANDBOOK The ATFCM and IFPS User Manuals of the BASIC CFMU HANDBOOK give the main references related to procedures and operating instructions for respectively Air Traffic Flow and Capacity Management (ATFCM) and Flight Planning (IFPS).
6.2.
The ANM (ATFCM Notification Message) The ANM is the official medium for the notification of ATFCM measures. It is produced by the CFMU the day before the day of operation to provide a summary of planned ATFCM measures and to promulgate any specific instructions or communications requirements associated with those measures. It is updated by ANM Amendments.
6.3.
The AIM (ATFCM Information Message) AIMs are produced as required by the CFMU to provide information and advice and to promulgate instructions relating to the application of current ATFCM measures. They are also used for the initial publication of, and changes to the Route Availability Document (RAD) and for the initial publication of CFMU ATFCM operating procedures which affect all users. The ANM and AIMs are transmitted via the AFTN and SITA Networks to AROs, ATC Units and those Aircraft Operators who wish to be included on the address list. The messages can also be accessed on-line via Internet.
6.4.
National NOTAM and AIP Supplements Strategic ATFCM routeing systems and certain CFMU operating procedures published initially by CFMU AIM may subsequently be published by the States as a NOTAM or AIP Supplement. Note
6.5.
ICAO EUR Region EANPG decision 36/6 requires that EUR Air Traffic Services providers and users comply with instructions contained in an AIM in anticipation of the promulgation of national NOTAM.
National AIPs The National AIPs include ATFCM information on specific arrangements within individual States for dealing with ATFCM problems such as late changes to slots. These documents also include the telephone numbers of FMPs or other local units to contact for ATFCM advice and information. The same applies in respect of flight plan filing procedures.
6.6.
ICAO Publications The relevant ICAO publications include: Regional Supplementary Procedures (EUR). Doc 7030
Doc 7754
-
Air Navigation Plan - European Region (EUR ANP).
Doc 4444
-
Air Traffic Management (PANS-ATM).
Amendment date: 25-Jul-2006
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BASIC CFMU HANDBOOK
EUROCONTROL CFMU
GENERAL & CFMU SYSTEMS
7.
CFMU SYSTEM ELEMENTS AND INTERFACES
7.1.
General Description The Primary Systems of the CFMU are: the ATS Environment System (ENV).
the Repetitive Flight Plan System (RPL).
the Integrated Initial Flight Plan Processing System (IFPS).
the TACTICAL System (ETFMS).
the Archive System (DWH or Datawarehouse, formerly called ARC).
the IFPS Validation System (IFPUV).
the Pre-Tactical System (PREDICT).
The CFMU also provides interfaces with: ATC and FMPs.
AOs (sometimes through ATS) through the following applications: the CFMU Internet Access (CIA).
the CFMU Human Machine Interface (CHMI).
the CFMU Interactive Reporting (CIR).
Most data flow exchanged between CFMU and Users systems correspond to flight plan data (FPLs) and individual ATFCM measures (slot and rerouteing messages). A general overview of the CFMU systems architecture can be found in the Figure 7-1 below.
CFMU Systems & Main Data Flows AIS DATA
Aircraft
RPL
Operators (AOs) /
ENV IFPS
FPL
FP1 Brussels
ORM
RCAT
Reporting Offices
(AROs)
Slots Rerouteings Network Situation
FPL
FP2 Brétigny
Flight Plans
Air Traffic Services
AIP
EAD
ATC FPL Changes
TA DA V N Daily E ly PREDICT Dai Plan n Pla Network Situation
ETFMS
Air Traffic Control (ATC)
ATC Updates
DWH © EUROCONTROL1997 - Central Flow Management Unit URB\SEZ\085\1771\20.03.06
Figure 7-1
Amendment date: 22-Jan-2008
CFMU Systems Overview
EDITION 12.0
SECTION 7 - page
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EUROCONTROL CFMU 7.2.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
CFMU Environment Database (ENV) The Environment Database contains comprehensive details of the CFMU area ATS organisation. It includes ATS routes and routeing systems, airfields, Standard Instrument Departures (SIDs), Standard Arrival Routes (STARs), Navigation Aids, ATC sectorisation, etc., … The ENV System provides data for use by the IFPS, RPL and Tactical (ETFMS) Systems of the CFMU. The accuracy and effectiveness of these systems depends to a large extent on the accuracy of the ATS System data input into the ENV System. The data is obtained from several sources but primarily from State ATS Authorities and through Aeronautical Information Messages (AIPs).
7.3.
CFMU Repetitive Flight Plan System (RPL) The RPL System is a centralised RPL processing system serving all of the ATC Units within the IFPS Zone (IFPZ). The RPL System receives, processes, and stores bulk RPL files submitted by the Aircraft Operators. The RPLs are checked upon reception and errors corrected, where necessary following coordination with the RPL originator. The RPL System re-processes all RPLs each AIRAC cycle to ensure they are valid with reference to the current Environment data. Its main functions are : a) Storing RPLs.
7.4.
b)
Production of clean RPLs output.
c)
Generation of individual flight plans for ATC (via IFPS) and ATFCM.
Integrated Initial Flight Plan Processing System (IFPS) IFPS fulfils two primary functions: a) It provides a centralised flight planning system for the States within the CFMU area with the object of rationalising reception, initial processing and distribution of flight plan data to ATC Units. b)
7.5.
It provides Repetitive Flight Plan (RPL) and Filed Flight Plan (FPL) data for use by the OPSD for ATFCM planning, monitoring and slot allocation.
CFMU Enhanced Tactical Flow Management System (ETFMS) The main tool for ATFCM is ETFMS, a system used by the OPSD and FMPs for Tactical operations. ETFMS receives data from IFPS, ATC, AO, CDM Airports and the ENV Systems. ETFMS main functions are: a) The presentation of the planned and actual traffic situation to enable the OPSD and FMPs to monitor and modify the operation of the ATFCM plan as required on the day of operation. b)
The provision of Computer Assisted Slot Allocation (CASA).
c)
The assessment of rerouteings for flows and individual flights.
Amendment date: 22-Jan-2008
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EUROCONTROL CFMU 7.6.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
CFMU Archive System (DWH, formerly called ARC) The DWH system contains archived data from other CFMU systems, together with derived performance and quality indicators. This is used as follows: a)
To provide an assessment of ATFCM performance and enable corrective action by facilitating comparison of the actual traffic situation with the ATFCM plan.
b)
To assist the CFMU and its users in the preparation of their Strategic, Pre-Tactical and Tactical activities, by providing a forecast flight demand model based on historical data.
The information stored in the DWH system is accessible via the following interfaces:
7.7.
a)
CIR (CFMU Interactive Reporting), a Web-based application, enabling access to a set of pre-defined reports with interactive features and secured authentication.
b)
Statistical ATFCM reports, available on the CFMU Website, in PDF format.
c)
CHMI (archive data).
IFPS Validation System (IFPUV) The IFPUV is effectively a separate IFPS Unit, totally independent of the operational IFPS, which was established solely for the purpose of submitting test flight plans. Flight plan originators are able to submit, to the unique address of the IFPUV, their flight plans for validation, prior to their submission to the operational system. The IFPUV also offers the possibility for flight plan originators to request a route from departure to destination. The system will respond by providing route(s) which are valid at the time and flight level specified. In addition, the flight plan originator has the possibility to indicate some limitations to the search facility e.g. via a point/airspace, avoiding a point/airspace.
7.8.
Pre-Tactical System (PREDICT) The PREDICT System is used to define the regulation plan during the Pre-Tactical phase. Its technical structure is similar to the ETFMS system. It uses flight data from the DWH System and environment data from the ENV System (including forecasted capacities). Regulations can be implemented on the system in order to access their impact before being released through the ANM. Flow rerouteings can also be tested.
Amendment date: 22-Jan-2008
EDITION 12.0
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EUROCONTROL CFMU 7.9.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
CFMU Network The CFMU uses a high speed Wide Area Network (WAN) in order to achieve the necessary two-way connectivity between the Users and the CFMU Systems. The WAN is flexible in design in order to allow dialogue between various Networks (AFTN, SITA, etc., …) and the CFMU Systems (IFPS, ETFMS, etc., …). The CFMU has implemented the ability for customers to connect with the CFMU systems using Internet technology. CFMU customers can connect via a dedicated network (Extranet) or via the Internet. Internet access is subject to strict security checking algorithms. More than 2.000 organisations (representing more than 3.000 users) are relying on the WAN or the internet connectivity for data communication exchanges. About 1.800 Aircraft Operators (AOs), 80 Flow Management Positions (FMPs) and 170 other Air Traffic Services Units (ATSUs) can consult ATFCM data through various CFMU interfaces.
NETWORK FP1
ETFMS
FP2
CFMU
Internet
Extranet
(TCP/IP)
(TCP/IP)
EB EG LF ED LI LE
BRU PAR
SITA
FMPs
USERS
AFTN/CIDIN
USERS
© EUROCONTROL2000 - Central Flow Management Unit URB\SEZ\085\1772\04.04.06
Figure 7-2
NETWORK
All other clients (several thousand) exchange messages using SITA or AFTN terminals. On average, a total of 160.000 messages are exchanged per day with CFMU Users.
Amendment date: 22-Jan-2008
EDITION 12.0
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EUROCONTROL CFMU
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
8.
THE ENVIRONMENT SYSTEM (ENV)
8.1.
Purpose The purpose of the CFMU Environment System (ENV) is to ensure that a complete and accurate representation of the Air Traffic Control environment, including addresses, is available at all times for the proper functioning of the other CFMU systems.
8.2.
Areas Covered In the ENV system the basic data, required for the functioning of the client system is defined. Each client system requires specific ENV data to fulfil its CFMU role in its area of responsibility. The various CFMU areas of responsibility are listed here after. The IFPS Zone (IFPZ)is the area in which IFPS is responsible for the distribution of FPLs and associated messages to the ATC world. The FPM Copy Area is the area to which IFPS forwards copies of the relevant FPLs to the interested ATC instances without validation nor guarantee about the completeness (only if these FPLs were received). The ATFCM Area is the area in which the OPSD is responsible for the provision of ATFCM. The ATFCM Adjacent Area is the Area, adjacent to ATFCM area. Flights originating from this Area may be subject to ATFCM measures when crossing the ATFCM area. The RSO Area is the area where the CRCO calculates the en-route charges based on the FPLs received from the CFMU.
8.3.
Scope The scope of the ENV System is the complete Air Traffic Control environment of the States in respect of the ATFCM, IFPS and RSO areas (together the CFMU area). The types of environment in the ATFCM area data include: •
Basic civil airspace structure data (such as ATS routes, significant points, SIDs and STARs).
•
Detailed description of the airspace organisation (both administrative and operational).
•
The description of the users' parameters (such as the processing options and the different addresses used by the IFPS and ETFMS systems).
Additionally the ENV System must ensure a partial description of the Air Traffic Control environment of the States in respect of the area adjacent to the ATFCM area for addressing and extraction purposes. The types of environment data in the adjacent area include: •
Basic civil airspace structure data (such as ATS routes and significant points).
•
Description of the airspace organisation (administrative and partially operational).
Amendment date: 22-Jan-2008
EDITION 12.0
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EUROCONTROL CFMU 8.4.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
Data Modification All data are classified as: 1. Static Data. 2. Semi-Dynamic Data. 3. Dynamic Data.
8.4.1.
Static Data Static Data can only be created, modified or deleted well before the AIRAC effective date (i.e. these data are subject to advance notification).
8.4.2.
Semi-Dynamic Data Semi-Dynamic Data can be added during an AIRAC cycle. However, Semi-Dynamic Data cannot be deleted or modified during an AIRAC cycle. In such a case the same restrictions as for Static Data are applicable.
8.4.3.
Dynamic Data Dynamic Data can be added, modified or deleted on-line. It is data which is frequently changing due to operational requirements.
8.5.
Points A significant point is a specified geographical location used in defining an ATS route or the flight path of an aircraft and for other navigation and ATS purposes (ICAO Doc 4444).
8.6.
Aerodrome The Aerodrome domain consists of Aerodromes and Sets of Aerodromes.
8.7.
Route Assembly The route assembly consists of: a)
b)
c)
ATS Routes (En-route Route) All published ATS routes are in the system. They are described by their sequence of points, the flight levels available in terms of "E" (Even), "O" (Odd) or "N" (Nil) between two points in both directions plus an availability parameter, e.g. for weekend routes. A route may be indicated as being CDR1, 2 or 3. Terminal Procedures for Aerodromes (SID & STAR) Similar terminal procedures will be input in the system only once, but using a synonym concept to avoid any unnecessary operational duplications. OTS Routes A daily update of the Operational Track Structure for NAT traffic will be implemented in the ENV system.
Amendment date: 22-Jan-2008
EDITION 12.0
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EUROCONTROL CFMU 8.8.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
Airspace Data Airspace Data reflect the operational ATC airspace structures and the administrative airspaces. An hierarchical concept is used. The bottom element is an Air Block which is a two-dimensional area, describing the surface or part of the surface of an ATC sector.
8.8.1.
Operational Structure One or several Air Blocks plus an altitude/flight level band parameter describe one ATC sector, called an Elementary Sector (ES). Two or more ESs are "bandboxed" to Collapsed Sectors (CSs). All ESs also make up the area of an ATC Unit Airspace (AUA). An ES, CS and AUA can all have a Capacity Value. They can also be used as a reference location. Several AUAs assembled together form one ATC Units Airspaces Grouping (AUAG). Several ESs and/or AUAs and/or AUAGs together form one REGION. The ES and CS of one AUA are used to build the Sector Configurations and their related Activation table. This table shows the operational configuration at a given moment in time during the day.
8.8.2.
Manageable Airspaces Manageable Airspaces represent a part of the Airspace where General Air Traffic can be restricted. In most cases when Military Operations may take place.
8.8.3.
Administrative Structure One or several Air Blocks plus an altitude/flight level band parameter describe a Flight Information Region (FIR) or Upper Flight Information Region (UIR). Parts of an FIR or UIR are described as PIR. One or more FIRs and/or UIRs assembled make up the volume of a National Airspace (NAS), the airspace of a country. An Assembly of several FIRs and/or UIRs and/or PIRs and/or NAS make an AREA. The areas described in § 8.2. are assembled in this manner.
8.9.
Air Navigational Services Units Air Navigational Services Units are defined by describing the addressees of the units and particularities for message exchanges with the CFMU. Air Navigational Units (ANUs) comprise: a) Local ATC/ATS Units (Aerodrome Control Towers, Approach Units, AROs). b)
Area ATC Units (ACCs, UACs, OACs). Note Messages can be sent to a national Central Flight plan Processing Unit (CFPU) which receives a copy of the message or receives the message directly instead of the ATS/ATC Units.
Amendment date: 22-Jan-2008
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8.10.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
c)
ATFCM Units (FMPs, OPSD).
d)
Aircraft Operating Agencies (AOAs) and Aircraft Operating Control Units (AOCUs), Aircraft Operating Control Centres (AOCCs) and RPL Offices (ROs). An AOCC is a centralised unit, an AOCU is a local unit based on the aerodrome.
e)
Other Units (Rescue Coordination Centres (RCCs), Flight Information Centres (FICs),...).
Restrictions A restriction imposes a restrictive measure for a single Flight or a Flow or Traffic. a) Hard/Soft Traffic Flow restrictions.
8.11.
b)
Profile tuning restrictions.
c)
Aerodrome Flight rule.
d)
Aircraft type restrictions on Terminal Procedures.
e)
DCT Limitation.
Capacities (CAPs) CAP is expressed as the number of aircraft entering a sector, overflying a Point or departing from an Aerodrome, arriving at an Aerodrome/Set of Aerodromes per hour. CAP is based on ATC information, received from an agreed source, e.g. the concerned ATC Unit or the National Administration H.Q.
8.12.
Flows A flow can consist of a maximum of three UPSTREAM and three DOWNSTREAM elements. Upstream elements describe an origin area, downstream elements describe a destination area. Only one of the two areas is mandatory, but both areas can be present in a flow.
8.13.
Reference Locations (RLs) A Reference Location is built from : a)
Points [Navigation Aid (NVA), Published Way Point (PWP)]
b)
Aerodromes, Set of Aerodromes
c)
Airspace Volumes (ES, CS, AUA)
RLs are the basic elements for Traffic Volumes (TFVs). The reasons for creating RLs instead of using the above listed data directly are to: a) Distinguish relevant data from "Standard" data by further specifying those. b)
Limit the workload to create and maintain TFVs and limit the data amount, because one RL can constitute the basic element for several TFVs.
Displayed Flows can be attached to an RL, showing the main traffic flows for this RL.
Amendment date: 22-Jan-2008
EDITION 12.0
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EUROCONTROL CFMU 8.14.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
Traffic Volumes (TFVs) TFVs are the drivers of the ETFMS System. One TFV is built from one and only one RL. A Traffic Volume is used for: a) Monitoring.
8.14.1.
b)
Regulation.
c)
Rerouteing.
d)
Exceptional Conditions, e.g. fog situations, industrial actions, runway incident, etc., …
Traffic Volumes for Monitoring Purposes TFVs are created to enable the comparison between the Traffic Load and the available capacity during the activation period. These TFVs may be global (all traffic) or with flows (see next para.). The TFV activation period is: a) Automatic For TFV with an RL formed of an ES or a CS, derived from the Sector Configuration Activation Table. They are qualified as Monitorable (MO). Several TFVs may be MO for the same RL. b)
8.14.2.
Manual For all other TFVs it must be specified in the TFV Activation Period Table.
Traffic Volumes for Other Purposes Flows on TFVs have the purpose of specifying the flights which are subject to ATFCM Measures. This specification is achieved by using different Flow Roles. The different flow roles are: a) Included i.e. all traffic following the complete flow description is subject to counts and possible ATFCM Measures. b) Excluded i.e. that all traffic following the complete flow is not subject to counts and possible ATFCM Measures. c) Included/Exempted i.e. that all traffic following the complete flow is included in the traffic counts, but they are not subject to ATFCM Measures, i.e. they are not considered for rerouteing and their delay would be calculated as zero in the case of CASA regulations. Flights which are crossing a TFV and which are not following a complete flow are completely ignored, i.e. neither counted nor subject to ATFCM Measures.
Amendment date: 22-Jan-2008
EDITION 12.0
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EUROCONTROL CFMU 8.15.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
Aircraft The Aircraft domain consists of Aircraft type and Aircraft performance data for optimising the ETFMS/IFPS profile.
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 8 - page
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EUROCONTROL CFMU
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
9.
THE REPETITIVE FLIGHT PLAN SYSTEM (RPL)
9.1.
Description The RPL processing System is a stand alone system independent but closely integrated into the other CFMU Systems. The RPL System groups all the functions to manage RPLs in files, to generate formatted files on diskettes and to produce the listing of RPLs according to the ICAO format.
9.2.
Scope The RPL System is concerned with all RPL data which is relevant to the IFPS area.
9.3.
Objectives The main objective of the RPL System is to ensure the proper reception, processing, correction and distribution of RPL data in order to provide: •
A clean and transparent daily flight plan for ETFMS and IFPS.
•
The appropriate output for National Administrations (NAs), Originators of RPL data and Air Traffic Service Units (ATSUs).
9.4.
Functions of the RPL System
9.4.1.
Summary The RPL system is composed of three main functions: a) Manage RPL Files.
9.4.2.
b)
Manage RPLs.
c)
Generate Formatted Outputs.
Manage RPL Files This function allows the RPL TEAM to create new files, to load new files, to open existing files and to list the existing files. The creation and loading of new files means the introduction of New List (NLST) (contains only new data) and Revised List (RLST) (successive updates to existing data). The Manage RPL Files function is composed of six functions: a) Create New Files. b)
Create Revised Files.
c)
Open Existing Files.
d)
List Existing Files.
e)
Load New files.
f)
Load Revised files.
Amendment date: 25-Jul-2006
EDITION 12.0
SECTION 9 - page
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EUROCONTROL CFMU 9.4.3.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
Manage RPLs This function allows the RPL TEAM to manage the data in any one specific or series of RPL Files. The management of the file is performed from a function that gives a list of the RPLs contained in the file. For an existing file, the RPL TEAM is able to modify the header data and to update (add, modify and delete) individual RPL records. The Manage RPLs function is composed of four functions: a) List RPL records.
9.4.4.
b)
Update Header.
c)
Update one or more RPL records.
d)
Update configuration data.
Generate Formatted Bulk Outputs The Generate Formatted Bulk Outputs function is composed of two functions: a) Create RPL Diskette. b)
Create ICAO listing.
Amendment date: 25-Jul-2006
EDITION 12.0
SECTION 9 - page
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10.
THE INTEGRATED INITIAL FLIGHT PLAN PROCESSING SYSTEM (IFPS)
10.1.
Purpose The IFPS is designed to enable the reception, processing and delivery of IFR GAT flight plan data in the IFPS Zone, which is the area covered by the ATS facilities of the European Civil Aviation Conference (ECAC) States. It provides two addresses throughout the Zone for all flight plan messages concerning flights which are partly or completely in the Zone and have an IFR GAT content. All types of Flight Plan Messages (FPM) are processed.
10.2.
IFPS Units The IFPS consists of two IFPS Units, FP1/RPL Section in Haren and FP2 Section in Brétigny-sur-Orge, which are functionally identical and interconnected by a Wide-Area Network (WAN) for data exchange. The software allows for flexibility in the number of IFPS Units. In order to share the processing load between the IFPS Units, the World is divided into a number of Regions. Each Region is the responsibility of one of the IFPS Units. The Aerodromes in the ATS Environment are divided into a number of Groups. An IFPS Unit is responsible for a number of Aerodrome Groups. (The union of the IFPS Aerodrome Groups for which the IFPS Unit is responsible makes up an IFPS Region). Should an IFPS Unit fail, the responsibility for its Groups may be transferred to the other IFPS Unit to maintain the overall IFPS service as described in § 10.7. In addition, Aircraft Operator Units who submit Repetitive Flights Plans (RPLs) are required to send them to the RPL Office at Haren who in turn provides them to the IFPS.
10.3.
Network Connectivity The IFPS connectivity is shown in Figure 10-1 and in Figure 10-2. The users shown in these figures are the end users of the IFPS. Within the IFPS Zone (IFPZ) it is normal practice for Aircraft Operators (AOs) to submit their Flight plans directly to the IFPS. However, where this is not possible, use may be made of the Air Traffic Services Reporting Offices (AROs). The IFPS is directly connected to four groups of organisations: •
the CFMU.
•
the IFPS Authority.
•
ATS Units
•
Aircraft Operators (AOs) and/or their representatives or companies operating on their behalf.
and
Each IFPS Unit is able to support the complete set of connectivity.
Amendment date: 22-Jan-2008
EDITION 12.0
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At the CFMU, there is a gateway to the CFMU systems which must communicate with the IFPS.
IFPS INPUTS CFMU ENV COMPUTER
ETFMS
END USER TERMINAL
New AIRAC Data
AOWIR
Data Type
RPL UNIT
FP1 UNIT
AFTN / CIDIN
RPL File
Flight Plan MSGs
SITA
IFPS
FP2 UNIT
SITA
AFTN / CIDIN
MEDIUM
Flight Plan MSGs (FPL, CHG,CNL,) Real Time Update MSGs (FNM, MFS, AFP)
Data Type TERMINAL END USER
COMPUTER
TTY/COMPUTER
TTY/COMPUTER
ATC UNITS
AIRCRAFT OPERATORS © EUROCONTROL2000 - Central Flow Management Unit URB\SEZ\063\1321\04.04.06
Figure 10-1
IFPS Inputs
IFPS OUTPUTS ETFMS
IFPS SUPERVISOR
COMPUTER Logs
RPL UNIT
FP1 UNIT
AFTN / CIDIN
Bulk Output
END USER TERMINAL
Flight Plan MSGs AOWIR
SITA
ORM Flight Plan MSGs Real Time Updates MSGs (ACH, APL)
Data Type
IFPS
FP2 UNIT
AFTN/CIDIN
SITA
MEDIUM
ORM Data Type TERMINAL END USER
COMPUTER/TTY
COMPUTER
COMPUTER/TTY AIRCRAFT OPERATORS
ATC UNITS © EUROCONTROL2000 - Central Flow Management Unit URB\SEZ\063\1322\04.04.06
Figure 10-2
Amendment date: 22-Jan-2008
EDITION 12.0
IFPS Outputs
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10.4.
Functional Overview
10.4.1.
Processing of Individual Flight Plan Messages a)
Checking, Correction and Extraction •
b)
The IFPS checks the messages that it receives and corrects them as far as possible within its knowledge of the ATS environment. Correction of messages is done automatically as far as possible, but may also require manual input for some cases. During the process of checking and correction, the IFPS extracts the data in the message, including the route description, and calculates a 4-dimensional profile for the flight. Operational Replies to the Message Originator •
c)
Storage •
d)
The IFPS distributes the accepted messages to the ATS Units and the CFMU for the IFR GAT parts of the flight. It automatically determines the required addressing for the messages within the IFPS distribution area, by use of the calculated flight profile. For flights which include a section outside the Zone or a section which is not IFR GAT, the IFPS does not automatically perform the addressing or distribution for that section.
Re-Validation •
10.4.2.
The data from all messages which are accepted is stored in the IFPD Set.
Distribution •
e)
The IFPS sends an Operational Reply Message (ORM) to the message originator after the completion of all checks, which indicates whether or not the message has been accepted. Messages referred to IFPS Operators for Manual processing may be corrected with or without reference to the message originator in accordance with operational procedures.
The IFPS will re-validate flight plans that have already been accepted whenever a modification is made to the availability of an airspace/aerodrome or to an ATFCM restriction. If, following such a change to the airspace availability, a flight plan is no longer consistent the aircraft operator will be informed so that the necessary modification can be made.
Processing of Repetitive Flight Plan Messages a)
Checking, Correction and Extraction
b)
Operational Replies to the Message Originator
c)
Storage The processing for all of these steps is the same as for the individual messages, see previous section, except that: •
Checks against the ATS Environment data will not result in error indications, because the environment on the days of activation of the flight may be different from the environment known to the system when the repetitive flight plan is first received.
•
RPL data is processed and stored in the RPL System which is located at Haren (Belgium).
Amendment date: 22-Jan-2008
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d)
GENERAL & CFMU SYSTEMS
Distribution •
e)
Some ATS Units receive a copy of the RPLs that are relevant to them in the form of electronic listings. Days of Activation
•
10.5.
The RPL System extracts data for a flight from its database at pre-defined time parameters and delivers it to the IFPS and ETFMS Systems. IFPS then distributes an individual flight plan message to the addressees identified from the flight profile (apart from those addressees which were already sent the repetitive flight plan, see d) above).
Physical Configuration The physical configuration of each IFPS Unit is based on a high-speed Local Area Network (LAN), to which are connected workstations for the IFPS Unit operators, a database server and a communication server. The communications media used to implement the connectivity are: a) Electronic media. b)
AFTN/CIDIN or SITA for Telex-type messages (TTY).
c)
Computer-computer (by leased lines, PSTN, PSDN, CIDIN, SITA or VAN).
The IFPS Unit configuration is modular, and the number of workstations in an IFPS Unit is normally determined by the number of operator positions required to handle the expected load. The software is designed so that the quantities of workstations, servers and printers can be altered without software changes. The system is designed to ensure that no single hardware component failure can interrupt the operation of an IFPS Unit. In order to achieve this, redundant hardware components may be used, and techniques such as disk shadowing may be used. 10.6.
Software Configuration Policy The CFMU policy is to use and follow international or industry standards as far as possible for the IFPS software, making use of Commercial Off-the-Shelf (COTS) software to minimise development time and effort. The screen layout consists of a number of windows and icons, with menus and a pointing device (mouse) to direct operator input. The “look and feel” of this interface follows the international standard defined by the OSF Motif Style Guide (ref. 14).
10.7.
IFPS Contingency Plan The IFPS comprises two IFPS Units which normally share the message processing load between them by taking each a certain proportion of the total load. Responsibility is divided as follows: a) Each IFPS Unit is responsible for an IFPS Region. An IFPS Region consists of a number of Groups of Aerodromes in the ATS Environment. The IFPS Unit will process and distribute individual Flight Plan Messages (FPM) for flights originating in the Region. b)
FP1/RPL is the applicable IFPS Unit for all Groups of Aircraft Operator Units (AOUs). It processes and stores Repetitive Flight Plan Messages and Files from that Group, and at the appropriate time generates individual Flight Plan messages from this information. For the purposes of this section the term Responsible IFPS Unit will be used to refer to both cases a) and b) above.
Amendment date: 22-Jan-2008
EDITION 12.0
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If one IFPS Unit fails and the repair time is so long that it starts to have a significant effect on flight plan distribution in the IFPS Zone, the IFPS Contingency Plan requires that a Backup IFPS Unit be able to take over responsibility from the failed IFPS Unit. An IFPS Unit Role is introduced to support this requirement. An IFPS Unit has a certain Role with respect to an IFPS Group. The role may be: a) Responsible. b)
Backup.
An IFPS Unit may have a responsible role for a number of IFPS Groups and at the same time a backup role for a number of other IFPS Groups. The Responsible IFPS Unit and the Backup IFPS Unit exchange data automatically to ensure that a full knowledge of IFPS data is maintained at both Units. The IFPS Authority will ensure that each Group defined in the ATS Environment has a Responsible IFPS Unit and Backup IFPS Unit. Should the Responsible IFPS Unit fail, the Backup IFPS Unit may be instructed by the IFPS Unit Configuration Manager (IUCM) to take over responsibility for the failed IFPS Unit's Groups until that IFPS Unit can be returned to service. The rest of this section is concerned with provision of Backup service for IFPS Aerodrome Groups and AOU Groups. 10.7.1.
Maintenance of Backup Database If an IFPS Unit provides a Backup service for a Group, it will maintain a Backup Database containing the following data sets: If an IFPS Unit provides a Backup service for a Group, it will maintain a Backup Database containing the following data sets: a) A Backup FPD Set, containing copies of each FPD sent from the Responsible IFPS Unit. As the Responsible IFPS unit creates or modifies an FPD it will send a copy to the Backup IFPS Unit (an Update Backup FPD message). b)
A Backup OM Set, containing the Original Messages, received by the Backup IFPS Unit (from the Originator) for which it has not yet received instructions from the Responsible IFPS Unit. A Backup IFPS Unit stores an FPM in its Backup OM Set when it receives an Original Message associated with a Group that it is providing a Backup service for. When a Backup IFPS Unit receives an Update Backup FPD or a Discard OM message from the Responsible IFPS Unit it will discard the corresponding Original Message from its Backup OM Set. The Responsible IFPS Unit will process those FPMs and Repetitive Flight Plan Files that it is deemed to be responsible for. The result of processing will be either an update (creation or modification) to the appropriate FPD, or the discarding of the FPM (for example when an FPM is Rejected). In the former case an Update Backup FPD message is sent to the Backup IFPS Unit instructing it to update its Backup FPD Set, in the latter case a Discard OM message is sent, instructing the Backup IFPS Unit to delete the FPM from its Backup OM Set.
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 10 - page
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Thus, at any given time the Backup IFPS Unit will have a Backup Database with validity as follows: a) Backup FPD Set, out of date with respect to the responsible IFPS Unit FPD Sets by a small time period "t", where "t" is the time taken to propagate an Update Backup FPD message from the Responsible Backup IFPS Unit. b)
10.7.2.
Backup OM Set, containing all the Original Messages currently being processed by the responsible IFPS Unit, plus the Original Messages corresponding to the Update Backup FPD messages in transit (i.e. covering time period "t" above).
Take Over of Responsibility The IUCM may instruct an IFPS Unit to take over responsibility for an IFPS Group, or a number of Groups, following failure of the Responsible IFPS Unit. The take over IFPS Unit will assume responsibility as follows: a) It will populate its IFPD Set and RFPD Set with FPDs from the Backup FPD Set and provide a continued distribution service to Addressees.
10.7.3.
b)
It will extract all of the messages from its Backup OM Set and process them (as it would process any normal incoming original message).
c)
It will begin to process incoming Flight Plan messages for which it has become responsible.
Restoration of Failed IFPS Unit When a failed IFPS Unit has been restored to operation it will retrieve responsibility as follows: a) Recovery of FPD Sets
b)
•
The IFPS Unit will update its IFPD Set and RFPD Set from the currently responsible IFPS Unit by sending a Request_FPD_Set message to that IFPS Unit, specifying the Group for which it requires data.
•
The currently responsible IFPS Unit will respond to this with a series of Update_FPD messages (each containing a current FPD from its IFPD Set and RFPD Set). The series of Update_FPD message will be terminated by an End_FPD_Set message.
Resumption of Responsibility •
Once it has up to date IFPD and RFPD Sets the IFPS Unit will assume responsibility for the Group by sending a Group_Takeover message.
•
Upon reception of the Group_Takeover message the currently responsible IFPS Unit will relinquish responsibility and revert to the role of provision of a backup service for the Group.
Amendment date: 22-Jan-2008
EDITION 12.0
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11.
THE TACTICAL SYSTEM (ETFMS)
11.1.
Description The Tactical (ETFMS) contains flight data for the following forty-eight hours. Initially, it is fed with RPL for that period and later with Flight Plan Messages in order to present the best picture of air traffic demand. This data is later updated by ATC information on the actual flight situation or any change to the initial flight plan (e.g. new route). The tools for exploiting this data allow examination of the anticipated air traffic demand for the following day. Aircraft Operators (AOs) and Flow Management Positions (FMPs) can access the database via a terminal. The ETFMS System has the following sub-functions: a) Environment Data Capture and Processing •
b)
All the basic elements of the ATC environment such as airports, routes, sectors, capacities are known to the ETFMS and sometimes dynamic updates (e.g. runway configuration). (see § 8.2. Areas Covered) Flight Data Capture •
c)
Profile Calculation •
d)
At any point, aerodrome, set of aerodromes, airspace volume or traffic volume. This is expressed as a number of flights per unit of time (usually one hour) entering an airspace volume, overflying a point, departing from/arriving at an aerodrome/set of aerodromes or part of a traffic volume or of one of its flows.
Rerouteing •
f)
For each flight a 4D profile is calculated, taking into account the above 2 sets of information.
Load Calculation •
e)
Merging of long-term data provided by RPL and up-to-date information provided by IFPS or by CDM Airports.
Certain facilities exist in the ETFMS (system to simulate the consequences for the ATFCM/ATC system of rerouteing individual flights or groups of flights. The impact on loads in affected areas is consequently re-calculated.
Human Machine Interface •
g)
For the display and input of information used or generated by flow managers, ATC controllers, Aircraft Operators and pilots, i.e. an important part of the ETFMS system concerns the input and display of the various data previously mentioned (flight data loads at sectors, overload warnings, etc., …). This also includes command displays, by means of which the flow manager activates the ATFCM measures (e.g. CASA - restrictions and rerouteing) and monitoring facilities. The Exchange of Messages •
Amendment date: 22-Jan-2008
Which is an important part of the ETFMS system involving complex address selection and message routing mechanisms.
EDITION 12.0
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h)
GENERAL & CFMU SYSTEMS
The Computer Assisted Slot Allocation (CASA) •
Algorithm is located in the very heart of the interaction between the ETFMS system and ATC. Traffic volumes to come under CASA control are activated by the flow manager. This means that he defines a traffic volume, start time, end time and many other parameters. ETFMS then extracts all flights which are concerned by this activation, in other words those flying at that location (within that flight level slice) during that restricted period and passes them onto the "CASA algorithm" for departure time calculation.
FUNCTIONAL SCHEME OF THE ETFMS ACTIVITIES
Aircraft Operators
Environment & Capacities
Traffic-demand & Current Traffic Data
DATA COLLECTION & EVALUATION
(AOs)
Air
/ Air Traffic
EXECUTION EXECUTION
PLANNING
MONITORING MONITORING
Control
Services
(ATC)
Reporting Offices (AROs)
Traffic
/ EBBDZMTA
EBBDZMTA BRUEA7X
BRUEA7X
DISPLAY & TRANSMISSION ATCFM Information
FMPs
ATCFM Measures
© EUROCONTROL1997 - Central Flow Management Unit URB\SEZ\091\1886\04.04.06
Figure 11-1
Amendment date: 22-Jan-2008
ETFMS Functionalities
EDITION 12.0
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11.2.
Description of Computer Assisted Slot Allocation (CASA)
11.2.1.
CASA System The CASA System is largely automatic and centralised, and functions from an Aircraft Operator’s point of view in passive mode. In other words, the act of filing a flight plan effectively constitutes a request for a slot. FMPs and CFMU agree on those locations where ATFCM Measures are necessary. As a consequence the CFMU activates regulations within ETFMS including the start and the end times, the description of the location, the entering flow rate and some others parameters. The system extracts all the flights entering for the specified airspace and sequences them in the order they would have arrived at the airspace in the absence of any restriction. On this basis, the Take-Off Time (TOT) for the flight is calculated. It is this information, Calculated Take-Off Time (CTOT), which is transmitted to the Aircraft Operator concerned and to the control tower at the aerodrome of departure. In addition to this fundamental process, a number of other mechanisms will act to compensate for factors such as late received flight plans and modifications thereto.
11.2.2.
Description of the CASA Algorithm for Slot Allocation
11.2.2.1.
Slot Allocation Lists - Basic Rate For each regulated point, area or airport (regulation), CASA builds and manages a list of slots i.e. the Slot Allocation List (SAL). A regulation may be specified over sub-periods, each sub-period being assigned a rate. CASA uses these items to build initially an empty Slot Allocation List. For instance, a four hour long sub-period associated with a basic rate of 28 flights per hour, would result in a Slot Allocation List made up of 112 slots separated from one another by approximately 2 minutes.
11.2.2.2.
Pre-allocation Stage The principle "First Planned - First Served", which presumes that flights should arrive over the restricted location in the same order in which they would have arrived had there been no ATFCM Measures, is applied throughout the CASA process. When the regulation is activated, CASA starts to receive flight data, based on Repetitive Flight Plan (RPL) and Filed Flight Plan (FPL) as available. Each flight is given a provisional slot based on the order of their Estimated Time Over (ETO) the restricted location. This initial reservation is internal to the ETFMS system and is subject to amendment. Due to the constant recalculation of the SAL as new flight plans arrive, the provisional slot is very likely to be changed. This is the pre-allocation stage. When CASA receives new flight data, it pre-allocates the slot as close to the requested Estimated Time Over (ETO) the restricted location as is available: a)
If that slot is free, it is assigned to the flight, which thus suffers no delay (provisional).
b)
If that slot is already pre-allocated to a flight which is planned to overfly the restricted location after the new flight then the latter takes the slot. Of course, the consequence can be a chain reaction, because the flight whose slot has been taken tries to recover another slot, possibly by taking the slot of another flight, etc., …
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 11 - page
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BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
Slot Amendment Procedure When CASA receives the flight data for the cancellation of a flight, this may improve the slots given to other flights. The slot amendment procedure aims to take into account the new slots made available. It applies only to pre-allocated flights. Therefore it is an essential requirement, with beneficial interest for AOs, to cancel as early as possible those flight plans which will no longer operate.
11.2.2.4.
Allocation Stage At a fixed time before the Estimated Off-Block Time (EOBT) of each pre-allocated flight, called Slot Issue Time (SIT), the slot is allocated to the flight and a Slot Allocation Message (SAM) is sent to the Aircraft Operators and ATC. This is the allocation stage. An allocated slot cannot be taken by another flight. However, an Aircraft Operator should request a revision to a slot if it is thought that the flight will not be able to comply. Moreover, the slot allocated to a flight may be improved by the true revision process described hereafter.
11.2.2.5.
Combined Flow Measures for one Flight The general principle is that a flight which is submitted to several CASA restricted areas (called "Regulations") is given the delay of the most penalising regulation and is forced with that delay in all other regulations.
11.2.2.6.
Optimisation of the Slot Allocation Process The Enhanced Tactical Flow Management System (ETFMS) has been implemented as an upgrade of the previous TACT Computer Assisted Slot Allocation (CASA) System, which enables the system to take into account the airports constraints and the real time position of a flight. Once airborne, a flight is "forced" at its ATO in all concerned regulations. The concept of Collaborative Decision-Making (CDM) considers the requirement of ATC, of airlines and airport operators. It increases significantly the efficiency of airport operations. Airports are looking for early update of the landing time of flights arriving on their platform: based on ETFMS data, the CFMU provides advanced information on the Estimated Time of Arrival of the inbounds flights through the FUM (Flight Update Message). In collaboration with the Aircraft Operators, the Airport will estimate the turn around time and the time to taxi to provide a new estimate for the outbound flights. Before the departure, the local ATC will anticipate the Take Off time and will notify it to ETFMS. The new estimates resulting from the co-ordination with Airports Operations will be passed on to ATC through the ETFMS data distribution, closing the loop of flight plan information between all ATM partners. Late departure notification or modification of the profile established through messages from ATC will be used to modify the slot allocated to other flights by the true revision process described hereafter. The Air Traffic Services provide the CFMU with the necessary data concerning the position of the flights once airborne. They give a more accurate picture of the traffic situation after the departures of the flights enabling a more efficient ATFCM activity.
Amendment date: 22-Jan-2008
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Such data are based upon ATC messages such as FSA and upon Correlated Position Reports (CPRs). FSAs are received for a large part of the ATFCM area. CPRs are extracted from surveillance data (radar derived positions). They are now provided by a large part of the ATFCM area. The wind information is taken into account to calculate the time estimates in the profiles. When new meteo data arrive the flights before the Slot Issue Time are fully re-computed and re-submitted to CASA. After the Slot Issue Time flights are recalculated but the impact on slots is limited to changes in the regulation plan or improvements. Activated flights are never re-computed. Aircraft Operators are also providing, for some of the flights departing from outside the ECAC area, information on their estimated time of arrival. It also gives a more accurate view of the future traffic situation. 11.2.2.7.
True Revision Process This is the automatic mechanism that routinely attempts to improve the slot of allocated flights; for a given flight, the true revision process takes place after the SAM has been issued until a time parameter before the CTOT. This parameter is linked to the Aerodrome of Departure (ADEP).
Amendment date: 22-Jan-2008
EDITION 12.0
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Amendment date: 22-Jan-2008
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12.
THE ARCHIVE SYSTEM (DWH, FORMERLY CALLED ARC)
12.1.
Purpose The ARCHIVE SYSTEM is a computer based system which supports the CFMU and its users in the preparation of their Strategic, Pre-Tactical and Tactical activities. Formerly called ARC, the ARCHIVE SYSTEM has evolved towards a datawarehouse, now referred to as DWH. The ARCHIVE SYSTEM contains data and logs from other CFMU systems (ENV, IFPS, ETFMS…). It also contains a wide set of derived performance and quality indicators of ATFCM operations.
12.2.
Scope The scope of the DWH system can be defined over 2 dimensions: The scope of stored data.
12.2.1.
The functionality of available reporting facilities using archived information and derived performance indicators.
Available Data in the ARCHIVE SYSTEM (DWH) The scope of Data which are stored in the DWH system is illustrated in Figure 12-1.
CFMU Datawarehouse Consolidated Archive dB System
ATM PARTNERS
ENVIRONMENT DATA
ENV
MONTHLY AIRAC DOWNLOAD + DAILY UPDATES
ATFM Msg
ENV LAST 5 YEARS
FLIGHT
ETFMS
FLIGHTS REGULATIONS LOG of EXCHANGED Msg ENV UPDATES
RADAR DATA
REGUL Summary
ETFMS LOGGING FLIGHT PLANS
IFPS
A set of derived statistics and performance indicators • Air traffic, • ATFM delay, • Adherence to rules, • Quality of services...
FLIGHT PLANS LOG of EXCHANGED Msg
IFPS LOGGING Synthesis
CFMU Middleware Network load
ACCESS LOGGING to CFMU APPLICATIONS
CSC OPLOG AN 1 LOG
D+1 CFMU Archiving process 1 gigabyte of data per day
CFMU DWH
LAST 15 MONTHS
dB - 1 terabyte
© EUROCONTROL2004 - Central Flow Management Unit
Figure 12-1
Amendment date: 25-Jul-2006
Scope of DWH Data
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In terms of data, DWH is composed of 2 main parts: •
A Consolidated Archive Database with detailed data, as provided by the CFMU operational systems, namely: ENV data (static and dynamic data), Flight and Regulation data from ETFMS with the history of exchanged messages (ETFMS logging), Flight Plan data with the history of detected errors and applied corrections from IFPS and RPL, logging of the network system (ANg1) and the Query System interface (CSC).
The last 15 months of operations are kept in the DWH system. •
A set of derived statistics and performance indicators: “Summary” contains of a subset of the most important information about flights and applied regulations over the last 5 years. “Synthesis” contains a set of derived statistics and performance indicators, computed since 1997 from detailed archived data. It contains multiple interdependent indicators to analyse and compare trends over several years, in Air Traffic in ECAC, ATFM Delay, Adherence to rules, Quality of services (safety, anticipation, critical events analysis, accuracy of flight information…). The whole CFMU Datawarehouse represents a huge database (1 terabyte of data), with facilities to investigate information from very global counts to the most detailed level of post operations data.
12.2.2.
The Functional Scope of DWH From a functional perspective, the analysis of post operations data stored in the DWH system aims at multiple objectives: •
The assessment of the performance of the Air Traffic Flow and Capacity Management (ATFCM) operations by making quality control on results of ATCFM measures taken in the past. This objective is met by providing statistics and reports with such performance and quality indicators.
•
The full feed-back on tactical activities when all operations have been completed.
•
The preparation of the pre-tactical activities, with a detailed feed-back on the results of the last applied ATFCM measures.
•
The support to strategic planning and activities, with the compilation of different performance trends, allowing seasonal comparisons over several years with targeted objectives.
•
The investigations of reported cases with anomalies or complaints, including specific inquiries related to critical events.
•
The quality monitoring of CFMU services and, in particular, the impact evaluation of applied changes in procedures, systems, and new ATFM messages.
Amendment date: 25-Jul-2006
EDITION 12.0
SECTION 12 - page
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
12-2
BASIC CFMU HANDBOOK
EUROCONTROL CFMU
GENERAL & CFMU SYSTEMS
Two main functions are provided in support of the functional objectives described above: •
•
The collection and archiving of relevant data from the CFMU operational systems:
except for ENV static data which are loaded with each AIRAC cycle, all data collected from systems are loaded the day after the operations.
derived quality and performance indicators are computed 2 days after the operations, in order to include the impact of measures which may be applied up to 2 days duration.
The reporting facilities on DWH information and Archived Data.
Reporting on Available Information in DWH CHMI Archived Data
Extranet
CFMU DWH
sE Mail
xcha
ic Specif
nges
with
ds deman
ADHOC reports
CFMU Interactive Reporting
CIR
Interactive WEB reports,
WEB Browser BIS Inte rne t/In
Static Reports ACTFM STATISTICS available on papers or ,
tra ne t
Daily
Weekly
Monthly
Yearly
On CFMU Internet/ Intranet site (Statistics) © EUROCONTROL2004 - Central Flow Management Unit
Figure 12-2
Reporting on Available Information in DWH
As illustrated in Figure 12-2, several different reporting services are available to access DWH information, namely: •
Archive function via the CHMI interface.
•
Production of ad-hoc reports in reply to specific requests sent to the CFMU.
•
ATFCM Statistical reports (Static Reports), available in PDF format on the CFMU Website.
•
CFMU Interactive Reporting (CIR), a CFMU Web-based application, enabling access to a set of pre-defined reports with interactive features and secured authentication.
Amendment date: 25-Jul-2006
EDITION 12.0
SECTION 12 - page
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
12-3
EUROCONTROL CFMU
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
The CIR interface is available since October 2004 for AOs, ANSPs, Legal Authorities, AIS/ARO, Airports. Through CIR, reports can be generated instantly at any time by the Users, with the possibility to compare latest results (1 or 2 days after the operations) with trends over several years. Interactive Reporting also means interactive information selection using multiple selection criteria (time period, geographical area, operators), zoom and navigation possibilities from global counts to individuals flights, graph display and trends comparison facilities (in time, locations, operators), export facilities of reported data into spreadsheets to allow further analysis by the Customers.
Amendment date: 25-Jul-2006
EDITION 12.0
SECTION 12 - page
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
12-4
EUROCONTROL CFMU
13.
BASIC CFMU HANDBOOK
GENERAL & CFMU SYSTEMS
DICTIONARY OF ABBREVIATIONS ACRONYM
DEFINITION
ACC
Area Control Centre
ADEP
Aerodrome of Departure
AFTN
Aeronautical Fixed Telecommunication Network
AIM
Air Traffic Flow Management Information Message
AIP
Aeronautical Information Publication
AIRAC
Aeronautical Information, Regulation and Control
AIS
Aeronautical Information Services
ANg1
Access Node 1 New Generation System
ANM
ATFCM Notification Message
ANP
Air Navigation Plan
ANSP
Air Navigation Service Provider
ANU
Air Navigation Unit
AO
Aircraft Operator
AOA
Aircraft Operating Agency
AOCC
Aircraft Operator Control Centre
AOCU
Aircraft Operator Control Unit
AOU
Aircraft Operator Unit
ARO
Air Traffic Services Reporting Office
ARP
Aerodrome Reference Point
ARPL
ADEXP Format Repetitive Flight Plan Message
ARR
Arrival Message
ATC
Air Traffic Control
ATFCM
Air Traffic Flow and Capacity Management
ATFM
Air Traffic Flow Management
ATO
Actual Time Over
ATS
Air Traffic Services
ATSU
Air Traffic Service Unit
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 13 - page
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
13-1
BASIC CFMU HANDBOOK
EUROCONTROL CFMU
GENERAL & CFMU SYSTEMS
ACRONYM
DEFINITION
AUA
ATC Unit Airspace
AUAG
ATC Units Airspaces Grouping
CAP
Capacity
CASA
Computer Assisted Slot Allocation
CDR
Conditional Route
CIA
CFMU Internet Access
CFMU
Central Flow Management Unit
CFPU
Central Flight Processing Unit (in a State)
CHMI
CFMU Human Machine Interface
CIDIN
Common ICAO Data Interchange Network
CIR
CFMU Interactive Reporting
COTS
Commercial Off-The-Shelf (software)
CPR
Correlated Position Report
CR
Change Request
CS
Collapsed Sectors
CSC
Customer Support Center Section (of ENGD)
CSO
CFMU Systems Operations Section (of ENGD)
CTMO
Centralised Traffic Management Organization concept
CTOT
Calculated Take-Off Time
DBP
Database Point
DCT
Direct
DEP
Departure Message
DME
Distance Measurement Equipment
DWH
Datawarehouse system (formerly ARC)
EAB
EAD and Aeronautical Information Bureau
EAD
European AIS Database
EANPG
European Air Navigation Planning Group
EATM
European Air Traffic Management
ECAC
European Civil Aviation Conference
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 13 - page
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
13-2
BASIC CFMU HANDBOOK
EUROCONTROL CFMU
GENERAL & CFMU SYSTEMS
ACRONYM
DEFINITION
ENGD
CFMU - Engineering Division (regrouping the former DEVD and ENGD)
ENV
CFMU – Environment System
EOBT
Estimated Off-Block Time
ETFMS
Enhanced Tactical Flow Management System
ETO
Estimated Time Over
EUR
The ICAO European Region
EUROCONTROL
European Organisation for the Safety of Air Navigation
FDR
Flight Data Record
FIC
Flight Information Centre
FIR
Flight Information Region
FMP
Flow Management Position
FPD
Flight Plan Data
FPL
Flight Plan Message (ICAO format)
FPM
Flight Plan Messages
FPPS
Flight Plan Processing System
FSA
First System Activation Message
FUM
Flight Update Message
GAT
General Air Traffic
IATA
International Air Transport Association
ICAO
International Civil Aviation Organization
IDB
Integrated Database
IFPAU
IFPS Applicable Unit
IFPD
Individual FPD
IFPRU
IFPS Responsible Unit
IFPS
Integrated Initial Flight Plan Processing System
IFPUV
IFPS Validation System
IFPZ
IFPS Zone
IFR
Instrument Flight Rules
IUCM
IFPS Unit Configuration Manager
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 13 - page
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
13-3
BASIC CFMU HANDBOOK
EUROCONTROL CFMU
GENERAL & CFMU SYSTEMS
ACRONYM
DEFINITION
LA
Limited Airspace
LAN
Local Area Network
NAS
National Airspace Structure
NVA
Navigation Aid
NLST
New List
NOTAM
Notice to Airmen
OAC
Oceanic Area Control Centre
OCG
Operations Coordination Group
ODSG
Operations and Development Sub-Group
ORM
Operational Reply Message
OPSD
CFMU - Operations Division (the former FDOD & FMD)
OTS
Organized Track System
PSDN
Public Switched Data Network
PSTN
Public Switched Telephone Network
PWP
Published Way Point
QA
Quality Assurance
RAD
Route Availability Document
RCC
Rescue Coordination Centre
RFPD
Repetitive Flight Plan Data
RL
Reference Location
RLST
Revised List
RO
RPL Office
RPL
Repetitive Flight Plan
RS
Routeing Scheme
RSO
Route per State Overflown
SES
Single European Sky
SID
Standard Instrument Departure
SITA
Société Internationale de Télécommunications Aéronautiques
SQS
Safety, Quality and Security
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 13 - page
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
13-4
BASIC CFMU HANDBOOK
EUROCONTROL CFMU
GENERAL & CFMU SYSTEMS
ACRONYM
DEFINITION
RAD
Route Availability Document
STAR
Standard Arrival Route
TAS
True Airspeed
TDR
Traffic Data Records
TFV
Traffic Volume
TIS
Time to Insert into the Sequence
TOT
Take-Off Time
TRS
Time to Remove from the Sequence
UAC
Upper Area Control Centre
UIR
Upper Flight Information Region
URB
CFMU - User Relations and Development Bureau
UTC
Coordinated Universal Time
VOR
Very High Frequency Omnidirectional Range
WAN
Wide-Area Network
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 13 - page
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
13-5
DOCUMENT FINAL PAGE
Amendment date: 22-Jan-2008
EDITION 12.0
SECTION 13 - page
Edited & produced by the CFMU/User Relations and Development Bureau ©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
13-6
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