Chuong 4 - ATFM - Cao Dang

Học viện Hàng Không Việt Nam – Khoa Không lưu
Lecture on ATFM/CDM
GVHD: ThS. Nguyễn Ngọc Hoàng Quân 2






CAPACITY - EFFICIENCY

Air traffic flow management (ATFM) is an enabler of air traffic

management (ATM) efficiency and effectiveness. It contributes to
the safety, efficiency, cost-effectiveness, and environmental
sustainability of an ATM system. It is also a major enabler of
global interoperability in the air transport industry. It is important to
recognize that, over time, two threads of events are going to
appear simultaneously:
a) local ATFM implementations conducted worldwide are going to
shape a global ATFM; and
b) standardized ATFM processes will be implemented globally.
(DOC 9971 - Manual on Collaborative ATFM)

ATFM is a requirement for air navigation service providers

(ANSPs) under ICAO Annex 11 to the Convention on Civil
Aviation for States. It helps to monitor demand, capacity, and
constraints at airports and airspaces, and enables stakeholders to
share accurate and up-to-date information. With up-to-date
information shared, appropriate decisions can be made when
demand exceeds capacity which could lead to the implementation
of ATFM.
(CANSO - Guide on ATFM/A-CDM Integration)

A service established with the objective of contributing to a safe,
orderly and expeditious flow of air traffic by ensuring that ATC
capacity is utilized to the maximum extent possible, and that the
traffic volume is compatible with the capacities declared by the
appropriate ATS authority.
GVHD: ThS. Nguyễn Ngọc Hoàng Quân (DOC 4444 - PANS-ATM)

10
LUỒNG KHÔNG LƯU LÀ GÌ?

Luồng là dòng chảy, luồng là dẫn hướng thông
qua.
Luồng không lưu có thể hiểu là khả năng lưu

thông hàng không theo chiều hướng được xác
định.
Quản lý luồng không lưu là quản lý khả năng lưu

thông hàng không
Quản lý thông qua việc lãnh đạo, hoạch định,

tổ chức, bố trí nhân lực thực hiện và kiểm soát.

Principle

Lecture Plan
Case study
Quiz
Principle
Doc 9971
Warm-up Exercise

Chapter 1

Warm-up Exercise
“ Water Taps and Containers”

Water Taps and Containers

Water Taps and Containers
Next
Change to a Large Container
Back
Manage the Green Tap
Back
Use the Blue Tap

instead of the Green Tap
Back
Manage the Brown Tap

(Original one)
Back
Original Tab………….Departure Airport

Containers…………...ATC Sectors
Size of Container……Capacity
Amount of Water........Traffic Volume
(Demand)

These techniques can

be ATFM
techniques/measures

Principle
To manage capacity

• ATFM can optimize airspace capacity

• However, ATFM is NOT a magic word
to increase airspace capacity
• ATFM is a tool to manage capacity
• ATFM is very useful and helpful in
case of unexpected runway closure
and significant meteorological events

What is ATFM?
• ATFM is
demand/capacity balancing
Capacity Demand

What is ATFM?
• ATFM is a service established with the objective
of contributing to a safe, orderly and
expeditious flow of air traffic by ensuring that
ATC capacity is utilised to the maximum extent
possible, and that the traffic volume is
compatible with the capacities declared by the
appropriate ATS authority.

What is ATFM?
• Air traffic flow and capacity management has
become a vital part of air traffic management in
exploiting the full capacity of the air transport
system without running the risk of infringing
upon safety caused by overload situations.

Demand vs Capacity
Demand=80, Capacity=100
80/100=80%
Demand
Capacity
Demand vs Capacity (cont’d)
Demand=125, Capacity=100
125/100=125% (exceeding capacity by
25%)
Capacity
Demand


Demand=125, Current Capacity=100
125/100=125% (exceeding capacity by 25%)
Enhance capacity
by introducing reduced separation minima

Introducing Reduced separation

minima
Sector B
Sector A
Airway xxx
Airway yyy
Sector C Sector D

Enhance capacity
or
by introducing PBN
(PBN: Performance Based Navigation)

Introducing PBN
PBN: Performance Based Navigation
Sector B
Sector A
Airway xxx
Sector C Sector D
Introducing PBN
PBN: Performance Based Navigation
Sector B
Sector A
PBN route xxx
PBN route yyy
Sector C Sector D

Enhance capacity
or
by introducing PBN PBN: Performance Based Navigation
or
by introducing FUA FUA: Flexible Use of Airspace

Introducing FUA
FUA: Flexible Use of Airspace
Sector B
Sector A
Airway xxx
Military Training Airspace
Sector C Sector D
Introducing FUA
FUA: Flexible Use of Airspace
Sector B
Sector A
Airway xxx
Conditional
Route yyy
Sector C
Others
CNS Separation
Capability Standards
ATC
To increase
Airspace PBN
Procedures
Capacity
ATM
System FUA
Capability
Airspace
AIDC
Design


Enhance capacity
or
by introducing PBN PBN: Performance Based
Navigation
or
by introducing FUA FUA: Flexible Use of Airspace
Demand Management
by introducing ATFM

When demand exceeds

capacity, it is necessary to air
traffict flow management

Doc 9971
Manual on Collaborative Air Traffic Flow Management
With Doc No. : Global Document

Without Doc No. : Regional Document

Doc 9971
➢ Doc 9971 has been published in 2012 with only Part 1 –
Collaborative Decision Making (CDM)
➢ Doc 9971 Part 2 – Air Traffic Flow Management (ATFM)
➢ This document was created by “ATFM coordination

team” led by ICAO HQ (Brazil, EUROCONTROL, FAA,
Hong Kong, India, Japan, Russia, Thailand, IATA,
CANSO, ICAO ROs)

Doc 9971 (cont’d)

➢ Doc 9971 is intended to for the following stakeholders;
− Air navigation service providers
− Airspace users
− Airline operation centers
− Airport operators
− Airport ground handlers
− Airport slot coordinators
− Regulators
− Military authorities
− Security authorities
− Meteorological agencies
− Industries related to aviation

Doc 9971 (cont’d)

Doc 9971 (cont’d)

➢ Doc 9971 shows basic ideas of ATFM
1. What is the starting point regarding the development of an ATFM service?
2. What are the foundational objectives and principles of ATFM?
3. What are the benefits of implementing an ATFM service?
4. How does an ATFM service operate?
5. How is an ATFM service structured and organized?
6. What are the roles and responsibilities of the stakeholders in the ATFM
service?
7. How is the capacity of an airspace sector and airport determined?
8. How are ATFM processed applied in order to balance the demand and
capacity within its area of responsibility?
9. How is an ATFM service implemented?
10.What are ATFM Measures and how are they established and applied?
11.What data and information are exchanged in an ATFM service?
12.What terminology/phraseology is used in ATFM?
13.What resources are available to States regarding the various aspects of
ATFM?

Doc 9971 (cont’d)

➢In addition, as Appendix
1. Sample of international ATFM operations planning
telephone conference format
2. Sample of ATFM data exchange agreement
3. Determining airport acceptance rate (FAA)
4. Determining sector capacity (FAA)
5. Example of capacity planning and assessment
process (Euro Control)
6. Example of planning process for ATFM
implementation
7. Template of letter of agreement between flight
management units

Chapter 2


Introduction
SAME PRESSURES SAME OBLIGATIONS
– Maintain Safety – Chicago Convention
– Accommodate Growth – ICAO SARPS
– Eliminate Restrictions
– Contain Costs
SAME CUSTOMERS SAME CONSTRAINTS
– Same Airlines – Political Visibility
– Same Aircraft – Environmental Pressures
– Same Avionics – Financial Constraints
– Same Pilots – Security demands
SAME OPPORTUNITIES
High Competence (Technical & Operational) – Advanced Technology
Introduction
➢ATFM philosophy
− ATFM is an enabler of air traffic
management (ATM) efficiency and
effectiveness.
− It contributes to the safety, efficiency,
cost effectiveness, and environmental
sustainability of an ATM system.

Introduction (cont’d)
➢The objectives of ATFM are to:
− Enhance the safety
− Reduce ATC workload, ground and en-
route delays
− Optimize airspace capacity
− Maximize operational benefits and
global efficiency
➢Keys to the successful implementation
− The CDM process is a key enabler of an
ATFM strategy
− Achieving a robust coordination among
aviation stakeholders (CDM)
• All the stakeholders work together to
improve the overall performance of
the ATM system
• Such coordination will take place
within a FIR, between FIRs,
and ultimately, between regions

➢Keys to the successful implementation
− ATFM and its applications should NOT be
restricted to one State or FIR
• Due to their far-reaching effects on the flow of traffic elsewhere
• PANS-ATM, Doc 4444 states that ATFM should be implemented
on the basis of a regional air navigation agreement or, when
appropriate, as a multilateral agreement
− Airspace is a common resource for all

users and ensure equity and
transparency

We don't make a lot of the

products you buy.
We make a lot of the products

you buy better.


We don’t directly control Air

Traffic
We make that Air Traffic Control

Safer and more Efficient

Case Study
(ATFM)

EOBT 1000z
Airborne
Take off 1015z Holding
For
ETA (Dest) 1300z 30min
Push back 1000z

Take off 1015z Landing 1330z
EOBT 1000z
Take off 1015z
ETA (Dest) 1300z
Push back 1000z -> 1030z

Take off 1015z -> 1045z Landing 1330z

Case 1 30min
EOBT 1000z
Push back 1000z
Take off 1015z
Airborne holding 30min
Landing 1330z
Case 2
EOBT 1000z
Push back 1030z
Take off 1045z
Airborne holding 0min
Landing 1330z
30min Airlines : Save FUEL, Cut CO2 emission

ATC : Reduce workload
Overall : Enhance safety and efficiency

Case Study
(ATFM)

EOBT 1000z No.10 Departure sequence

Push Back 1000z
Taxiing 5min Take off 1030z
Line up 25min
16R
34
L
EOBT 1000z No.10 Departure sequence

Push Back 1000z -> 1020z
Taxiing 5min -> 4min Take off 1030z
Line up 25min -> 6min
16R
34
L
34
R
16
L
Case 1
EOBT 1000z
No.10 Dep sequence
Take off 1030z
Push back 1000z
34
R
16
Case 2
L
EOBT 1000z
No.10 Dep sequence
Take off 1030z
Push back 1020z
Airlines : Save FUEL, Cut CO2 emission

ATC : Reduce workload
Overall : Enhance safety and efficiency

ATFM benefits
➢ Operational and societal:
− Enhanced ATM system safety
− Increased operational efficiency and predictability
− Effective management of capacity and demand
− Increased situational awareness among stakeholders
− Reduced fuel burn and operating costs (greenhouse
gas emissions)
− Effective management of irregular operations
− And more…

Chapter 3

The ATFM service

• “first come, first serve” and “equitable access to
airspace” have traditionally been very important
• To support global ATM evolution, priorities can
be changed such as “most capable, best served”
• “equitable access to airspace” may be viewed
on a longer time scale than the short time “first
come, first serve” model

What do you need for ATFM service?

ATFM Service relies on a number of supporting systems,
processes and operational data in order to function
effectively
1. ATM resources
2. Traffic demand
3. Tactical, dynamic traffic situation
4. Meteorological situation
5. Airspace status
6. ATFM tools
7. Institutional arrangement

ATM resources
• ATFM recognizes that airspace (national or
regional) airports are common resources shared
by all AUs (Airspace Users) and that equity and
transparency must be maintained to the highest
standard

Traffic demand
• Data should be aggregated from all available
operational data sources - timely, accurate
depiction of predicted activity for all flights
− Airline schedules
− Flight plan data
− Airport slot management systems
− ATM operational systems
− AU intentions

Tactical, dynamic traffic situation

• Accurate and timely data derived from
surveillance and flight information, to increase
the accuracy of short to medium term prediction
− ATFM flight information

− ATFM capacity information
− ATFM demand information

Meteorological situation
• The integration and display of a variety of
meteorological data for ATFM planning and
operation execution
− Forecast WX
− Dynamic WX

Airspace status
• The airspace status and the availability of
restricted or reserved airspace resources that
affect the flows of air traffic

ATFM tools
• Tools that enable common situational awareness
through the sharing of data and operational
information among stakeholders

Institutional arrangements
• Formalized agreements between all ATFM

stakeholders in the relevant area and
appropriate arrangements with adjacent ATFM
units

Institutional arrangements
Institutional arrangement and regulation
“World” “Regional” “National” “Local”
ICAO ICAO Region States

CANSO/ANSP CANSO/ANSP ANSP All Stakeholder
IATA IATA Airspace Users
States States Airports
DOC DOC CONOPS Processes

9971 9971 AIP Procedures
Supplements ATFM Handbook
Positions Working
LoA instructions
Action Plans
Stakeholders
working
arrangements
Key enablers for its success

▪ Integrated Flight Plan System (IFPS)
− Provides for:
• Unified Data Set on Flight Plans
• No errors
• Update homogeneous and instant for all stakehoders
▪ Collaborative Decision Making (CDM)
− ATS, Airlines and Airports
▪ Integration of Airports in the system
− Integration of Airport-CDM (A-CDM)
• Enables the introduction of dynamic slots vs. fixed slots

Chapter 4

Balancing demand and capacity


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

ATFM involves engagement during the:
• Strategic phase: in the form of strategic
airspace utilization planning;
• Pre-tactical phase: where meteorological and
other developing constraints are assessed and
mitigation plans are considered; and
• Tactical phase: when ATFM measures are
normally applied, including when the aircraft is
in flight.


Strategic phase:
• a continuous data collection and interpretation
process involving a systematic and regular
review of procedures and measures;
• a process to review available capacity; and
• a series of steps to be taken if imbalances are
identified. They should aim to maximize and
optimize the available capacity in order to cope
with projected demand and, as a consequence,
achieve performance targets.


Strategic phase:
• Where a traffic orientation scheme (TOS) is to
be introduced, the routes should, as far as
practicable, minimize the time and distance
penalties for the flights concerned, and allow
some degree of flexibility in the choice of
routes, particularly for long-range flights;
• When a TOS has been agreed, details should
be published by all States concerned in a
common format


Strategic phase:
• The ATFM strategic phase generally
encompasses measures taken more than one
week prior to the day of operation. Much of this
work is accomplished two months or more in
advance;
• Some elements of the plan will be disseminated
in aeronautical information publications (AIPs);


Pre-tactical phase:
• determining the capacity available in the various
areas, based on the particular situation that
day;
• determining or estimating the demand;
• studying the airspace or the flows expected to
be affected, the airports expected to be
saturated, calculating the acceptance rates to
be applied according to system capacity;
• conducting a comparative demand/capacity
analysis;

Pre-tactical phase:
• preparing a summary of ATFM measures to be
proposed and submitting them to the ATFM
community for collaborative analysis and
discussion; and
• at an agreed-upon number of hours before
operations, conducting a last review consultation
involving the affected ATS units and the relevant
stakeholders, in order to fine-tune and determine
which ATFM measures should be published
through the corresponding ATFM messaging
system.

Pre-tactical phase:
• The final element of this phase is the ATFM daily
plan (ADP)
• It is recommended that the ADP covers a 24-
hour period, at the very minimum.
• The operational intentions of AUs should be
consistent with the ADP (developed during the
strategic phase and adjusted during the pre-
tactical phase).


Tactical phase: aims to ensure that
• the measures taken during the strategic and pre-
tactical phases actually address the demand/
capacity imbalances;
• the measures applied are absolutely necessary
and unnecessary measures are avoided/
eliminated;
• capacity is maximized without jeopardizing safety;
and
• the measures are applied taking due account of
equity and overall system optimization.


Tactical phase:
• During this phase, solutions and measures are
adopted on the day of the operation;
• Traffic flows and capacities are managed in real
time. The ADP is amended taking due account of
any event likely to affect it;
• The provision of reliable and accurate information
is of paramount importance in this phase, since
the aim is to mitigate the impact of any event
using short-term forecasts.

Post Operations Analysis

• An analytical process is carried out
to measure, investigate and report
on operational processes and
activities
• The development of best practices
and/or lessons learnt that will
further improve the operational
processes and activities
• All stakeholders within the ATFM
service should provide feedback

Post Operations Analysis (cont’d)

➢ Post-operations analysis may be used to:
• Identify operational trends or opportunities for
improvement
• Further investigate the cause and effect relationship of
ATFM measures
• Gather additional information with the goal of optimizing
ATM system efficiency
• Perform analysis of specific areas of interest, such as
irregular operations
• Make recommendations on:
a.how to optimize ATM system performance
b.how to minimize the negative impact of ATFM measures on operations
Post Operations Analysis (cont’d)

Post Operations Analysis
(cont’d)

ATFM Operational Phases







Chuong 4 - ATFM - Cao Dang

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Học viện Hàng Không Việt Nam – Khoa Không lưu

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 2

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 3

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 4

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 5

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 6

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 7

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 8

Air traffic flow management (ATFM) is an enabler of air traffic

(DOC 9971 - Manual on Collaborative ATFM)

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 9

ATFM is a requirement for air navigation service providers

(CANSO - Guide on ATFM/A-CDM Integration)

GVHD: ThS. Nguyễn Ngọc Hoàng Quân (DOC 4444 - PANS-ATM)

LUỒNG KHÔNG LƯU LÀ GÌ?

Luồng không lưu có thể hiểu là khả năng lưu

Quản lý luồng không lưu là quản lý khả năng lưu

Quản lý thông qua việc lãnh đạo, hoạch định,

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 11

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 12

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 14

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 15

“ Water Taps and Containers”

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 16

Water Taps and Containers

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 17

Water Taps and Containers

Change to a Large Container

Manage the Green Tap

Use the Blue Tap

Manage the Brown Tap

Original Tab………….Departure Airport

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 23

These techniques can

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 24

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 25

• ATFM can optimize airspace capacity

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 26

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 27

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 28

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 29

Demand vs Capacity (cont’d)

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 31

Demand vs Capacity (cont’d)

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 32

Introducing Reduced separation

Demand vs Capacity (cont’d)

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 34

PBN route yyy

Demand vs Capacity (cont’d)

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 37

Military Training Airspace

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 40

Demand vs Capacity (cont’d)

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 41

When demand exceeds

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 42

With Doc No. : Global Document

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 43

➢ Doc 9971 Part 2 – Air Traffic Flow Management (ATFM)

➢ This document was created by “ATFM coordination

GVHD: ThS. Nguyễn Ngọc Hoàng Quân 44

Doc 9971 (cont’d)