1.
1.1
Air Traffic Flow Management (ATFM) is a service established in order to contribute to a safe, orderly and expeditious air traffic movement, ensuring that air traffic volume is compatible with capacities declared by the ATS authority.
1.2
ATFM is primarily meant to address the balancing of demand against the capacity to achieve optimum utilization of the major resources viz., Airport, Airspace and aircraft at every Indian airport where there is a capacity constraint.
1.3
The function of balancing demand and capacity consists of evaluating the air traffic flows and taking timely and appropriate measures for reducing the effects of limitations of the ATM system to a minimum. A process of collaboration is adopted for efficient management of system-wide air traffic flows through timely information sharing on air traffic, the weather conditions and other resources available among all stakeholders.
1.4
By creating optimum balance between demand and capacity, the ATFM system enables airspace users to participate in the ATM system in an optimal manner, mitigating at the same time constraints related to the airspace and aerodrome capacity. The collaborative decision-making process ensures greater equitable access and a more efficient use of the airport and airspace resources.
1.5
Airports Authority of India (AAI) has established a Central Air Traffic Flow Management (C-ATFM) system in India. The C-ATFM network consist of a Central Command Center (CCC) at Delhi supported by Flow Management Positions (FMPs) at major Area Control Centres (ACCs) and ATC towers across the country. The CCC provides ATFM service in conjunction with the FMPs.
2.
2.1
The C-ATFM system provides ATFM services covering all the four Indian FIRs including the oceanic airspace areas of Bay of Bengal, Indian Ocean and Arabian Sea, designated to India for the provision of ATS Services. This is called Indian Air Traffic Flow and Capacity Management (ATFCM) area.
2.2
The CCC Traffic Flow Manager, using the C-ATFM system, may apply ATFM
2.3
ATFM measures are not applicable to flights which
• Depart from Indian ATFCM area for destinations which are outside the Indian ATFCM area.
• Arrive at airports within Indian ATFCM area from airports which are outside Indian ATFCM area.
3.
3.1
3.1.1
The functioning of C-ATFM involves ATFM community participation, which includes air space users, airport operators, military, regulator (DGCA) and Airports Authority of India.
3.1.2
Members of ATFM community participate and collaborate in the planning, development, use, regulation, operation and maintenance of the ATFM system, within the framework of the concept of Collaborative Decision Making (CDM), elucidated by ICAO in the Global Air Traffic Management Operational Concept (Doc. 9854 AN/458), Global Air Navigation Plan (Doc. 9750 AN/963) and Manual on Collaborative Air Traffic Flow Management (Doc 9971 AN/485).
3.1.3
The application of CDM will facilitate to reach an acceptable solution in which requirements of all participants and effective operation of ATM system will be considered.
3.2
3.2.1.
Airports Authority of India, in accordance with ICAO guidelines on PANS-ATM has established Central Air Traffic Flow Management system (C-ATFM) in India.
3.2.2.
In phase I, Flow Management Positions (FMPs) of six airports namely Delhi, Mumbai, Bengaluru, Chennai, Kolkata and Hyderabad, which account for 60 % Air Traffic handled at Indian Airports, have become operational to provide support to Central Command Center (CCC).
3.2.3.
In Phase II, FMPs will be made operational in a phased manner at additional 30 airports. The locations of the FMPs is provided in para 13. The FMPs will be operational as per the operational watch hours of the respective airport.
3.2.4.
The C-ATFM system, provides AAI and Aircraft Operators with significant capabilities to perform strategic, pre-tactical, and tactical ATFM and CDM associated with departures and arrivals into the six airports. The Phase II capabilities will include extending flow management capabilities to additional 30 airports and airspace sectors.
3.2.5.
The C-ATFM system is designed for easy access through web based application. Authorized users are able to access the C-ATFM system through secured log in process and participate in the CDM process.
3.3.
3.3.1.
3.3.1.1.
The Jt. Director General, DGCA approves the summer and winter flight schedules for domestic scheduled airlines on bi-annual basis under the provision of Rule 140A of the Aircraft Rule 1937. The Summer Flight Schedule is valid for a period from last Sunday of the month of March to last Saturday of the month of October of every year whereas the Winter Flight Schedule is valid from last Sunday of the month of October to last Saturday of the month of March ever year.
3.3.1.2.
A slot coordination meeting is convened by AAI, inviting all the stakeholder’s participation under the Chairmanship of DGCA. During the slot coordination meeting, filed slots for each airport by airlines are discussed in respect of runway closure and other safety concerns and in accordance with guidelines for slot allocation issued by Ministry of Civil Aviation & worldwide slot allocation guideline issued by IATA.
3.3.1.3.
Based on the deliberations during the meeting such as agreement on slot finalisation between airline and airport operators, redressal of call sign conflicts & block hour related issues, approval to the airline-wise flight schedule is accorded. The approved flight schedule forms the basis for strategic air traffic flow management planning.
3.3.2.
3.3.2.1.
With access to approved flight schedules, Flight Plans and operational flight data from AAI’s ATC automation system, strategic and pre-tactical demand predictions are provided by the C-ATFM (“SKYFLOW”) system to determine periods of excess demand compared to the Declared/ Practiced airport Capacity.
3.3.2.2.
C-ATFM operates on the principle of primarily making efforts towards efficient capacity management followed by application of ATFM regulation (delaying aircraft on the ground).
3.3.2.3.
C-ATFM will, when necessary, apply ATFM measures such as Ground Delay Programs (also known as Airport Delay Program-ADP) and/or Ground Stop (also known as Airport Stop Program- ASP) Programs, by issuance of “Calculated Take Off Time” (CTOT). ATFM Measures are collaborated with airspace users and airport operators as an integral part of the CDM process.
3.3.2.4.
Alternative ATFM measures, which will be operational in phase II, include re-routing of aircraft both strategically and tactically, fix balancing, Miles-In-Trail (MILT), Minutes-In-Trail (MINT) and Level Capping.
3.3.2.5.
Once an ATFM Measure is implemented, CCC will monitor updated demand predictions. Updated predictions are driven by tactical flight data updates from the automation systems as well as flight specific updates provided by aircraft operators.
3.3.2.6.
Airspace Users (AU)/Aircraft Operators (AO) are provided capabilities to monitor the SKYFLOW system and may request CCC for schedule management adjustments (e.g., slot substitutions) to optimize their operations consistent with the available capacity.
3.3.2.7.
A web portal access to the SKYFLOW system is provided via www.atfmaai.aero which is compatible with all the browsers. The SKYFLOW system provides the stakeholders a common situational awareness of the current ATFM status and information about ATFM measures in India. (A hyperlink to the ATFM system is provided on www.aai.aero). AU/AOs will be able to view flight details and their own slots during an ATFM Measure. ATS Units and aerodrome operators will also be able to view all flights arriving and departing from their aerodrome.
3.3.2.8.
C-ATFM system provides post operational reports to help AAI and their stakeholders to evaluate system performance and lessons learnt.
3.4.
3.4.1.
At times when air traffic demand exceeds available capacity, a regulation (ATFM measure) will be applied by C-ATFM system and departure times will be issued in the form of a Calculated Take off Time (CTOT). This is facilitated by the SKYFLOW automated system algorithm at the CCC.
3.4.2.
For flights subject to a regulation, CCC will allocate a CTOT, not later than two hours before Estimated off- Block Time (EOBT). This information can be accessed through SKYFLOW log-in. The information may also be sent to the aerodrome operator, ATC and the Aircraft Operator as an e-mail message.
3.4.3.
Recipients of the CTOT messages as above are required to comply with the issued departure slot time. The AUs shall arrange their flights so as to take-off within the slot tolerance window (-5 to +10 minutes of the CTOT). ATC shall ensure that the departures comply with the CTOT regulations so that excessive holdings and diversions are avoided.
3.4.4.
When AUs are unable to meet the departure slot window, they shall inform respective ATC unit with a revised EOBT. ATC or/and the local FMP will in turn inform CCC about the revised EOBT and when possible will receive a revised CTOT to be passed on to the aircraft.
3.4.5.
Full details of the ATFM regulation process and procedures related to Flight Planning and C-ATFM are published in the ATFM User’s Manual section of the C-ATFM Operations handbook.
4.
4.1.
All Airline Operators should adhere to Flight Planning requirements as stated below:
a) Flight plans shall be submitted at least 3 hours before the EOBT;
b) The window for filing FPL is between 3 Hours and 120 Hours (Five days) before the EOBT. Earlier filing of FPL will give a realistic demand data to the CCC and hence the requirement of ATFM measures can be identified early for better planning. Late filing of a flight plan will lead to inaccuracies in predicting the demand and may lead to a delay;
c) All flights departing, arriving or overflying India subject to a change in an EOBT of more than 15 minutes shall notify the change to the C-ATFM system through AFTN message. All ATS messages such as FPL, CNL, DLA, CHG shall be addressed to VIDPCTFM also.
d) It is in the best interest of Aircraft Operators to initiate prompt revisions or cancellations, thus permitting the ATFM system to maximize use of available capacity and minimize delay. The later the revision is made the greater is the probability of a delay.
e) Originators of all NOTAM, AIS and MET messages pertaining to Indian airports/FIRs shall include VIDPCTFM additionally in the addressee list of such messages.
f) Full details of flight planning requirements are included in the ATFM User’s Manual section of C-ATFM Operations Handbook.
4.2.
4.2.1.
The following flights are exempted from the ATFM Measures:
a. Flights experiencing an emergency, including aircraft subjected to unlawful interference;
b. Flights in search and rescue or fire-fighting missions;
c. Urgent medical evacuation flights specifically declared by medical authorities where flight delays would put the life of the patients at risk;
d. Flights with “Head of State” status;
f. Other flights specifically identified by appropriate authorities.
Note: After medical flights have completed their mission, they shall be subject to ATFM measures. Scheduled passenger transfer flights are, by their nature, non-urgent and should not be given priority under normal operational situation.
4.2.2.
Flights exempted from ATFM measures shall indicate the exemption in their flight plan (Field 18 - STS/HEAD, STS/MEDEVAC etc.).
4.3.
4.3.1.
In order to comply with a CTOT, Aircraft Operators should plan its off-block time consistent with the CTOT, taking into account the taxi time;
4.3.2.
Any change to the EOBT of more than 15 minutes (+ or -) for any IFR flight shall be communicated to ATC and ATFM, by appropriate ATS message;
4.3.3.
If the original EOBT can no longer be met, then the AO shall communicate the new EOBT by use of a DLA or CHG message. When an AO submits an amendment message to ATC and ATFM, they must always give an EOBT which indicates the time the AO wants to be off-blocks;
4.3.4.
The procedure to be followed to modify the EOBT is as follows:
a) To amend the EOBT to a later time, a DLA or CHG message shall be sent to ATC and CATFM;
b) To amend the EOBT to an earlier time, a CNL message must be sent to ATC and CATFM which cancels the earlier FPL. It shall be followed five minutes later by a new flight plan with new EOBT indicated.
4.3.5.
Whenever the EOBT of a flight is changed sufficiently in advance, the SKYFLOW system may allocate a revised CTOT. In any case, the CTOT of the flight will always be later than the new EOBT plus the taxi-time.
4.3.6.
However, if the EOBT is revised closer to the actual time of operations, ATFM system will not be in a position to issue a revised CTOT. In this case the flight is treated on its merits and may be subjected to tactical ATC delay in coordination with FMP/CCC.
5.
5.1.
5.1.1.
Provide RPL data to ATS units and subsequent changes if any in RPL, as per laid down procedures;
5.1.2.
Update RPL data and subsequent changes in the SKYFLOW system after approval of schedule by DGCA;
5.1.3.
Ensure that the details given in the FPL are consistent with that of the RPL/ Flight Schedules;
5.1.4.
5.1.5.
5.1.6.
Comply with the provisions of filing of flight plans and for amending of EOBT; and
5.1.7.
Obtain ADC number from IAF MLU if necessary, in case of revised EOBT.
6.
6.1.
6.1.1.
Disseminate ADP and CTOTs to the concerned ATC centres in a timely manner.
6.1.2.
Coordinate with CCC for cancellation of CTOTs or for any contingency events affecting capacity.
6.1.3.
7.
7.1.
7.1.1.
7.1.2.
Coordinate with the respective FMPs for revisions to EOBT when flights are unable to adhere to their slot;
7.1.3.
Keep FMP informed about any changes or occurrences that can affect the capacity of the aerodrome; and
7.1.4.
Accord priority for push-back /start/departure to aircraft subject to CTOT.
8.
8.1.
8.1.1
Provide, at the earliest opportunity, but at least 14 days in advance, details of any event that may lead to an hourly increase in demand, e.g. sports event, trade fair, Government/Public meeting, air show etc;
8.1.2
Send such Event-related information to: Email: ccc_catfm@aai.aero Fax: + 91-11-25652131;
8.1.3
Coordinate with local ATC and FMP for allocation/revision of airport slots;
8.1.4
Notify concerned FMP of events/maintenance works etc., that may impact airport capacity;
8.1.5
Participate in the C-ATFM activities and CDM and;
a) Provide updated flight schedules to CCC for accurate demand predictions;
9.
9.1
C-ATFM operating concept envisages active civil-military coordination & cooperation on sharing of data and other resources, thus enabling an optimal use of national airspace system. Further it may be noted that, in case of exigencies, the Defence liaison at CCC will be the focal point of contact for all required coordination between C-ATFM and Defence.
9.2
Military ATC unit shall liaise with the respective airports/ concerned Defence authorities for information on Special User Airspace
10.
10.1
The roles and responsibilities of all stakeholders for the collaborative decision making of ATFM are being jointly developed and agreed upon. The applicable common rules will be published in a document called “Common Business Rules” (CBR).
11.
11.1
Specific C-ATFM procedures and information will be available in the C-ATFM Operations Handbook published by the ATFM Directorate of AAI and can be downloaded from: http://www.atfmaai.aero
11.2
The C-ATFM Operations Handbook containing comprehensive information and procedures on ATFM includes:
11.2.1
General and C-ATFM Systems: this section contains details of the C-ATFM and CCC organization, area of responsibility of various stakeholders and a description of CATFM systems.
11.2.2
The ATFM User’s Manual: this is a self-contained user’s manual for aircraft operators and ATC units describing C-ATFM operating procedures in the context of the SKYFLOW system.
11.2.3
Flight Planning User’s Manual: this is a self-contained user’s manual describing operating procedures for flight plan filing in the context of ATFM.
12.
12.1 General ATFM enquiries should be addressed to:
Executive Director (Air Traffic Flow Management)
Airports Authority of India, Rajiv Gandhi Bhavan
13.
14.
14.1
14.1.1
Flexible Use of Airspace (FUA) is an airspace management concept based on the principle that airspace should not be designated purely as civil or military, but rather as a continuum in which all user requirements are accommodated to the greatest possible extent.
14.1.2
The Government of India approved implementation of Flexible Use of Airspace in India in March 2013.
14.2
a) Airspace Management Cell (AMC) is a joint civil/military cell responsible for the day-today management and temporary allocation of national airspace under the FUA concept.
b) Airspace Use Plan (AUP) is an ASM message of NOTAM status notifying the daily decision of an Airspace Management Cell on the temporary allocation of the airspace within its jurisdiction for a specific time period, by means of a standard message format.
c) Approved Agency (AA) is a unit, which has been authorised by an Airspace User to deal with an Airspace Management Cell for airspace allocation and utilisation matters.
d) Centralised Airspace Data Function (CADF) is an ASM function performed by the National AMC (N-AMC) for consolidating the AUPs / UUPs published by the Regional AMCs (R-AMC) and publishing them on the ATFM portal as electronic AUP (eAUP) / electronic UUP (eUUP).
e) Collaborative Decision-Making (CDM) is a process whereby all ATM decisions, except for tactical ATC decisions are based on the exchange of all relevant information for transit operations between civilian and military parties.
f) Conditional Route (CDR) is a non-permanent ATS route or part of it that can be planned and used under special conditions.
g) General Air Traffic (GAT) encompasses all flights conducted in accordance with the rules and procedures of ICAO and/or the national civil aviation regulations and legislation.
h) Operational Air Traffic (OAT) encompasses all flights which do not comply with the provisions stated for GAT and for which rules and procedures have been specified by appropriate authorities.
i) Prior Coordination Airspace (PCA) is a portion of airspace of defined dimensions within which individual GAT is permitted to fly “off-route” only after prior co-ordination initiated by GAT controllers with OAT controllers.
j) Reduced Coordination Airspace (RCA) is a portion of airspace of defined dimensions within which GAT is permitted to fly “off-route” without requiring coordination between controllers.
k) Special Use Airspace (SUA) is the term used for airspace wherein activities must be confined because of their nature, or wherein limitations are imposed on aircraft operations that are not a part of those activities, or both. SUA is a generic term used to refer to Restricted Areas, Danger Areas, Prohibited Areas, TRA and TSA.
l) Temporary Reserved Area (TRA) is an airspace temporarily reserved and allocated for the specific use of a particular user during a determined period of time, through which other flights may pass with permission from Air Traffic Control (ATC).
m) Temporary Segregated Area (TSA) is an airspace temporarily reserved and allocated for the exclusive use of a specific user during a determined period of time, through which no other flights may pass.
14.3
a) NHLAPB: Implementation of Flexible Use of Airspace is the responsibility of National High Level Airspace Policy Body (NHLAPB). NHLAPB is the high level body chaired by Secretary (Civil Aviation) and ex-officio members from Ministry of Defence (MoD), Indian Air Force (IAF), Indian Navy (IN), Indian Space Research Organization (ISRO), Directorate General of Civil Aviation (DGCA) and Airports Authority of India (AAI).
b) NAMAC: National Airspace Management Advisory Committee (NAMAC) is a national airspace management body that is constituted to provide assistance and advice to the NHLAPB in formulating the national ASM policy and carry out the necessary strategic planning work, taking into account the requirements of civil and military airspace users and ATS providers.
c) FUA Secretariat: FUA Secretariat is a working level body residing within Directorate of Airspace Management of AAI, which carries out necessary facilitation for implementation for FUA concept.
d) AMC: Airspace Management Cells (AMC) are joint civil/military cells responsible for the day-today management and temporary allocation of national airspace under the FUA concept. AMCs will be established at metro ATC centres across the country.
e) Airspace Users: Airspace Users include both civil and military users who coordinate with AMCs for pre-tactical and tactical allocation of temporary airspaces (TSA & TRA) and conditional routes (CDR).
14.4
14.4.1
The FUA Concept is based on three levels of Airspace Management, which correspond with the associated civil / military ATM coordination tasks. The three levels of ASM have specific timeframes matching with the availability of associated FUA structures like TSA, TRA and CDR.
14.4.2
a) Strategic ASM, also referred to as ASM Level 1,
14.4.3
Strategic ASM (ASM Level 1) consists of a joint civil-military process for formulating the national ASM policy and to carry out the necessary strategic planning work for conducting airspace management activities, taking into account national and international airspace users’ requirements, within the framework of national security requirements. Strategic ASM activities include periodic review of national airspace and creation of airspace structures such as TSA, TRA and CDR. The procedures to be followed at pre-tactical and tactical ASM levels, the priority rules and the negotiation procedures for airspace allocation at these levels should be determined at the strategic level.
14.4.4
Pre-Tactical ASM (ASM Level 2) consists of the day-to-day management and temporary allocation of airspace by Regional and National AMCs. AMCs are joint civil/military ASM focal-points which have the authority to conduct ASM within the framework of the national airspace structures, priority rules and negotiation procedures as laid down by the NHLAPB. AMCs collect and analyse airspace requests from various airspace users. After coordination with stakeholders, the AMCs promulgate the airspace allocation as an Airspace Use Plan (AUP) and changes thereto as Updated Airspace Use Plans (UUP).
14.4.5
Tactical ASM (ASM Level 3) consists of the real-time activation, deactivation or real-time reallocation of the airspace allocated at ASM Level 2 and the resolution of specific airspace problems and/or traffic situations between civil and military ATS units and/or controlling military units and/or controllers, as appropriate.
14.5
14.5.1
The FUA concept uses airspace structures and procedures that are particularly suited for temporary allocation and/or utilization, such as Conditional Routes (CDR), Temporary Reserved Areas (TRA), Temporary Segregated Areas (TSA), Reduced Coordination Airspace (RCA) and Prior Coordination Airspace (PCA). The use of these airspace structures is enabled through specific processes and procedures described hereafter.
14.5.2
14.5.2.1
A Conditional Route (CDR) is an ATS route or a portion thereof which can be planned and/or used under certain specified conditions only. CDRs permit the definition of more direct and alternative routes by complementing and linking to the existing ATS route network.
14.5.2.2
CDRs can be established through Strategic ASM (ASM Level 1) processes:
• through areas of potential temporary reservations (e.g. TRA or TSA), with opening/ closure conditions resulting from associated military activities; and/or
• to address specific ATC conditions (e.g. traffic restrictions or ATC sectorisation compatibility) with opening/closure conditions resulting from purely civil needs.
14.5.2.3
The properties of CDRs, including their categories, alignment and route designator, are published in AIP-India.
14.5.2.4
CDRs are divided into three categories according to their estimated period of availability and flight planning possibilities:
14.5.2.4.1
CDR1 - Permanently Plannable CDR
• CDR1 are available for flight planning during periods of time published in the AIP.
• When a CDR is expected to be available for most of the time, it should be declared as permanently plannable for stated time periods and published as CDR1 in the AIP.
• CDR1 can either be established on H 24 basis or for fixed time periods and/or at fixed flight level bands.
• The closure of a CDR1, which requires re-filing of the affected flight plans, has to be published in the form of a NOTAM with appropriate advance notification, not less than 7 days. The closure information should also be included in the relevant AUP / UUPs.
14.5.2.4.2
CDR2 - Non-Permanently Plannable CDR
• CDR2 may be available for flight planning. Flights may only be planned on a CDR2 in accordance with conditions published daily in the AUP/UUP.
• CDR2 form part of predefined routing scenarios depending on the allocation of associated AMC-Manageable Areas or for addressing specific ATC conditions.
• CDR2 availability can be requested by the Flow Management Positions (FMPs) or ACCs to adjust traffic flow, when a capacity shortfall has been identified and after consideration of relevant ATC factors.
• CDR2 when not available according to AUP/UUP publication may also be managed tactically, whenever conditions allow short-notice usage, subject to coordination between responsible ATS and/or controlling military units.
14.5.2.4.3
• CDR3 are not available for flight planning. Flights must not be planned on these routes but ATC units may issue tactical clearances on such route segments, when made available.
• CDR3 are those CDRs that are expected to be available at short notice when the pre-notified activity in the associated AMC-Manageable Areas has ceased, or for addressing specific ATC conditions.
• After coordination with the associated military ATS unit or Controlling Authority of the associated AMC-Manageable Area(s), the controller responsible may offer an aircraft a short-notice routing through the area using a predefined CDR3.
• CDRs3 are published in AIPs as CDRs usable on ATC instructions only and are not subject to pre-tactical allocation by AMCs.
14.6
14.6.1
Temporary Airspace Allocation (TAA) process consists of the allocation of airspace of defined dimensions, either notified in AIP as “AMC Manageable” Areas (TRA / TSA / AMC-Manageable Danger/Restricted Areas) or published through NOTAM as user-defined temporary Danger or Restricted areas, which may also be AMC manageable. Airspaces designated as Permanent Restricted Areas (PRA) are not AMC-manageable.
14.6.2
Temporary airspaces are established in response to the need for civil, military, R&D, training, test flights or activities of temporary nature, in accordance with national policy and allocated by AMCs for specific activities. Temporarily reserved airspaces, which are published in AIP, can be classified into the following two types, based on whether the airspace offers transit possibility to non-participating aircraft:
14.6.3
The fundamental difference between TRA and TSA lies is in the fact that, if, due to the nature of the activity, segregation is needed to protect participating and non-participating traffic, only TSA applies. Tactical crossing of the area should not be allowed when the TSA is activated. TRA allows tactical crossing of the area in coordination with the Controlling Authority.
14.6.4
In the context of the FUA Concept, all TRAs and TSAs are airspace reservations subject to management and allocation at ASM Level 2 through AMCs.
14.7
14.7.1
The following general rules, as detailed below, shall apply in determining the order of priority of aircraft operations:
a) An aircraft which is known or believed to be in emergency compelling it to land without delay; e.g. aircraft experiencing engine failure, acute shortage of fuel or total communication failure.
b) Military fighter flights invariably experience shortage of fuel if not allowed to proceed as per the planned operations. Any alteration to their optimum flight profile (flight path/level) should be avoided / minimized in general. The ground time limitations of military fighter aircraft entail that the departures are accommodated from intended Civil/Military aerodromes without any delay.
c) An aircraft engaged in a live scramble.
d) An aircraft carrying sick or injured persons, requiring urgent medical attention or carrying out approved medical evacuation (Medical Flights).
e) An aircraft carrying VVIP as laid down in procedures for their handling.
f) An aircraft proceeding on Search and Rescue missions.
g) Military flight carrying out large integrated formations in military exercises.
h) Aircraft / RPA in approved urgent operational military commitment which has been coordinated with appropriate ATC Centres.
i) Aircraft on large scale weather deviations.
j) Aircraft landing at alternate aerodromes after diversion due adverse operational or weather conditions at their intended destination.
14.8
14.8.1
Pre-Tactical ASM at ASM Level 2 consists of the day-to-day management and temporary allocation of airspace through National or Regional AMCs.
14.8.2
A National Airspace Management Cell (N-AMC) in Delhi and four Regional AMCs (R-AMCs) in the metro Area Control Centres at Chennai, Delhi, Kolkata and Mumbai respectively, established with adequate representation from civil and military ANSP/ATSP, DGCA (in N-AMC only) and airlines shall act as the ASM Level 2 focal-points. The four R-AMCs will be established in a phased manner as explained in Section 21.11.
14.8.3
R-AMCs have been vested with the authority to conduct the ASM function within the framework of national airspace structures, priority rules and negotiation procedures approved by the NHLAPB. R-AMCs (and N-AMC, when required) have adequate authority to efficiently resolve conflicting airspace requests and minimize the necessity for referral to higher authorities.
14.8.4
The N-AMC shall oversee the functions of the R-AMCs and shall act as the facilitator for any negotiation required between R-AMCs and the civil / military airspace users. The N-AMC has been collocated with Central Command Centre (CCC) of the Central Air Traffic Flow Management (CATFM) system and will perform Centralized Airspace Data Function (CADF) functions.
14.8.5
R-AMCs and N-AMC shall engage in Collaborative Decision Making (CDM), within the framework of FUA and within the powers vested in them, by the NHLAPB.
14.8.6
14.8.6.1
N-AMC comprises of ATC officers from AAI, IAF & Indian Navy, airline operators, airport operators and DGCA.
14.8.6.2 N-AMC is collocated with CATFM-CCC, presently located in the 4th Floor of the new ATS Complex, IGI Airport, New Delhi.
14.8.7
14.8.7.1
R-AMCs will comprise of ATC officers from AAI, IAF & Indian Navy, airline operators and airport operators.
14.8.7.2
The R-AMCs, when established, shall be functionally integrated with the corresponding FMPs. The CDM process will take place between the members of each R-AMC for arriving at decisions during pre-tactical activities, which will be communicated to the N-AMC (CCC) through the respective FMPs.
14.9
14.9.1
14.9.1.1
Agencies responsible for airspace activities should submit their requests for the allocation of temporary airspaces and conditional routes (TSA / TRA / AMC-Manageable Restricted / Danger Areas and CDR) to the appropriate R-AMC in adherence with the conditions laid down for the TSA/TRA/CDR activation and deactivation. Requests for allocation of temporary airspaces shall be submitted by the Approved Agencies (AA) on behalf of the Controlling Authorities of the concerned temporary airspaces. Similarly, request for allocation of CDRs shall be submitted by the concerned ACC or FMP.
14.9.1.2
After the R-AMC has received, evaluated and de-conflicted the airspace allocation requests, it will convey the allocation plan in advance by publishing an Airspace Use Plan (AUP) on a daily basis. Airspace Use Plan (AUPs) activates Conditional Routes (CDRs) and allocate TSA / TRA / AMC-Manageable Restricted & Danger Areas for specific periods of time.
14.9.1.3
If necessary, changes to pre-tactical airspace allocation is effected by R-AMCs through the publication of Updated Airspace Use Plan (UUP). This Plan notifies the changes to the airspace allocation on the day of operations. The Airspace Use Plan (AUP) and the Updated Airspace Use Plan (UUP) will be published in the prescribed format. The current UUP will completely replace the previously published AUP / UUP.
14.9.1.4
The AUPs published by the R-AMCs are collected by the N-AMC. The N-AMC has been vested with the responsibility of the compilation of AUPs/UUPs published by the R-AMCs and publishing the corresponding eAUP / eUUP in the ATFM portal.
14.9.2
14.9.2.1
Units that represent airspace user entities (e.g. squadrons), which need to utilize TRAs / TSAs or AMC-Manageable Restricted / Danger areas are designated as Approved Agencies (AA) by the respective organisations such as IAF, Indian Navy and Indian Army. AAs are permitted to negotiate with R-AMCs for airspace allocation on behalf of the airspace user entities under their jurisdiction. The airspace user for whom the TSA or TRA has been created shall be considered as the priority user for that airspace. However, R-AMC will still be vested with the authority to negotiate with the AA representing the airspace user entity for accommodating allocation request by another user, especially when the requirement of the latter is one of national importance. In general, the requirement of highest national importance will be considered in case of any conflicting demands.
14.9.2.2
Approved Agencies are required to:
a) plan submission of airspace use activities in advance so as to be able to notify their needs for airspace to the R-AMCs on the day before the activity;
b) submit to the R-AMC, on the day before the proposed activity (D-1), requests for airspace utilization and allocation;
c) inform R-AMC of any change in the proposed activity, including cancellations, for the promulgation of UUP;
d) submit a new request for airspace allocation to the R-AMC for the promulgation of UUP; and
e) ensure, on the day of the activity, that the airspace usage is in accordance with the airspace allocation.
14.9.3
14.9.3.1
Requests for allocation of CDRs are based on capacity needs identified by the ACCs and FMPs, in coordination with ATFM CCC in the pre-tactical ATFM phase. ACC/FMP should forward the requests for allocation of specific CDR2 routes to the appropriate R-AMC in the pre-tactical stage (D-1).
14.9.4
14.9.4.1
The agencies (military or non-military) for which TSAs/TRAs have been created will be considered as priority users consequent to receipt of their requests.
14.9.4.2
The requests for airspace allocation may also contain the priority of a mission-critical exercise from the military authorities and the AMCs shall handle such request by assigning them a suitably high level of priority owing to national security.
14.9.4.3
The R-AMCs shall also collect and analyse all airspace requests which may require temporary airspace segregation, including airspace allocation decisions taken at ASM Level 1 in respect of major military exercises, air shows etc.
14.9.4.4
The R-AMCs shall also analyse the CDR availability requests together with the traffic demand, anticipated ATC capacity problems and expected delay information received from the FMP(s).
14.9.4.5
The R-AMCs shall resolve conflicting requests for TSA/TRA and CDRs utilizing all relevant information, and in general, according priority to national requirements.
14.9.4.6
The R-AMCs shall respond to any additional request for assistance by the CCC for Flow Management, the ACC/FMPs and Approved Agencies or matters arising from major ATS routes inconsistencies or unexpected events.
14.9.4.7
The AMCs are suitably represented by the military airspace users and the decisions made are collective and collaborative.
14.9.4.8
N-AMC and R-AMCs act as ASM Level 2 national and regional ASM focal points, improve civil-military coordination and manage the airspace to ensure its flexible use.
14.9.4.9
AMCs conduct Pre-Tactical ASM Level 2 airspace allocation and management operations in a decisive, timely and efficient manner and resolve conflicting airspace requests and ASM Level 2 problems.
14.9.4.10
After the R-AMC has completed the allocation process through the promulgation of the AUP, modification of the airspace allocation might be necessary. Modifications of the airspace allocation are effected by the R-AMC through an Updated AUP (UUP). UUP will consist of any cancellations or changes within the allocated lateral and vertical limits and the time slot. R-AMC may also consider new requests for allocation, if it does not affect the use any previous allocated airspace or CDR.
14.9.4.11
The R-AMCs will be provided with communications equipment required to facilitate communication/coordination with all appropriate partners (AAs, FMPs, CCC and other R-AMCs). This is possible through the colocation of the R-AMCs in the Metro ATC Centres, which are already equipped with a communication network. The communication channels to be used shall be on mutually agreed terms between the agencies involved.
14.9.5
14.9.5.1
In order to take advantage of available CDRs, AOs are required to submit their flight plans taking into account the latest available information. Flight plans should include route changes and the use of CDRs pertaining to a particular flight.
14.9.5.2
AOs shall have suitable and adequate means of internal distribution of the revised flight plan to all units, especially the pilot-in-command.
14.9.5.3
14.9.5.3.1
CDR1 are plannable as permanent ATS routes subject to the conditions published in AIP.
14.9.5.3.2
Any CDR1 closure which requires re-filing of flight plan is published through NOTAM at least 7 days in advance and, for safety reasons, published in AUP/UUP and notified again to the operators by eAUP/eUUP. In such case, any flight plan which uses the CDR1 portion during the affected period is to be cancelled or changed in accordance with the procedures laid down in the AOs’ Operations Manual.
14.9.5.3.3
In case a CDR1 closure is cancelled, a new NOTAM is required to cancel/ replace the existing one. The current AUP / UUP will also indicate the cancellation of the CDR1 closure.
14.9.5.3.4
In the very unlikely event of a short notice unavailability of a CDR1, flights will be instructed by ATC to use alternative routes. Operators should consider the implications of the possible use of the alternate ATS routes published for each CDR1 in the AIP.
14.9.5.4
14.9.5.4.1
Flights on CDR2 can only be planned when the CDRs are made available through AUP/UUP. In this respect, the UUP could also notify the closure of CDR2 declared available in AUP and/or previous UUPs. The closure is notified by deleting the (available) CDR2 from the previous AUP/UUP and notified to the AOs by eAUP/eUUP. AOs should also refer to the NOTAMs and ATFM Daily Plan (ADP) for additional information regarding the specific utilization of available CDR2.
14.9.5.4.2
Whenever an operator wishes to take advantage of particular available CDR2 or is required by the Civil ATS unit to use particular CDR2, an individual flight plan should be submitted. It should contain in Item 15 the available CDR2 to be followed. Under these circumstances, any associated RPL shall be cancelled or changed in accordance with the procedures laid down in the AO’s Operations Manual.
14.9.5.5
14.9.5.5.1
CDR3 are published in AIP as CDRs that are usable on ATC instructions only. Therefore, flights cannot be planned in advance on CDR3.
14.10
14.10.1
14.10.1.1
14.10.1.1.1
The effective application of FUA Concept requires ASM Level 2 airspace allocation decisions to be promulgated daily in an efficient, timely and accurate manner by each R-AMC by means of Airspace Use Plan messages (AUP).
14.10.1.1.2
R-AMCs will publish AUP in the form of a NOTAM as soon as possible and not later than by or 1500 IST (0930 UTC) to cover the 24 hour time period between 0000 to 2359 UTC the next day (0530 IST the next day to 0529 IST the day after). Several AUPs can be sent in one sequence on the last day before the closure of the R-AMC to cover each day of a weekend or a holiday, if required, but with a maximum of seven consecutive days. The AUP shall also be transmitted by the R-AMC through at least one alternate means (FAX / email) to AOs, AAs, ACCs/FMPs, other R-AMCs and the N-AMC.
14.10.1.1.3
The Indian ATFM system is expected to achieve, in near future, the capability of exchanging FUA messages between AAs, ACCs/FMPs, R-AMCs, N-AMC/CCC and AOs through the CATFM web portal. The web portal will also display eAUPs / eUUP, updated on real-time basis.
14.10.1.2
14.10.1.2.1
After the R-AMC has completed the allocation process, modification of the airspace allocation might be necessary in order to take advantage of any cancellation or modification of previously allocated airspace structure(s). This may also have to be resorted to in case of sudden and unexpected requirements of military for additional activation of TRAs/TSAs and/or increased timings for already activated TRAs/TSAs which may lead to closure of certain routes or portions of routes already allocated. Changes to the airspace allocation will be effected by the R-AMC through UUPs.
14.10.1.2.2
UUPs will replace the current AUP and previous UUPs according to the validity time described in the procedure. It reflects the new plan with the aim of improving ATC capacity and reducing aircraft delays through the more efficient use of airspace and also for accommodating tactical military requirements.
14.10.1.2.3
UUP is published in the form of a NOTAM in the same common format of the AUP. The UUP information published by R-AMCs will be used by CCC to publish eUUPs.
14.10.1.2.4
UUP is also be transmitted by the R-AMC through at least one alternate means (FAX / Email) to the AAs, ACCs/FMPs, AOs, other R-AMCs and N-AMC. However, UUP is not published when there are no alterations to the current AUP/UUP.
14.10.1.2.5
R-AMCs must be informed of any proposed activation of Danger (D) and Restricted (R) Areas within Indian airspace. If the proposed activation has been promulgated through a NOTAM, the R-AMC should take the NOTAM into consideration while carrying out the airspace allocation process in pre-tactical and tactical stages (for issue of UUPs on D day, if required). The R-AMCs need not reproduce the contents of NOTAMs in the AUP/UUPs.
14.10.2
14.10.2.1
14.10.2.1.1
Up to 48 hours in advance of the day of operations, the R-AMCs, through the associated FMPs/ACCs and in coordination with the CCC, should assess the expected traffic forecast for the particular day, identify and highlight capacity shortfalls, and agree on the traffic flow adjustment requirements that will be requested on the particular day of operations.
14.10.2.2
14.10.2.2.1
Before 1100 IST (0530 UTC) on the Day before Operations:
a) the FMPs, along with the concerned ACCs, should compare the CATFM CCC operational requirements for traffic flow adjustment with relevant ACC factors such as sector handling capability, equipment constraints, staff availability and operational factors, and determine the corresponding CDR2 and/or for specific airspace configuration requirements;
b) the ACCs/FMPs should send the CDR2 allocation request and/or specific airspace configuration requests to the R-AMCs, with details of traffic forecasts, capacity shortfalls and delay predictions;
c) the AAs should collect all airspace user requirements for CDRs, TRAs/TSAs, AMC-manageable Restricted / Danger Areas, for the 24-hour period of the day of operations (0530 IST on D to 0529 IST on D + 1) and submit them as the civil/military Airspace Requests to the respective R-AMCs; and
d) the managers of designated Restricted and Danger Areas should advise the R-AMCs of the details of any reduced utilization of these areas.
14.10.2.2.2
Before 1500 IST (0930 UTC) on the Day before Operations:
a) the R-AMCs should collect, collate and analyse all airspace requests, resolve conflicts through negotiation and coordination, respond to any additional requests to resolve route inconsistencies, and decide on allocation of CDRs, TSAs and TRAs in accordance with priority rules established by NHLAPB;
b) the R-AMCs should compose Draft AUP after effecting coordination with other R-AMCs, if required. The R-AMCs should forward their draft UUP to N-AMC by 1300 IST (0730 UTC) at the latest. Between 1300 and 1400 IST (0730 and 0830 UTC), the N-AMC/ CCC should evaluate the impact on the network of the “draft” airspace allocation in close coordination with FMPs
and R-AMCs concerned, identify optimal scenarios and forward proposals to relevant R-AMCs and FMPs. A scenario may contain recommendations on change in CDRs/TRA/TSAs availability details (e.g. flight level band, availability time), sector reconfiguration, etc.;
c) between 1400 and 1500 IST (0830 and 0930 UTC), the R-AMCs should consider the advice/alternatives proposed by the N-AMC and coordinate proposed changes with the Approved Agencies (AAs) that requested airspace reservations, if required. The final airspace allocation decision remains the responsibility of the R-AMC concerned;
d) by 1500 IST (0930 UTC), R-AMCs should promulgate the AUPs in the form of NOTAM for the 24-hour period from 0000 to 2359 UTC on the day of operations (0530 IST D to 0529 IST D+1); and
e) The R-AMCs should send the AUPs through at least one alternate means (FAX / Email) to AAs, FMPs, ACCs, other R-AMCs and AOs.
14.10.2.2.3
Before 1600 IST (1030 UTC) on the Day before Operations:
a) The N-AMC should consolidate the AUP information received from various R-AMCs and ensure that it is published in the ATFM web portal as eAUP.
14.10.2.2.4
After 1600 IST (1030 UTC) on the Day before Operations:
a) AOs should file or re-file their FPLs according to the airspace situation promulgated through AUPs / eAUP.
14.10.3
14.10.3.1
Airspace Users that have requested airspace allocations should advise the R-AMC about any change in the previously submitted airspace allocation request through the respective AAs. This will enable the associated CDR to be available for additional period(s) than that planned in the earlier AUP.
14.10.3.2
When required, the R-AMC should inform the FMP/ACC and the N-AMC about the new airspace opportunities through an UUP:
a) as from the AUP publication (1500 IST), the Airspace Users that requested airspace allocations should advise the respective AAs, which in turn will inform the respective R-AMC before 1730 IST (1200 UTC), about changes in their planning for the next day, if any (e.g. activity completed earlier than planned, cancelled or reduced in time or volume, etc.);
b) upon reception of a such information, the R-AMCs should check if the airspace is needed by another user;
c) when required, and if there is no requirement for use of that volume of airspace from other users, R-AMCs should inform N-AMC/CCC regarding the intention to lift/decrease airspace segregations (in time and/or space) via the promulgation of UUPs at 1700 IST (1130 UTC) and / or 1800 IST (1230 UTC), as per requirement, to inform stakeholders of the opportunity of additional CDR availability; and
d) The UUPs provide information on the changes starting from 0530 UTC on D to 0529 IST on D+1. Any UUP promulgated by R-AMC should contain full information on airspace allocation, completely replacing the previously issued AUP / UUP.
14.10.4
14.10.4.1
On the day of operations the following actions are applicable:
a) Airspace users should utilize the TRAs, TSAs and other AMC-manageable structures in accordance with the latest AUP/UUP promulgated on D-1 or anytime thereafter;
b) ACCs should utilize the CDR1 and CDR2 in accordance with the latest AUP/UUP; and
c) AOs should flight plan the CDR1 in accordance with AIP /NOTAM and CDRs2 according to the latest AUPs/UUPs.
14.10.4.2
On the Day of Operation (D), Airspace Users that requested airspace should advise the AAs about any change in their planned activities (e.g. activity completed earlier than planned, cancelled or reduced in time or volume, etc.) or in exceptional circumstances, any additional requirements in terms of time/airspace. AAs will, in turn, inform the corresponding R-AMCs if functional, or the affected ACC / FMP, regarding the change. This will facilitate the associated CDR to be available / unavailable for additional period(s) than that planned in the AUP/UUP.
a) Upon reception of such information, the concerned R-AMC should check if airspace is needed by another user(s); and
b) The R-AMC will inform FMP and CCC about the new airspace opportunities and publish additional UUPs, if required, from 0900 IST (0330 UTC) every hour up to 1800 IST (1230 UTC). Each UUP promulgated by R-AMC completely supersedes the previous one(s) for the particular day of operation.
14.11
14.11.1
One of the major objectives of AMC is pre-tactical allocation of temporary FUA structures such as TRA, TSA and CDR. The allocation of FUA structures within each FIR will be carried out by the respective R-AMCs in coordination with the N-AMC.
14.11.2
As on date, India has published 27 TRA/TSA and 10 CDR. The limited number of FUA structures available for pre-tactical allocation does not require simultaneous establishment of four R-AMCs and one N-AMC. The existing number of FUA structures available for allocation can be managed by a single AMC.
14.11.3
It is planned to establish an R-AMC at Delhi, which will, for the time being, act as the R-AMC for all four FIRs. It is also planned that Delhi R-AMC will also function as N-AMC until such time more R-AMCs are established, which will in turn, be merged with CCC during the hours of operation of ATFM system.
14.11.4
More R-AMCs will be established in a phased manner depending on the number of FUA structures created, which will ensure optimum use of resources and manpower required for manning the AMCs.
14.11.5
The actual date of commencement of operations at the N-AMC and the R-AMCs and their working hours will be published through G-Series NOTAM.
15.
REDUCED VERTICAL SEPARATION MINIMUM (RVSM) - Policy and Procedures in Chennai, Delhi, Kolkata and Mumbai FIR.
15.1
15.1.1.
The International Civil Aviation Organization (ICAO) Third Asia/Pacific Regional Air Navigation Meeting recommended that Reduced Vertical Separation Minimum (RVSM) should be introduced in the Asia/Pacific region. The Pacific and South China Sea RVSM implementation programs are complete, and application of RVSM will now expand west to the Bay of Bengal States and adjacent FIR. Aircraft operators and air traffic services (ATS) providers may gain significant benefits.
15.1.2.
ICAO Doc 9574 - Manual on Implementation of a 300M (1000Ft) Vertical Separation Minimum between FL290 and FL410 (both inclusive) contains explanation of RVSM.
15.1.3.
ii) Improved utilization of airspace for ATC conflict resolution;
iii) Fuel savings of ≅ 1% for flight closer to optimum cruise altitude; and
15.2.
vi. Special Procedures for In-flight Contingencies in Oceanic Airspace
vii. In-flight Contingency Procedures for Subsonic Aircraft Requiring Rapid Descent, Turn-back or Diversion in Oceanic Airspace
ix. Special Procedures to Mitigate Wake Turbulence Encounters and Distracting Aircraft System Alerts in the Oceanic Airspace
xii. Procedures for Operation of Non-RVSM approved Aircraft in Non-exclusive RVSM Airspace
xiii. Procedures for Operation of Non-RVSM approved Aircraft in climbing or descending through Exclusive RVSM airspace
xiv. Special coordination procedures for cruise operation of NON-RVSM approved aircraft in Exclusive- RVSM airspace
xv. Delivery Flights for Aircraft that are RVSM approved on delivery
xvii. Guidance for Pilot and Controller for Actions in Event of Aircraft System Malfunction or Turbulence Greater than Moderate
15.3.
Exclusive airspace - Airspace in Indian FIRs in which aircraft that are NONRVSM approved are not permitted to flight plan or operate-in unless the provisions of section 14 of this document apply. In regard to the application of RVSM procedures in Indian FIRs aircraft shall be categorized as follows:
i. RVSM Approved - Aircraft, which have gained a RVSM approval from the State of Registry or State of the Operator.
ii. Non-RVSM Approved - Aircraft which do not have a RVSM approval, or was RVSM approved but has become non-approved due to equipment failure.
iii. Approved Non-RVSM - Aircraft which have gained an approval to flight plan in exclusive RVSM airspace, as per special coordination procedures.
15.4.
Identification of RVSM airspace in Indian FIR and the Trasition plan.
15.4.1.
RVSM airspace is prescribed within the Chennai, Delhi, Kolkata and Mumbai FIR within controlled airspace between FL290 and FL410 (both inclusive).
15.4.2.
RVSM airspace in the Indian FIR will be designated as follows-
ii. Exclusive RVSM airspace over Arabian Sea in Mumbai FIR as described in Attachment D
iii. Non-Exclusive RVSM airspace as described in Attachment D
15.4.3.
15.4.3.
The Flight Level Allocation Scheme (FLAS) for the Bay of Bengal Airspace, the Indian Continental airspace and Arabian Sea airspace are detailed below. Flight Level Allocation by ATC shall be in accordance with these tables. In addition, operators shall flight plan in accordance with these tables.