2016 Anseo-02 Atm Overview Notry-Lafitte-Fournier PDF

ANSEO
2016
ANSEO 02
ATM OVERVIEW
October 2016
ANSEO
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SERVICES
CONCEPTS
BASIC REGULATION AND
AIR TRAFFIC MANAGEMENT

École nationale de l’aviation civile • The French Civil Aviation University École nationale de l’aviation civile • The French Civil Aviation University
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Course Syllabus
École nationale de l’aviation civile • The French Civil Aviation University
1. Historical Background and international organisations
2. ATM principles, Altimetry and Altimeter Setting
3. Aircraft, Air traffic, Rules of the Air, Flight Plan
4. ATS Route, Airspace, Aerodrome, Services, Units
5. Phraseology, Clearances and Co-ordinations
6. Aerodrome Control
7. Approach Control
8. En-route Control
9. Separations, wake turbulence separations
10. Alerting Service
11. Introduction to Air Traffic Flow Management and Air Space Management.
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1. Historical background and international
organisations
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1. Historical background and international
organisations
1. Historical background
2. Definitions
3. International Agreements
4. National / International Organisations
5. International Associations
6. Reference documents
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1‐ Historical background
1783 : Joseph and Etienne MONTGOLFIER
launch their hot air balloon (« Globe
Aérostatique ») .
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• 1852: Flight of the first airship.
• 1889: The first international aeronautical congress is held in
Paris to discuss of the aerostation general rules.
• 1891: Publication of the first aviation law treaty.
• 1900: Count Von Zeppelin
launches his first high
speed airship.
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• 1909: Louis Blériot crosses the Channel onboard a heavier‐than‐
air.
• 1919: Paris Conference,
– 18 European states, on behalf of France, meet to establish
the legal status of airspace:
– All civil aircraft in airspace are equally treated (right of non
offensive transit).
• 1919: Farman Goliath aircraft
link from Paris to London and
Paris to Brussels.
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• 1922: Creation of the Air Navigation International Commission
(ANIC), chaired by a frenchman, which writes a convention
called « Règlementation de la Navigation Aérienne ».
• 1944: During the Chicago conference, creation of the
Provisional International Civil Aviation Organization (PICAO)
whose seat is settled in Montreal (52 members).
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1947: The universal and international character of PICAO is
recognised,
The organisation has been renamed and is known today as
the ICAO, the International Civil Aviation Organisation.
191 contracting states in 2015.
http://www.icao.int
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ICAO
ICAO Headquarters in
Montreal.
© Henrickson
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2‐ Definitions
CAA: Civil Aviation Authority
DGAC : France
NSA: National Supervisory Authority
DSAC : France
ANSP: Air Navigation Service Provider
DSNA : France
Training Provider
ENAC : France
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3‐ International agreements
CHICAGO CONFERENCE (1944)
The aims of the conference were:
To facilitate international flights, as soon as
the global military situation would allow it.
To facilitate the safe and regulated
development of international civil aviation
after the war.
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3‐ International agreements
CHICAGO CONFERENCE (1944)
The conference produced 6 documents:

1. An air law convention.
2. An agreement that conducted the creation of a permanent
international body : ICAO, in charge of looking after the proper
application of the Chicago convention.
3. An agreement about international air services
4. An agreement about international air transport.
5. The writing of the drafts of 12 annexes to the convention (these
annexes are now 19).
6. A uniform pattern of bilateral agreement about air services and
route exchange, has been established and recommended by the
conference. It has since been a pattern for bilateral agreements.
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4‐ National / International organisations
International Civil
Aviation Organization
(ICAO)
European Civil
European Aviation Aviation Conference
Safety Agency (ECAC)
(EASA)
EUROCONTROL
Direction Générale
Aviation Civile And many others…….
(DGAC)
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International Civil Aviation Organisation (ICAO)

ICAO is two wholes working simultaneously but differently.
The contracting states association:

The Assembly (legislative)
The Council (permanent and responsible to the Assembly)
The General Secretariat:

The General Secretary
5 directions (Manned with international civil servants.)
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The Assembly: 191 contracting states
Each contracting state deserves a vote.
Detailed examination of all works.
Votes annual budgets.
Decisions taken by a majority of the votes cast.
At least one meeting every three years.
The Council: Permanent body composed of 36 contracting

states elected by the Assembly.
The election of the Council occurs every three years.
The Council is ICAO’s “government”.
It is assisted by commissions and committees.
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International Civil Aviation Organisation(ICAO)
Contracting states General Secretariat

association
General
5 Directions Secretary
Assembly Council
Législation
Technical assistance
Air Navigation
Commissions et Committees
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The regions:
ICAO has 191 contracting states distributed among 9 regions.
Africa – Indian Ocean AFI (Nairobi)

Caribbean CAR
Europe* EUR (Paris)
Middle East - Asia MID/ASIA
North America NAM
North Atlantic NAT
Pacific PAC
South American SAM
* Europe : more than 100 FIRs
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ICAO – Geographical Regions
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4‐ National / international
organizations
1 2 3 4 5
Historical
Background
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Definitions
Agreements Organizations Associations
4‐ National / international
organizations
1 2 3 4 5
Historical
Background
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Definitions
Agreements Organizations Associations
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Relations with other organizations:
ICAO is a specialized UNO institution connected with :
• Global Meteorological Organization

• International Telecommunications Union
• Private air transport international associations (i.e. IATA)
• Other international associations (i.e. ATPL associations,
etc.)
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ICAO basic structure
United
Nations
makes recommandations
ICAO take appropriate actions on the
191 State members reports of the Council
Assembly
many duties inside ICAO
36 members ICAO
Council
Air Navigation Commission
committee
Finances, Human Ressources,
committee
Technical Co‐operation, etc…
committee
committee
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Publications:
ICAO’s publications are used to establish national regulations.

They are in particular:
 SARPS: Standards And Recommended PracticeS

 PANS: Procedures for Air Navigation Services
 SUPPS: Regional SUPPlementary procedures
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Publications
ICAO PUBLICATIONS
SARPS: PANS: SUPPS:

19 Annexes ie ie
DOC. 4444 DOC. 7030
Annex 1
Annex 19
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SARPS
INTERNATIONAL STANDARD AND RECOMMENDED PRACTICES
Definition of Standard:
«Any specification which is recognized as necessary for the safety or regularity of
international air navigation»
Contracting states shall comply with the convention.
If unable to comply, they have to notify differences to the council
Example of standard:
« when two aircraft are on a head on course, or approximately so
and there is danger of collision, each shall alter its heading to the
right » www.enac.fr
SARPS
INTERNATIONAL STANDARD AND RECOMMENDED PRACTICES
Definition of Recommended Practices :

«Any specification wich is recognized as desirable in the interest of the safety,
regularity or efficiency of international air navigation»
Contracting states will endeavour comply with the convention.
If unable to comply, they have to notify differences to the council
Example of recommended practice:

« Recommendation: The detection of an occupied channel should
occur within 0.5 millisecond »
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STANDARD SHALL / MUST ‐ A procedure is mandatory.
Air Traffic control units shall be established to provide air traffic control
service, flight information service and alerting service within control areas,
control zones and at controlled aerodromes.
RECOMMENDATION /SHOULD ‐ A procedure is recommended.
The delineation of airspace wherein air traffic services are to be provided,
should be related to the nature of the route structure and the need for
efficient service rather than to national boundaries.
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6 major freedoms
 Freedom to overfly the state airspace

 Freedom for a technical stop‐over
 Freedom to carry passengers, mail and fret from the aircraft
registration country.
 Freedom to carry passengers, mail and fret to the aircraft
registration country.
 Freedom to carry passengers, mail and fret between 2
countries that ratified the Chicago convention.
 Freedom to carry passengers, mail and fret between 2
countries situated on both sides of countries that signed the
convention.
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European Civil Aviation Conference
(ECAC)
 Intergovernmental organisation founded in 1955 under the auspices of
the ICAO and the European Union.
 44 members currently.
 ECAC’s objective is to promote the continued development of a safe,

efficient and sustainable European air transport system.
 ECAC seeks to:

 harmonise civil aviation policies and practices amongst its member
States,
 promote understanding on policy matters between its member
States and other parts of the world.
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(ECAC)
“Its long-established expertise in aviation matters, its membership

across Europe, its close liaison with the International Civil Aviation
Organization (ICAO) and the Council of Europe, its active co-operation
with the institutions of the European Union, its special relationship with
EUROCONTROL and the Joint Aviation Authorities (JAA), and its
working relations with a wide circle of organisations representing all
parts of the air transport industry, including consumer interests, allow
ECAC to be a forum for discussion of every major civil aviation topic.”
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(ECAC)
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European Aviation Safety Agency
(EASA)
EASA is the centrepiece of the European Union’s strategy

for aviation safety. The Agency promote the highest
common standards of safety and environmental protection
in civil aviation.
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European Aviation Safety Agency
(EASA)
The main tasks of the Agency include:
 Rulemaking: drafting safety legislation and providing technical

advice to the European Commission and to the Member
States;
 Inspections, training and standardisation programmes to
ensure uniform implementation of European aviation safety
legislation in all Member States;
 Safety and environmental type-certification of aircraft,
engines and parts;
 Approval and oversight of aircraft design organisations
world-wide as and of production and maintenance
organisations outside the EU;
 Data collection, analysis and research to improve aviation
safety.
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Eurocontrol
http://www.eurocontrol.int/
• Organisation founded in 1963 to ensure air traffic safety and

management in the European airspace.
• The primary objective is the development of a seamless, pan-European

Air Traffic Management system.
• EUROCONTROL is an intergovernmental Organisation with 41

Member States, committed to building, together with its partners, a
Single European Sky that will deliver the air traffic management
performance required for the twenty-first century and beyond.
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Eurocontrol
http://www.eurocontrol.int/
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Eurocontrol
• The Network Manager extended the role of the former CFMU and now
proactively manages the entire ATM Network (with nearly ten million
flights every year), in close liaison with the air navigation service providers,
airspace users, the military and airports.
• The Maastricht Upper Area Control Centre provides an air traffic control
service for the Netherlands, Belgium, Luxembourg and northern Germany.
• Support of the European Commission, EASA and National Supervisory

Authorities in their regulatory activities.
• Research, development and validation and a substantial contribution to

the SESAR Joint Undertaking.
• Unique platform for civil‐military aviation coordination in Europe with the

introduction of the FUA concept in
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Functional Airspace Blocks
North European FAB (Estonia, Finland,
Iceland, Latvia & Norway)
Danish – Swedish
FAB UK - FAB
Ireland
Baltic FAB (Lithuania &
FAB Europe Central
(Belgium, France, Germany,
Poland)
Luxembourg, Netherlands,
FAB Central Europe (Austria,
Switzerland & Eurocontrol
Bosnia & Herzegovina, Croatia, Czech
Maastricht)
Republic, Hungary, Slovak Rep. &
Slovenia
Danube FAB (Bulgaria &

Romania)
FAB Blue MED (Cyprus,
South West FAB (Spain & Greece, Italy & Malta
Portugal) (Albania, Egypt, Tunisia, Jordan
& Lebanon))
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9 FABs with
common objectives
Cost‐ Environment Military

Safety Capacity mission
effectiveness
Improved Improved effectiveness
safety level safety level Balance the cost Environmental
despite despite traffic operations thanks impact reduction Training
traffic growth to more effective through capabilities and
growth route structure improved routes, readiness postures
and ATC flight profiles & improvement
distances flown
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• The FABEC Example
Initiative driven by the ministries of
Transport and Defense of :
- Belgium
- France,
- Germany,
- Luxembourg
- The Netherlands
- Switzerland
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4‐ National / International organizations
FRENCH EXAMPLE:
Direction Générale de l’Aviation Civile (DGAC)
DGAC
DTA DSNA
(Regulator) (Operator)
DSAC
DTI (National ENAC
(R & D) Supervisory (Training)
Authority)
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Direction des Services de la Navigation Aérienne (DSNA)
French Air navigation services are provided through:

5 area control centres: Athis-Mons, Brest, Reims, Bordeaux and
Aix-en-Provence,
85 airports managed through 11 regional divisions (9 mainland
and 2 overseas).
In 2006, the organisation’s ATC facilities controlled 2,910,518

flights (a rise of 3.8 per cent over 2005).
Peak traffic flow was recorded on 7 July 2006 when the agency
handled 9,200 movements.
Because of the economic crisis, those figures are still the higher
ever. (2010 : 2 700 546 flights)
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REGULATOR OPERATOR NSA OTHER…
Operational Direction AIS

Certification
In charge of.. of Training
In charge of Organisms/ school:
establishing Application ENAC
TWR/APP/ACC
Laws: of Rules/
eg Air Law… Laws…
FRENCH ORGANIZATION
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How ATC is funded ??
Aircraft operators and passengers are paying taxes.
They are repaid to the concerned ASNP to fund , among others, ATC
services
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5‐ International Associations
IATA International Airlines Transport
Association:
‐260 members
‐ Airline Companies
‐ This association represents, manages and serves the Airline
Companies Industry
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IFALPA: International Federation of
Airline Pilots’ Associations:
Representing more than

100.000 pilots around the world.
The means pilots found at its creation in 1948 to interact and
be able to adapt their job to the new born ICAO regulation
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IFATCA: International Federation of
Air Traffic Controllers’ Associations
Around 50.000 Air Traffic Controllers from 130 countries.
The goals of the Federation are to:
- promote safety, efficiency, and regularity of

international air navigation,
- aid in the development of air traffic control systems,
procedures and facilities
- promote knowledge and professional efficiency among
air traffic controllers.
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CANSO: Civil Air Navigation
Services Organisation
‐ Created in 1996,
- Exists to ensure the provision of air navigation
services for civil aviation communities worldwide.
- Represents the interests of the ANSPs around
the world.
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6‐ Reference Documents
 ICAO documents
 ICAO SARPs : 19 Annexes
 ICAO PANS
 ICAP SUPPs
 European Documents
 EU 2015 – 340 (or SERA Standardised European Rules of the Air)
 National / Local Documents
 AIP
 AIC
 NOTAM
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ICAO Documents
Publications
ICAO’s publications are used to establish national regulations.
ICAO PUBLICATIONS
SARPS: PANS: SUPPS:

19 Annexes Ie DOC. 7030
DOC. 4444
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ICAO Documents
Publications
ICAO PUBLICATIONS
SARPS: PANS: SUPPS:

DOC. 4444
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ICAO Documents
19 Annexes:
Annex 1: Personnel Licences.

Annex 2: Rules of the Air.
Annex 3: Meteorological Service for International Air Navigation.
Annex 4: Aeronautical Charts.
Annex 5: Units of Measurement to be Used in Air and Ground Operations .
Annex 6: Operation of Aircraft
Annex 7: Aircraft Nationality and Registration Marks.
Annex 8: Airworthiness of Aircraft.
Annex 9: Facilitation (of international air transport).
…
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ICAO Documents
19 Annexes:
…
Annex 10: Aeronautical telecommunication.
Annex 11: Air Traffic Services.
Annex 12: Search and Rescue.
Annex 13: Aircraft Accident and Incident Investigation.
Annex 14: Aerodromes.
Annex 15: Aeronautical Information Services.
Annex 16: Environmental Protection :
‐Volume I: Aircraft Noise.
‐Volume 2: Aircraft Engine Emissions.
Annex 17: Security.
Annex 18: The Safe Transport of Dangerous Goods by Air.
Annex 19: Safety Management System
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ICAO Documents
Publications
ICAO PUBLICATIONS
SARPS: PANS: SUPPS:

DOC. 4444
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ICAO Documents
PANS:
Doc 4444 : Air Traffic Management
Specifies, in a greater detail than in the SARPS, the actual
procedures to be applied by air traffic services units in providing
the various air traffic services to air traffic.
Note: Although these procedures are mainly directed to
air traffic services personnel, flight crews should be
familiar with the procedures contained in some chapters
of doc 4444.
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Recap
Global structure :
How to fly :
division of airspace,
priority rules,
Which type of flight in
choosing a flight level,
which type of airspace,
visual meteorological
which services where ?
conditions,
Etc…
Filling a flight plan
Etc…
« Users Manual for ATCO »
One of the most important
Documentation for ATC !
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ICAO Documents
Publications
ICAO PUBLICATIONS
SARPS: PANS: SUPPS:

DOC. 4444
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ICAO Documents
SUPPs:
Doc 7030 : Regional Supplementary Procedures
Specify in details the regional options.
It’s application concerns only the FIRs they are related with.
ICAO Regions limits

CPDLC environment
Radar enironment
ADS-B/C
Non Radar enironment

…………………
RVSM metric system
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ICAO Documents
Other ICAO docs
Doc 8168 : Aircraft Operations
Doc 8643 : Aircraft Type Designators
Doc 7910 : Location Indicators
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National AIP
Définition:
Aeonautical Information Publication
Structure:
 GEN - General
 ENR – En Route
 Aerodromes
 ARR / DEP and IAC
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National AIP
GEN (General)
1. National regulations
2. Tables of codes
3. Services
4. Charges for Aerodromes and Air Navigation
Services
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National AIP
ENR (En Route)
1. General rules and procedures
2. Air traffic Services Airspace
3. ATS Routes
4. Radionavigation aids / Systems
5. Navigation Warnings
6. En‐route charts
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National AIP
Aerodromes
1. Aerodromes / helistations availability
2. Rescue and Fire fighting services and snow plow
3. Index to aerodromes
4. Grouping of aerodromes / helistations
5. Radionavigation and landing aids
6. ATS Communication facilities
7. Mountain airport directory
8. Aerodromes (alphabetic order)
9. Helistations (alphabetic order)
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National AIP
Aerodromes (AD) / ARR‐ DEP
Instrument Arrival and Departure procedures
 Symbols for IAC Charts
 Abbreviations used in AIS publications
 Morse code alphabet
 Conversions table
 Wildlife strike hazards
 General notes relative to IFR approach and departure procedures
 …
Aerodromes (by alphabetic order)
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Other AIS information
AIC: « Aeronautical Information Circular »
Used to provide administrative information which does

not involve restrictions on aviation, for example,
verification data for the awarding of a pilot’s licence,
etc.
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Other AIS information
• NOTAM / « Notice to Airmen »
NOTAM is the aviation communications code word for

“notice to airmen”; used to provide timely information or
conditions which are essential to flight operations; these
notices are controlled by the National Flight Data Center.
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ANSEO

CONCEPTS

SERVICES
1
Course Syllabus

7. Approach Control
8. En-route Control
2. ATM principles, Altimetry and altimeter setting
2
2. ATM principles, Altimetry and altimeter setting
1. ATM Principles
1. Units of measurement
2. Aeronautical alphabet
3. ATM definition
2. Altimetry and altimeter setting
1. Altimetry overview
2. Standard ICAO atmosphere
3. Definitions
4. Altimeter
5. Altimeter setting
6. Exercises
2.1 ATM principles
2.1.1 Units of measurement
TO BE MESAURED UNIT
Distances Nautical Miles (Nm)
Altitudes, heights Metres (m) or Feet (ft)
Horizontal Speed Knot (kt)
Vertical Speed Feet per minute (ft/min)
Wind speed Knot (kt)
Wind direction Degrees (°)
(Take‐off & Landing) Magnetic North
Wind direction Degrees (°)
(other purposes) Geographic North
3
2.1 ATM principles
TO BE MESAURED UNIT
Altitude / Height of clouds Metres (m) or Feet (ft)
Visibility Kilometres (km) or Feet (ft)
Atmospheric pressure Hectopascal
Temperature Degree Celsius (°)
Weight Tonne (t) or Kilogram (kg)
Time Hours (h) and/or Minutes (min)
2.1 ATM principles
TO BE MESAURED ASSOCIATED SYMBOLS EQUIVALENTS
Nautical Miles Nm 1 Nm = 1852 m
Feet Ft 1m = 3,28 ft
Hectopascal hPa 100 Newton/m2
Knot Kt 1 Kt = 1 Nm / h
1 Kt = 1,852 km / h
Universal Time Coordonnated UTC Local time ‐1 (winter)

Z Local time ‐2 (summer)
4
2.1 ATM principles
MEASURES: Conversion Methods
– Conversion method: meters into feet

• meters x 3,3
• Example: 1.500m x 3,3 = 5.000ft
– Conversion method: feet into meters

• feet x 0,3
• Example: 5.000ft x 0,3 = 1.500m
2.1 ATM principles
2.1.2 Aeronautical alphabet
Letters spelling
A Alpha al fah
B Bravo bra vo
C Charlie char li
D Delta del tah
E Echo ek o
F Foxtrot fox trot
G Golf golf
H Hotel ho tel
10
5
Letters spelling
I India in di ah
J Juliette djou li et
K Kilo ki lo
L Lima li mah
M Mike my’ k
N November no vem ber
O Oscar os kar
P Papa pah pah
Q Quebec ke bek
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Letters spelling
R Romeo ro mi o
S Sierra si er rah
T Tango tang go
U Uniform you ni form
V Victor vik tar
W Whiskey ouis ki
X X-ray eks ré
Y Yankee yang ki
Z Zulu zoo loo
12
6
Numbers spelling
0 Zero zee ro Zéro

5 Five Fi’ f Cinq
1 One Oo‐an Unité
6 Six siks six
2 Two too Deux
7 Seven Sev’n Sept
3 Three tree Trois
8 Eight ate Huit
4 Four fo‘r Quatre
9 nine Ni’ ner Neuf
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2.1 ATM principles
2.1.2 ATM definition
Air Traffic Management (ATM)
Dynamic and Integrated Facilities

management of Air Traffic and
Airspace Seamless Services
EFFICIENTLY
SAFELY
ECONOMICALLY Ground-based Functions
Airborne Functions
7
2.1 ATM principles
ATM Objectives
Punctuality: Preferred Minimum

Aos meet their Flight Constraint
planned profiles for the
departure and
arrival times adherence Flights
Without compromising agreed levels of

safety
2.1 ATM principles
ATM
Air Traffic Management
ATS ATFCM ASM

Air Traffic Services Air Traffic Flow and AirSpace Management
Capacity Management
- Air Traffic Control SVC - Airspace design

- Flight Information SVC - Flexible Use of Airspace
8
2.1 ATM principles
Operational
world
ATM*
C N S
Technological
world
Communications Surveillance
Navigation
Radar
Voice
VOR, NdB
ADS
Datalink
RNAV
2.2 Altimetry and altimeter setting

2.2.1 Altimetry overview
• based on the standard atmosphere model

• temperature and gradient assumptions
• atmospheric pressure and gradient assumptions
• this model is less accurate in high altitudes
• allows to perform autonomous vertical measurement

• temperature and gradient assumptions
• atmospheric pressure and gradient assumptions
9
2.2.2 Standard ICAO atmosphere
• Air is dry and its chemical composition ( oxygen, nitrogen, …) is

constant
• At the sea level, temperature is 15°C.
• It decreases by 2°C per 1000ft (300m) approximately down to minus 56°C
05°C
07°C
09°C
11°C 2°C / 1000ft

13°C
15°C

• At sea level, atmospheric pressure is 1013,25 hPa

• It decrease by 1hPa every 28ft (8,5m).
1008 hPa
1009 hPa 1hPa / 28ft
1010 hPa
1011 hPa
1012 hPa
1013 hPa
10
• It is an “ideal” atmosphere.
• Actually, isobars are not horizontal or equidistant . . .

• Nevertheless, we’ll use this model (1hPa = 28ft) to calculate distances
between an aircraft and the ground (or water)

between two aircrafts in flight
minimum separation
11
• Furthermore, we’ll consider in that course that the 1013hPa isobar may vary to
the daily meteorological conditions:
Above sea level (anticyclonic pressures)

. . . Or below the sea level (cyclonic pressures)
1011 hPa
1012 hPa 1009 hPa
1013 hPa 1010 hPa
1014 hPa 1011 hPa
1015 hPa 1012 hPa
1016 hPa 1013 hPa
1014 hPa

Temperature and pressure versus altitude
H(m)
H(km) H(km) 1hPa pour 8,3
540
32 8,68 m ou 27 ft
+1°/km
1050
20 54,74 0 P
950 1013,25
0
-300
11 226,32
-6,5°/km
t(°C)
0
-44,5 15 1013,25 P(hpa)
-56,5
In the vicinity of 1013.25 Hpa, the curve is close to a linear

functoin. So between 950 et 1050 hPa, the pressure
variation is considered as linear. In this case, the vertical
pressure gradient used is 1 hPa per 8,3 m (27 ft )
12
2.2.3 Definitions
• Height: vertical distance of a level, a point or an object (eg: an aircraft)

considered as a point, measured from a specified datum (eg: the ground)
• Altitude: vertical distance of a level, a point or an object considered as a point,

measured from mean sea level (MSL)
• Flight level: surface of constant atmospheric pressure which is related to a

specific pressure datum (1013.2 hPa) and is separated from other such surfaces
by specific pressure intervals
2.2.3 Definitions
Height
Altitude
FL
1013,25 hPa
Mean Sea Level
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2.2.3 Definitions
The ”Q” code
• very old communication code developed when communications where
based on the Morse code
• All messages start with the letter “Q”
• Today, some values or concepts are still designated with the “Q” code:
QDM: Magnetic Bearing to a Station

QFU: Magnetic Bearing of the Runway in use
QSL: acknowledgement
. . . etc.
2.2.3 Definitions
The ”Q” code
• The pressure established at the aerodrome level is called: “QFE”
• The pressure computed (in this atmosphere where 8,5m=1hPa) at the sea
level is called: “QNH”
• The vertical distance between those two pressures is the aerodrome

altitude (Zt).
14
2.2.3 Definitions
The ”Q” code
Height QFE
Altitude QNH
1013,25 hPa FL
1013,25 hPa
Mean Sea Level
2.2.3 Definitions
The ”Q” code
495 hPa
500 hPa
995 hPa
1000 hPa
1005 hPa QFE

1010 hPa Zt
1013 hPa
1015 hPa QNH
1020 hPa
15
2.2.4 The ALTIMETER
face
Two
pointers
window
showing
pressure setting
setting knob
2.2.4 The ALTIMETER
..pointers turn
clockwise . . .
. . . and
pressures
decrease
When turning the knob to the right . . .
16
2.2.4 The ALTIMETER
..pointers turn
anticlockwise . . .
. . . and
pressures
increase
When turning the knob to the left . . .
2.2.4 The ALTIMETER
9 1
8 2
7 3
1012
0 0
6 4
1
9 1
200 ft
5
9
1000 ft
8 2 8 6500 ft 2
7 3 7 3
1012 1012
6 4 6 4
5 5
17
The pressure on the Ground is 1012 hPa
If, by turning the knob, we display the ground pressure in the window….
9 1
. . . The pointers will point to zero (height=0 ft)
8 2 The aircraft is on the ground
7 3
1012
6 4
5
Conversely, if with the knob, we move the pointers to zero (height of the
aircraft) . . .
. . . the window will indicate the ground pressure
0
9 1
The aircraft is still on the ground

8 2
7 3
1012
6 4
5
18
If,with the knob , we display the ground pressure in the window...
The aircraft is 1000ft

0 above the aerodrome
9 1
8 2
. . . The pointers will indicate 1000ft
7 3
1012
6 4
5
The sea level pressure is 1022 hPa
If, with the knob, we display sea level pressure in the window...
9 1 ...the pointers will indicate the aerodrome altitude !
8 2 The aircraft is on the ground
7 3
1022
Altitude = 280ft
6 4
5
19
2.2.5 ALTIMETER SETTING: The QFE
– QFE
• An altimeter set to the QFE of an aerodrome indicates the height of the

aircraft on or above this aerodrome
The altimeter is set to the QFE (1012hPa)
9 1
The aircraft is 1000ft

8 2
above the aerodrome
7 3
1012
6 4
5
The altimeter
reads 1000ft
20
The altimeter is set to the QFE (1012hPa)
9 1
8 2
7 3 The aircraft is
1012
on the ground
6 4
5
The altimeter
reads zero
The main use of the QFE

setting is during the landing
and take off phases
(near the ground)
21
2.2.5 ALTIMETER SETTING: The QNH
– QNH
• The ground pressure calculated at sea level from the QFE, using the
standard atmosphere (1hPa = 28ft) is called the QNH
• Example: the altitude of an aerodrome is 280ft.
• This aerodrome is 280ft above sea level
• In the standard atmosphere, 280ft corresponds to:
• 280 / 28 = 10hPa
• On this aerodrome, the QFE is 1012hPa
QNH will be: 1012 + 10 = 1022hPa
• (pressure decrease when altitude increase)
• An altimeter set to the QNH indicates the altitude of the aircraft.
The altimeter is set to the QNH (1022 hPa)
9 1
8 2
The aircraft is
7 3 on the ground
1022
6 4
5
The altimeter
reads 280ft 280ft
22
The altimeter is set to the QNH (1022 hPa)
9 1
8 2 The aircraft is 1000ft

above the aerodrome
7 3
1022
6 4
5
1000m
+
The altimeter
reads 1280ft 280ft
The main use of the QNH

setting is
approximately between
1000ft and 6000ft to avoid
obstacles
23
2.2.5 ALTIMETER SETTING: The FL
– FL (flight level)
• When the altimeter is set to 1013hPa, aircraft fly at a flight level (FL)
IFR flights VFR flights IFR flights VFR flights
24
The altimeter is set to 1013 hPa
9 1
The aircraft flies at
8 2 6.500ft: FL65
7 3
1013
6 4
5
The altimeter
reads 6500ft
1013 hPa
FL65
The main use of the 1000ft
1013 setting is at mean FL60
and high altitude to

provide separation
between aircraft
1013 hPa
25
2.2.6 EXERCISE
The height of an aircraft above an aerodrome is 4500ft

The QFE of the aerodrome is 979hPa
The aerodrome altitude is 1448ft
1- What is the altitude of the aircraft ?

2- What is the QNH ?
3- What is the flight level of this aircraft ?
2.2.6 EXERCISE
1- Altitude
Z= 4500 + 1448 = 5948ft

h=4500ft
Z=1448ft
26
2.2.6 EXERCISE
2- QNH
1hPa = 28ft
1448 / 28 = 52 hPa
QNH = 979 + 52 = 1031 hPa
QFE = 979 hPa
Z = 1448ft
QNH = 1031 hPa
2.2.6 EXERCISE
3- FL
p = 1031 - 1013 = 18 hPa

p =18 hPa = 18 * 28 = 504ft
FLFL =?
= 5444
FL = 5948-504 = 5444
Z = 5444ft
1013 hPa
p
QNH = 1031 hPa
27
www.enac.fr
MS ANSEO 2016
CONCEPTS

SERVICES
1
Course Syllabus

7. Approach Control
8. En-route Control
2
3. Aircraft, Air traffic, Rules of the Air, Flight plan
• 3.1 The Aircraft
• 3.2 The Air Traffic
• 3.3 Air Traffic Services
• 3.4 Units
• 3.5 Responsibility for compliance with the Rules of the Air
• 3.6 Examples of general Rules of the Air
• 3.7 Compliance with the Rules of the Air
• 3.8 Visual Flight Rules (VFR)
• 3.9 Instrumental Flight Rules (IFR)
• 3.10 Flight Plan
• 3.11 Strip
3.1 The aircraft
Definition:
Aircraft: Any machine that can derive support in the
atmosphere from the reactions of the air other than the
reactions of the air against the earth surface
There are:
- aerodynes
- aerostats
Annex 2 / definitions
3
3.1 The aircraft
Aerodyne Aerostat
Aerodynamic forces Buoyancy in the air
Aerodynamic reactions on Reaction of air on rotors

fixed surfaces turning on vertical axes
Airplane Glider Helicopter Autogiro Airship Balloon

with without rotors free with without
engine engine driven by rotors engine engine
an engine
Aircraft
Aerodyne Aerostat
Aerodynamic reactions
Floatability in air
On surfaces which remain fixed On rotors rotating around

under given conditions of flight almost vertical axis
non motorized freely non

motorized motorized
motorized rotor moving rotor motorized
4
Aircraft
Aerodyne Aerostat
Aerodynamic reactions Floatability in air
On surfaces which remain fixed On rotors rotating around

under given conditions of flight almost vertical axis
non
non motorized freely
motorized
motorized motorized
motorized rotor moving rotor
Aeroplane
5
Aircraft
Aerodyne Aerostat
On surfaces which remain fixed under On rotors rotating around

given conditions of flight
almost vertical axis

motorized motorized
Aeroplane Glider
6
Aircraft
Aerodyne Aerostat


motorized motorized
Aeroplane Glider Helicopter
7
Aircraft
Aerodyne Aerostat
Aerodynamicreactions Floatability in air


motorized motorized
Aeroplane Glider Helicopter Autogyro
8
Aircraft
Aerodyne Aerostat


motorized motorized
Aeroplane Glider Helicopter Autogyro Airship
9
Aircraft
Aerodyne Aerostat


motorized motorized
Aeroplane Glider Helicopter Autogyro Airship Balloon
10
3.1 The aircraft
Registration:
All aircraft are registered: F-BFGV
F -BFGV
Nationality mark Registration mark
Registration
G-BXYP D-ATIW N35564ED
3.2 Air Traffic
Definition:
Air traffic: All aircraft

• in flight
• or operating on the manoeuvring area of an aerodrome
11
3.2 Air Traffic
Aerodrome areas:
Any aerodrome is divided into two parts:
3.2 Air Traffic
Definition:
Manoeuvring area: part of an aerodrome to be used for the
take off, landing and taxiing, excluding aprons
12
3.2 Air Traffic
Definition:
Movement area: Manoeuvring area + Aprons
3.2 Air Traffic
Airspace users: two different kinds of air traffic
General aviation (GAT)
Military (OAT)
13
3.3 Air Traffic Services
Objectives of air traffic services (GAT):
1-prevent collisions between aircrafts (mid-air collision)
2-prevent collisions between aircrafts on the manoeuvring area
prevent obstructions on this area
3-expedite and maintain an orderly flow of air traffic
4-provide useful advice and information to conduct safe and
efficient flights
5-notify appropriate organizations regarding aircraft in need of
search and rescue aid, and assist such organizations as required
Annex 11 / 2.2
Divisions of air traffic services:
Air traffic services shall comprise three services:
- Air traffic control service (divided into three parts)
- area control service
- approach control service
- aerodrome control service
- Flight information service
- Alerting service
Annex 11 / 2.3
14
Conclusion
-prevent collisions between aircrafts
-prevent collisions betweenControl
Air Traffic aircraftsservice
on the manoeuvring area
-prevent obstructions on this area
-expedite and maintain an orderly flow of air traffic
- provide useful advice and information to conduct safe and

Flight Information Service
efficient flights
- notify appropriate organizations regarding aircraft in need of

Alerting Service
search and rescue aid, and assist such organizations as required
Annex 11 / 2.2
3.4 Units
Units providing air traffic control service, the flight
information service and the alerting service:
- Aerodrome control tower (TWR)
- Approach control center (APP)
- Area control center (ACC)
Units providing only flight information service and alerting
service:
- Flight information center (FIC)
- Aerodrome flight information service (AFIS)
Annex 11 / 2.2
15
3.5 Responsibility for compliance with the Rules of the Air
Pilot-in-command
Pilot-in-command: The pilot responsible for the operation and

safety of the aircraft during flight time
Annex 2 / 2.3
3.5 Responsibility for compliance with the Rules of the Air
Responsability of pilot-in-command
The pilot-in-command has to obey the general rules of the air
Except if it is absolutely necessary in the interest of safety
Annex 2 / 2.3
16
3.6 Examples of general rules of the Air
… an aircraft shall not be operated in a negligent manner
… an aircraft shall not be flown over congested areas or cities

(…) unless at such a minimum height ...
Annex 2 / 3.1
3.6 Examples of general rules of the Air
… when two aircrafts are on a head-on course, (…) each shall

alter its heading to the right.
Annex 2 / 3.2
17
3.7 Compliance with the rules of the Air
The operation of an aircraft either in flight or on the movement

area of an aerodrome shall be in compliance with the general
rules and, in addition, when in flight, either with:
a) visual flight rules (VFR) or
b) instrument flight rules (IFR)
Annex 2 / 2.2
3.8 Visual Flight Rules (VFR)
These rules apply when the meteorological conditions are

« VMC » (Visual Meteorological Conditions)
Visual meteorological conditions are defined according to:

- horizontal visibility
- distance from the clouds (H and V)
18
3.8 Visual Flight Rules (VFR)
Example:
SF
HD > 1500 m C
HV > 5km
VD > 300 m
SFC
3.9 Instrumental Flight Rules (IFR)
These rules apply when the meteorological conditions are

IMC (Instrument Meteorological Conditions)
Meteorological conditions are IMC when they are not VMC
19
An IFR flight must comply with

several rules related to : Speed
Restriction Flight Plan
Flight Plan
Instrumental Meteorological
Conditions
Radio
communication
Flight
Pilot Overflight
Rules qualifications Rules
Aircraft Flight
Equipment Level

An IFR can fly both on IMC and VMC

A VFR can only fly on VMC*
* - night VMC for night VFR

- specific meteorological conditions for special VFR
40
20
Cruising Flight Levels Table
• Parity : semicircular rule
EVEN LEVELS 359° Even 000° ODD LEVELS

FL ALT FL ALT
IFR VFR IFR VFR IFR VFR IFR VFR
20 25 2000 2500 10 -- 1000 --
40 45 4000 4500 30 35 3000 3500
60 65 6000 6500 50 55 5000 5500
…. …. …. …. …. …. …. ….
180 185 18000 18500 190 195 19000 19500
200 22000 210 21000
…. …. …. ….
300 30000 290 29000
320 32000 310 31000
340 34000 180° Odd
179° 330 33000
…. …. …. ….
…. ….
41
Cruising Flight Levels
VFR levels FL115
IFR levels FL110

FL105 VFR levels
FL100 IFR levels
VFR levels FL95
IFR levels FL90

FL85 VFR levels
FL80 IFR levels
VFR levels FL75
IFR levels FL70
42
21
A pilot-in-command has to fly in IFR when the meteorological

conditions are IMC
A pilot-in-command may fly in IFR if the meteorological

conditions are VMC
A pilot-in-command may flight in VFR if and only if the

meteorological conditions are VMC
3.10 Flight Plan
Information relative to an intended flight or portion of a flight,
to be provided to air traffic service units shall be in the form of
a flight plan
The pilot fills in:
- call sign
- departure and destination field
- route
- persons on board, equipment,
-...
22
Call sign
Type of aircraft F-BFGV

A310
Departure
LFBO
aerodrome TOU-LMG-AMB-CDN
Route
Destination LFPO
aerodrome
Person 139
on board
Etc...
ICAO REGION DESIGNATOR
B
C E U
L
K Z
D O
P T R P
G V
M
H
W
F Y
S
N N
23
EBBDZMFP, LFPYZMFP
F-BFGV
A310
Adresses LFBO
After it has been

LFPO
filled, the flight
plan is sent to
ATS units
3.10 Flight Plan
Why a flight plan?

Sometimes
it is
compulsory! To improve
Alert services To notify
air traffic services
24
3.10 Flight Plan
Why a flight plan?

Sometimes When crossing borders
Controlled
it is Flight Overwater Flights
compulsory!
IFR
In some regions
VFR flight at night
3.10 Flight Plan
Why a flight plan?

With a flight plan,
To improve I am sure to benefit
Emergency from a permanent
monitoring by
Response Plan alert services
Service
25
3.10 Flight Plan
Why a flight plan?
To notify
Air Traffic Services
51
3.10 Flight Plan
In Europe, the pilot flight plan is treated by automatic systems
First it is converted into a flight plan message:
ZCZC MSB018
FF EBBDZMFP LFPYZFMP
120630 LFBOZPZX LFBBZFZX
(FPL-FBFGV-IM
-DC3/L
-LFPO1000
N0150F080 TOU LMG AMB CDN
ORW
-LFPO1205 LFPB
-OPR/ENAC STS/NONRVSM)
NNNN
1st step 2nd step
26
3.11 Strip
The flight plan message is converted into a « strip » which is
directly printed on the control position:
ZCZC MSB018
FF EBBDZMFP LFPYZFMP
120630 LFBOZPZX LFBBZFZX
(FPL-FBFGV-IM
-DC3/L
-LFPO1000
N0150F080 TOU LMG AMB CDN
ORW
-LFPO1205 LFPB
-OPR/ENAC STS/NONRVSM)
NNNN
F BFGV <6726> 080 EPL

080 080 TOU LMG BALAN AMB SW
3rd step DC3 150 FFBO LFPO

150 02 36 59 38
RLP 10 10 10 11
3.11 Strip
This « strip » allows to the controller to see all details of the
flight plan he is interested in:
Departure Flight
aerodrome
Call sign levels
F BFGV <6726> 080 EPL

DC3 150 LFBO LFPO

150 02 36 59 38
RLP 10 10 10 11
Aircraft
Air speed Destination Route &
type
Aerodrome estimated time
27
www.enac.fr
MS ANSEO 2016

CONCEPTS

SERVICES
1
Course Syllabus

7. Approach Control
8. En-route Control
4. ATS‐Routes, Airspaces, Aerodromes.
2
4. ATS‐Routes, Airspaces, Aerodromes.
• 4.1 ATS Routes
– 4.1.1 Principle
– 4.1.2 Two types of Significant points
– 4.1.3 Example
– 4.1.4 ATS Route Identification
• 4.2 Airspace
– 4.2.1 Division of Airspace
– 4.2.2 Vertical division
– 4.2.3 Horizontal division
• 4.3 Airspace description
– 4.3.1 Controlled Airspaces
– 4.3.2 ATS Airspace Classes
• 4.4 Aerodromes
– 4.4.1 Presentation
– 4.4.2 Non Controlled Aerodromes
– 4.4.3 Controlled Aerodromes
4.1 ATS routes
To fly from an aerodrome to another one,

pilots follow « air traffic services routes »
with significant points along them
3
4.1 ATS routes
4.1.1 Principle
Airport B
WP4
WP2 WP3
WP1
Airport A
4
4.1 ATS routes
4.1.2 Two types of significant points :
- Significant points marked by the site of a

radio navigation aid (radio-electric points)
- Significant points not marked by the site of a

radio navigation aid (non radio-electric points)
4.1 ATS routes
4.1.3 Example : BRG (Le Bourget)
BAMES
Non radio-electric CDN (Châteaudun)

significant
points AMB (Amboise) Radio-electric
significant
BALAN points
LMG (Limoges)
TOU (Toulouse)
5
4.1 ATS routes
4.1.4 ATS routes identification:
ATS routes are identified with a letter (A, G, W,…)

and with a number between 1 and 999
Example: route A5 wich links the north of Europe to Spain
6
4.2 Airspace
4.2.1 Division of airspace:
Since 7 December 1944,

airspace has been divided all around the Earth
4.2 Airspace
4.2.2 Vertical division . . .
Unlimited
FL195
ground/water
7
4.2 Airspace
4.2.3 Horizontal division
4.2 Airspace
Above FL195: upper airspace
Unlimited
Upper airspace
FL195
8
4.2 Airspace
Under FL195: lower airspace
Lower airspace
4.2 Airspace
In lower airspace, the division of the airspace is called « FIR »:
Flight Information Region
FL195
FLIGHT INFORMATION REGION
9
4.2 Airspace
In France, there are 5 « FIRs »:
PARIS
REIMS
BREST
BORDEAUX
MARSEILLE
4.2 Airspace
In upper airspace, the division of airspace is called « UIR »:
Upper Information Region
UPPER INFORMATION REGION
FL195
10
4.2 Airspace
France UIR France FIRs
4.2 Airspace
FIR & UIR are uncontrolled airspace.
It means that in those airspaces,
the air traffic control service is not provided
FL195
ground/sea
11
4.2 Airspace
But, due to growth or air traffic, it was necessary to create,

within the FIR, controlled airspace:
In this controlled airspace, air traffic units provide air traffic
control service
FL195
ground/sea
4.3 Airspace Description
4.3.1 Controlled airspaces
Controlled airspaces are divided into:
- Control zones
- Control areas
- Specific areas
12
UIR UIR
Control Areas
FIR FIR
Init_13Control Zone 25
UIR UIR
TSA
Control Areas
FIR FIR
Restricted Area
Dangerous
ZRT
Area Prohibited
Init_13 26
Area
13
4.3.2 ATS Airspace Classes
ATS airspaces are divided into seven « classes »:
- 5 classes for controlled airspace: classes A, B, C, D & (E)
- 2 classes for non-controlled airspace: classes F & G
Classification of airspace
CONTROLLED UNCONTROLLED
A B C D E F G
14
4.3.2 ATS Airspace Classes
In each class of airspace,
air traffic services are different:
- Information Service & Alert Service
are provided in all seven classes
- Control Service is provided as follow:

- to IFR flights in A, B, C, D & E classes
- to VFR flights in B, C & D classes
Classification of airspace
Flight Information and Alert Services provided in every class
CONTROLLED NON CONTROLLED
A B C D E F G
IFR IFR IFR IFR IFR IFR
IFR
VFR VFR VFR VFR VFR VFR
Control Control
Control Control Control
Separation Separation
Advisory
between between
separation separation separation service and flight info
every every
IFR/IFR IFR/IFR IFR/IFR flight info
aircraft aircraft
IFR/VFR
Traffic Info
Traffic Info
IFR/VFR Traffic Info
- - VFR/VFR flight info flight info
VFR/IFR if possible
VFR/VFR
30
15
UIR UIR
CLASS G
FL195 FL195
CLASS G
FIR FIR
G G
UIR UIR
FL660 FL660
UTA
CLASS C
FL195 FL195
FIR FIR
G G
16
G G
UIR UIR
FL660 FL660
UTA
C
FL195 FL195
LTA
CLASS D
FL115 FL115
FIR FIR
G G
G G
UIR UIR
FL660 FL660
UTA
C
FL195 FL195
AWY LTA
CLASS D CLASS D
FL115 FL115
CLASS E
FIR FIR
G G
17
G G
UIR UIR
FL660 FL660
UTA
C
FL195 FL195
AWY TMALTA LTA
CLASS D D,C or A D
CLASS D
FL115 FL115
CLASS E
E, D, C or A
FIR FIR
G G
G G
UIR UIR
FL660 FL660
UTA
C
FL195 FL195
AWY TMALTA LTA
CLASS D D,C or A D
CLASS D
FL115 FL115
CLASS E
E, D, C or A
FIR FIR
G G
CTR D CTR D
18
4.4 Aerodromes
4.4.1 Presentation:
There are two types of aerodromes:

- uncontrolled aerodromes
- controlled aerodromes
Controlled or uncontrolled, aerodromes may be located:

- in a controlled airspace
- in an uncontrolled airspace (FIR)
4.4 Aerodromes
4.4.2 Uncontrolled aerodromes
Two types of uncontrolled aerodromes:
- Aerodromes where there is an Air Traffic Service unit
- Aerodromes where there is no Air Traffic Service unit
19
4.4 Aerodromes
4.4.2 Non controlled aerodromes
On uncontrolled aerodromes without an ATS unit,

Air Traffic Services are not provided:
The pilots have to ensure the safety of the flights.
On some major uncontrolled aerodromes, there is an ATS unit:

the AFIS (Aerodrome Flight Information Service)
The AFIS helps the pilots to ensure the safety of the flights
by providing information service (traffic information)
and also provides alert service.
4.4 Aerodromes
4.4.3 Controlled aerodromes
On every controlled aerodromes,

there is an ATS unit.
20
www.enac.fr
MS ANSEO 2016

CONCEPTS

SERVICES
1
Course Syllabus

7. Approach Control
8. En-route Control
4.5 ATS SERVICES AND ATS UNITS
2
4.5 ATS SERVICES AND ATS UNITS
• 4.5.1 ATS Services
• 4.5.2 ATS Units
– 4.5.2.1 The FIC
– 4.5.2.2 The AFIS
– 4.5.2.3 The other units
– 4.5.2.4 The units relationship
– 4.5.2.5 Examples
4.5.1 ATS Services
Inside uncontrolled airspaces & uncontrolled aerodromes,

ATS units provide flight information service and alert service
FL195
Information & Alert
Ground/sea
3
4.5.1 ATS Services
Inside controlled airspaces & on controlled aerodromes,

ATS units provide control, information & alert services
FL195
Control, Information & Alert
Ground/sea
4.5.2 ATS Units
4.5.2.1 The FIC
Whithin uncontrolled airspaces,
the unit which provides information & alert services is:
the « Flight Information Center » (FIC)
FL195
«FIC» (Flight Information Center)
Ground/sea
4
4.5.2 ATS Units
4.5.2.2 The AFIS
On uncontrolled aerodromes,
the unit which provides information & alert services is:
the Aerodrome Flight Information Service « AFIS »
FL195
« AFIS » aerodromes
(Aerodrome Flight Information Service)
Ground/sea
4.5.2 ATS Units
4.5.2.3 The Other Units
Inside controlled airspace,
the units which provide control, information & alert services are:
FL195
Area Control Centers (ACC)
Approach control offices (APP)
Ground/sea
Aerodrome control tower (TWR)
5
4.5.2 ATS Units
In France there are 5 ACC:
FIR ’s UIR ’s
PARIS REIMS
ACC REIMS ACC
BREST ACC
BREST
ACC PARIS
ACC
ACC
MARSEILLE
BORDEAUX MARSEILLE
ACC BORDEAUX
ACC ACC
ACC
4.4.5 ATS Units
In France there are 5 ACC and . . .

. . . approximately 750 aerodromes
80 aerodromes for use by international and commercial

scheduled air traffic
6
4.5.2 ATS Units
On controlled aerodromes,
the units which provide control, information & alert services are:
FL195
Approach control office
Ground/sea
Aerodrome control tower
4.5.2 ATS Units
4.5.2.4 The Units Relationship
Area control service:
The area control service provides air traffic services to aircraft:
- at the end of the climb

- at cruise levels
- at the beginning of the descent
7
PHASES OF FLIGHT
gate to gate operation

pre surface climb en-route descent surface post
departure movement movement arrival
cruise
approach
departure
IAF
FAF
taxi
take-off taxi
start-up landing
termination
airport airport
management management
4.5.2 ATS Units
4.5.2.4 The Units Relationship (1)
The area control service is provided by:
FL195
Area control centers (ACC)
Ground/sea
8
4.5.2 ATS Units
Approach control service:

Approach control service provides air traffic services to aircraft:
- on departure, from the beginning of climb and for part of

the climb (depending on the cruising level)
- on arrival, from the end of the descent
until the vicinity of the destination aerodrome
4.5.2 ATS Units
On arrival
FL195
Ground/sea
9
4.5.2 ATS Units
On departure
FL195
Ground/sea
4.5.2 ATS Units
Approach control service is provided by
FL195
Ground/sea
Aerodrome control towers (TWR)
10
4.5.2 ATS Units
Aerodrome control service:

The aerodrome control service is meant to:
- prevent collisions between aircraft

- prevent collisions between aircraft on the manoeuvring area
and between aircraft and obstacles on this area.
- expedite and maintain an orderly flow of traffic
4.5.2 ATS Units
Aerodrome control service is provided by:
Aerodrome control towers (TWR)
11
4.5.2 ATS Units
FIC Alert
Non
controlled
Information
4.5.2 ATS Units
FIC Alert
Non
controlled
AFIS Information
12
4.5.2 ATS Units
FIC Alert
Non
controlled
AFIS Information
Area
ACC control
Approach
Controlled control
4.5.2 ATS Units
FIC Alert
Non
controlled
AFIS Information
Area
ACC control
Approach
Controlled APP control
13
4.5.2 ATS Units
FIC Alert
Non
controlled
AFIS Information
Area
ACC control
Approach
Controlled APP control
TWR Aerodrome
control
4.5.2 ATS Units
FIC Alert
non
controlled AFIS Information
Airspace Area
Aerodrome ACC control
Approach
controlled APP control
Aerodrome
TWR control
14
4.5.2 ATS Units
4.5.2.5 Examples
To illustrate the relationship between services & units,

let us have a look at the 2 following examples:
- a VFR flight from Aurillac to Périgueux
- an IFR flight from Toulouse to Marseille
Bordeaux
Périgueux
Aurillac
Bordeaux
FIR
Toulouse
15
On departure, Aurillac AFIS aerodrome will provide to this flight
...
. . . Information & Alert services
FL 195
Bordeaux FIR
Aurillac
Périgueux
In cruise, Bordeaux FIC (located at Mérignac, near Bordeaux)

will provide to this flight . . .
FL 195
Bordeaux FIR
Aurillac
Périgueux
16
On arrival, Périgueux AFIS aerodrome will provide to this
aircraft . . .
FL 195
Bordeaux FIR
Aurillac
Périgueux
Example of a flight
Bordeaux
FIR Marseille
FIR
Toulouse
Marseille
17
On departure, Toulouse control tower will provide to this
aircraft . . .
. . . Control, Information & Alert services
FL 195
Bordeaux FIR
Marseille FIR
TWR Marseille
Toulouse
After tower, Toulouse approach control will provide to this aircraft .

..
FL 195
APP Bordeaux FIR

Marseille FIR
TWR Marseille
Toulouse
18
After approach, the Bordeaux Area Control Center (located, like the
FIC in Mérignac, near Bordeaux) will provide to this aircraft . . .
FL 195
ACC
APP Bordeaux FIR

Marseille FIR
TWR Marseille
Toulouse
Thereafter, Marseille area control center (located in Aix en

Provence, near Marseille) will provide . . .
FL 195
ACC ACC
APP Bordeaux FIR

Marseille FIR
TWR Marseille
Toulouse
19
Next, Marseille approach control office . . .
FL 195
ACC ACC
APP
APP Bordeaux FIR
Marseille FIR
TWR Marseille
Toulouse
And, lastly, Marseille aerodrome control tower . . .
FL 195
ACC ACC
APP
APP Bordeaux FIR
Marseille FIR TWR
TWR Marseille
Toulouse
20
If, in cruise, the pilot wants to fly below controlled airspace, it is the
Flight Information Centers that will provide . . .
FL 195
ACC
APP
APP
Bordeaux FIC
Marseille FIC
TWR
TWR Marseille
Toulouse
21
www.enac.fr
www.enac.fr
www.enac.fr
SERVICES
CONCEPTS
MS ANSEO 2016

École nationale de l’aviation civile • The French Civil Aviation University École nationale de l’aviation civile • The French Civil Aviation University
26/09/2016
1
26/09/2016
Course Syllabus
7. Approach Control
8. En-route Control
www.enac.fr
5. Phraseology, Clearances and Coordinations
www.enac.fr
2
26/09/2016
5. Phraseology, Clearances and Co‐ordinations
• 5.1 Needs for Phraseology
– 5.1.1 Definitions and General Principles
– 5.1.2 Call‐signs
– 5.1.3 Establishment and continuation of communication
• 5.2 Clearances
– 5.2.1 ATC Service Operation
– 5.2.2 Separation
– 5.2.3 Responsability of Control
– 5.2.4 Clearance Provision
– 5.2.5 Examples
• 5.3 Coordinations
– 5.3.1 Clearance coordination
– 5.3.2 Example
www.enac.fr
5.1 Needs for Phraseology
5.1.1 Definitions & General principles École nationale de l’aviation civile • The French Civil Aviation University
 Aeronautical fixed service (AFS). A
telecommunication service between specified fixed
points provided primarily for the safety of air
navigation and for the regular, efficient and
economical operation of air services.
 Aeronautical fixed station. A station in the
aeronautical fixed service.
 Air‐ground communication. Two‐way
communication between aircraft and stations or
locations on the surface of the earth.
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5.1.1 Definitions & General principles
 Air traffic control clearance:
Authorization for an aircraft to proceed under
conditions specified by an air traffic control unit.
Note 1.— For convenience, the term “air traffic control
clearance” is frequently abbreviated to “clearance” when
used in appropriate contexts.
Note 2.— The abbreviated term “clearance” may be prefixed by
the words “taxi”, “take‐off”, “departure”, “en‐route”,
“approach” or “landing” to indicate the particular portion of
flight to which the air traffic control clearance relates to.
www.enac.fr
 Air traffic control instruction:
Directives issued by air traffic control
for the purpose of requiring a pilot
to take a specific action.
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– Radiotelephony is a way for pilots and
controllers to communicate with each other.
– It is a way to deliver
air traffic control clearances,
air traffic control instructions
and/or important information
related to air traffic safety
www.enac.fr
Incident / accident investigations identify
 “Approximate phraseology”
 “Unapplied Radiotelephony procedures”
... as significant contributory factors.
www.enac.fr
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The following transmitting techniques
will assist in ensuring that transmitted speech
is clear and satisfactorily received:
a) before transmitting, listen out on the frequency to
make sure that there will be no interference
with a transmission from another station;
b) be familiar with good microphone operating
techniques;
c) use a normal conversational tone,
and speak clearly and distinctly;
…
www.enac.fr
…
d) maintain an even rate of speech not exceeding 100
words per minute. When it is known that elements
of the message will be written down by the recipient,
speak at a slightly slower rate;
e) maintain the speaking volume at a constant level;
f) a slight pause before and after numbers will assist in
making them easier to understand;
…
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…
g) avoid using hesitation sounds such as “er”;
h) be familiar with the microphone operating
techniques, particularly in relation to the
maintenance of a constant distance from the
microphone if a modulator with a constant level is
not used;
i) suspend speech temporarily if it becomes necessary to
turn the head away from the microphone;
www.enac.fr
…
j) depress the transmit switch fully before speaking and
do not release it until the message is completed.
This will ensure that the entire message is transmitted;
k) the transmission of long messages should be
interrupted momentarily from time to time to permit
the transmitting operator to confirm that the
frequency in use is clear and, if necessary, to permit
the receiving operator to request repetition of parts
not received.
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An irritating and potentially dangerous situation
in radiotelephony is a “stuck” microphone button.
Operators should always ensure that the button
is released after a transmission and the microphone
placed in an appropriate place ensuring that
it will not inadvertently be switched on.
www.enac.fr
General principle …
Approximate
Phraseology •Need to comply
with
radiotelephony
Unapplied procedures
Radiotelephon
y •Use standardised
Procedures expressions and
phraseology
Contributory factors to
incidents & accidents
www.enac.fr
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To expedite communications, the use of phonetic spelling
should be dispensed with if there is no risk of this affecting
correct reception and intelligibility of the message.
With the exception of the telephony designator and
the type of aircraft, each letter in the aircraft call sign
shall be spoken separately using the phonetic spelling.
www.enac.fr
5.1.2 Call‐signs Doc 9432 – 2.7.2 École nationale de l’aviation civile • The French Civil Aviation University
Aeronautical stations are identified by the name of the location followed by a suffix.
The suffix indicates the type of unit or service provided.
Unit or service Call sign suffix
 Area control centre CONTROL
 Radar (in general) RADAR
 Approach control APPROACH
 Approach control radar arrivals ARRIVAL
 Approach control radar departures DEPARTURE
 Aerodrome control TOWER
 Surface movement control GROUND
 Clearance delivery DELIVERY
 Precision approach radar PRECISION
 Direction‐finding station HOMER
 Flight information service INFORMATION
 Apron control APRON
 Company dispatch DISPATCH
 Aeronautical station RADIO
www.enac.fr
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5.1.2 Call‐signs Doc 9432 – 2.7.2
An aircraft call sign shall be one of the following types:
a) the characters corresponding to the registration G‐ABCD
or marking of the aircraft;
Example: G‐ABCD or Cessna G‐ABCD
b) the telephony designator of the aircraft operating agency, followed by
the last four characters of the registration marking of the aircraft; or
Example: FASTAIR DCAB
c) the telephony designator of the aircraft operating agency, followed by
the flight identification.
Example: FASTAIR 345
Note. — The name of the aircraft manufacturer or name of aircraft model may be used as
a radiotelephony prefix to the Type a) above.
www.enac.fr
5.1.2 Call‐signs Doc 9432 – 2.7.2 École nationale de l’aviation civile • The French Civil Aviation University
After satisfactory communication has been established, and
provided that no confusion is likely to occur,
aircraft call signs may be abbreviated as follows:
a) the first and at least the last two characters of the aircraft
registration;
Example: CD or Cessna CD
b) the telephony designator of the aircraft operating agency
followed by at least the last two characters
of the aircraft registration;
Example FASTAIR AB
c) no abbreviated form.
www.enac.fr
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5.1.2 Call‐signs Doc 9432 – 2.7.2
An aircraft shall use its abbreviated call sign only after it has been
addressed in this manner by the aeronautical station.
An aircraft shall not change its type of call sign during flight except
when there is a likelihood that confusion may occur because of
similar call signs; in such cases, an aircraft may be instructed by
an air traffic control unit to change the type of its call sign
temporarily.
Aircraft in the heavy wake turbulence category shall include the
word “HEAVY” immediately after the aircraft call sign in the
initial contact between such aircraft and ATS units.
www.enac.fr
5.1.3 Establishment and continuation of communication
Doc 9432 – 2.8
When establishing communications,
an aircraft should use the full call sign of
both the aircraft and the aeronautical station.
Example:
G‐ABCD STEPHENVILLE TOWER
STEPHENVILLE TOWER G‐ABCD
www.enac.fr
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26/09/2016
Doc 9432 – 2.8
When a ground station wishes to broadcast information, the
message should be prefaced by the call “ALL STATIONS”.
Example:
ALL STATIONS ALEXANDER CONTROL,
FUEL DUMPING COMPLETED
www.enac.fr
Doc 9432 – 2.8
When an aircraft wishes to broadcast information
to aircraft in its vicinity, the message should be
prefaced by the call “ALL STATIONS”.
Example:
ALL STATIONS G‐CDAB WESTBOUND
MARLO VOR TO STEPHENVILLE
LEAVING FL 260 DESCENDING TO FL 150
www.enac.fr
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26/09/2016
Doc 9432 – 2.8
Phrase Meaning
SAY AGAIN Repeat entire message
SAY AGAIN . . . (item) Repeat specific item
SAY AGAIN ALL BEFORE . . . Repeat part of message
(the first word satisfactorily received)
SAY AGAIN ALL AFTER . . . Repeat part of message
(the last word satisfactorily received)
SAY AGAIN ALL BETWEEN . . . AND . . . Repeat part of message
www.enac.fr
5.1.3 Establishment and continuation of communication École nationale de l’aviation civile • The French Civil Aviation University
Doc 9432 – 2.8
Issue of clearance and read‐back requirements
Read‐back requirements have been introduced in the interests of flight safety.
The following shall always be read back:
a) ATC route clearances;
b) clearances and instructions to enter, land on, take off from, hold short of,
cross and backtrack on any runway; and
c) runway‐in‐use, altimeter settings, SSR codes, level instructions, heading and speed instructions
whether issued by the controller or contained in ATIS broadcasts, transition levels.
Other clearances or instructions, including conditional clearances, shall be read back or acknowledged in a
manner to clearly indicate that they have been understood and will be complied with.
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26/09/2016
Doc 9432 – 2.8
Test procedures
Test transmissions should take the following form:
a) the identification of the aeronautical station being called;
b) the aircraft identification;
c) the words “RADIO CHECK”; and
d) the frequency being used.
The readability of transmissions should be classified in accordance
with the following readability scale:
1. Unreadable.
2. Readable now and then.
3. Readable but with difficulty.
4. Readable.
5. Perfectly readable.
www.enac.fr
And remember that …
Inaccurate
Phraseology •Need to comply
with
radiotelephony
Radiotelephon procedures
y
Procedures •Use standardised
not applied expressions and
phraseology
Contributory factors to
incidents & accidents
www.enac.fr
14
26/09/2016
5.2 Clearances
5.2.1 ATC Service Operation
In order to provide air traffic control service,
an ATC unit shall:
1- be provided with information
on the intended movement of each aircraft
2- determine the position of known aircraft to each other
3- issue clearance and information for the purpose of preventing
clearance
collisions and expediting and maintaining an orderly flow of traffic
4- co-ordinate clearances with other units

co-ordinate
www.enac.fr
5.2 Clearances
5.2.2 Separation École nationale de l’aviation civile • The French Civil Aviation University
Separation by an ATC unit shall be obtained by

at least one of the following:
1- vertical separation, obtained by assigning different levels
2- horizontal separation, obtained by providing:
- longitudinal separation, by maintaining an interval between aircraft
operating along the same/converging/reciprocal tracks,
expressed in time or distance
- lateral separation, by maintaining aircraft on different routes

or different geographical areas
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5.2 Clearances
5.2.2 Separation
To provide control service,
air traffic controllers use spacing between aircraft:
- lateral separation:
www.enac.fr
5.2 Clearances
5.2.2 Separation École nationale de l’aviation civile • The French Civil Aviation University

air traffic controllers use spacing between aircraft:
- longitudinal separation:
10mn
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26/09/2016
5.2 Clearances
5.2.2 Separation
air traffic controllers use spacing between aircrafts:
- radar separation
?
5NM
www.enac.fr
5.2 Clearances
5.2.3 Responsability of Control École nationale de l’aviation civile • The French Civil Aviation University
A controlled flight is under the responsibility

of a single ATC unit at any given time.
www.enac.fr
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26/09/2016
5.2 Clearances
5.2.4 Clearance provision
To provide separation between aircraft,
controllers issue clearances to pilots.
www.enac.fr
5.2 Clearances
5.2.5 Examples
« AFR454, Blagnac Ground, ACC clearance:

cleared flight plan route, flight level 350, report ready to taxi »
« BAW2356, Paris Control, for spacing turn right heading 350 »
« AAL589, Toulouse Approach, descend 2500 feet QNH1002,

reduce speed 210kt, cleared for ILS approach runway 15 Right»
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26/09/2016
5.3 Coordination
5.3.1 Clearance coordination
Clearances are co-ordinated between ATC units
www.enac.fr
5.3 Coordination
5.3.2 Example École nationale de l’aviation civile • The French Civil Aviation University
ACC/E
ACC/N TWR APP

ACC/O
LFPO
AMB
LMG
ACC/SO
TWR APP
LFBO
ACC/SE
www.enac.fr
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26/09/2016
5.3 Coordination
5.3.2 Example
1- On departure,
aircraft contact Ground to request start up clearance.
Blagnac Ground, F-BFGV, destination Paris

request start up clearance
www.enac.fr
5.3 Coordination
2- The controller checks if he has received the relevant strip:
F BFGV <6726> 080 EPL

DC3 150 LFBO LFPO

150 02 36 59 38
RLP 10 10 10 11
www.enac.fr
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26/09/2016
5.3 Coordination
5.3.2 Example
3- Then the Ground Controller call the Approach office.
The approach office call the Area Control Center
to request the en route clearance:
Blagnac Ground Toulouse Approach Bordeaux Control
F BFGV <6726> 080 EPL

DC3 150 LFBO LFPO

150 02 36 59 38
RLP 10 10 10 11
www.enac.fr
5.3 Coordination
4- The Ground controller issues the clearance to the pilot:
F-BFGV, Blagnac Ground, cleared to start up.

En route clearance: cleared flight plan route
REYMI clearance limit, flight level 80
report ready to taxi
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26/09/2016
5.3 Coordination
5.3.2 Example
5- In the meantime, the Ground controller transferred
the aircraft to the Tower controller.
The aircraft already requested take off clearance:
F-BFGV, Blagnac Tower, cleared for take off,

wind 310 degrees, 15 knots
www.enac.fr
5.3 Coordination
6- After take off, the Tower controller contact

the Approach controller to provide him with the take off time
7- The Approach controller contacts Bordeaux ACC to relay

the take off time. At this moment, the ACC knows that the aircraft
is airborne and he will be in contact with it in a few minutes
« Now this is automatic coordination in many places… »
www.enac.fr
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26/09/2016
5.3 Coordination
5.3.2 Example
8- After ensuring proper separation from his traffic,
the Tower controller transfers the aircraft
to the Approach controller
F-BFGV, Blagnac Tower,

contact Toulouse Approach 119.822,
good-bye
www.enac.fr
5.3 Coordination
9- The Approach controller provides separation

between arrivals and departure flights.
Thereafter, he transfers the aircraft to the Bordeaux ACC.
F-BFGV, Toulouse Approach,

contact Bordeaux Control, 121.250,
Good-bye
www.enac.fr
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5.3 Coordination
5.3.2 Example
10- Then, Bordeaux ACC hands over the flight to Paris ACC . . .
Paris ACC to Orly Approach . . .
Orly Approach to Orly Tower
Orly Tower to Orly Ground.
www.enac.fr
24
www.enac.fr
MS ANSEO 2016

CONCEPTS

SERVICES
1
Course Syllabus

7. Approach Control
8. En-route Control
6. AERODROME CONTROL
• 6.1 Aerodrome Traffic
– 6.1.1 Definition
– 6.1.2 Manoeuvring Area
– 6.1.3 Vicinity of an aerodrome
• 6.2 The Runway
– 6.2.2 Caracteristics
– 6.2.3 The orientation
– 6.2.4 RWY Identification
• 6.3 The RWY in use
– 6.3.2 Other criteria than wind
– 6.3.3 The RWY in use choice according to the wind
• 6.4 Aerodrome Traffic Circuit
– 6.4.2 Examples
– 6.4.3 Key positions
• 6.5 Control of aerodrome traffic
– 6.5.1 General
– 6.5.2 Control of Taxiing aircraft
– 6.5.3 Control of Departing aircraft
– 6.5.4 Conrol of traffic in the traffic circuit
– 6.5.5 Control of Arriving aircraft
2
6.1 Aerodrome traffic
6.1.1 Definition
1- all traffic on the manoeuvring area of an aerodrome
2- all aircraft flying in the vicinity of an aerodrome
3
6.1.2 Manoeuvring Area
6.1.2 Manoeuvring Area
4
6.1.3 Vicinity of an Aerodrome
1- all traffic on the manoeuvring area of an aerodrome
2- all aircraft flying in the vicinity of an aerodrome
An aircraft is in the vicinity of an aerodrome when it is in,

entering or leaving an aerodrome traffic circuit
5
6.2 The Runway (RWY)
6.2.1 Definition
A defined rectangular area on a land aerodrome prepared for the

landing and take off of aircraft
6
6.2.2 Caracteristics
A runway is defined according to the following elements:

- identification
- dimensions
- surface
- strength
- usables distances
7
6.2.2 Caracteristics
Identification Surface
Usables
Dimensions
Strength
& orientation distances
6.2.3 The Orientation
The orientation is defined according to magnetic North

There is a 180° difference between the two orientations so that the
runway is used in one direction or the other
211°
031°
8
6.2.4 RWY Identification
The two first digits of the orientation are needed to identify the
runway
211°
031 = 03 211 = 21
031°
6.2.4 RWY Identification
The two digits are painted at the beginning of the take off and
landing way.
211°
031°
9
6.3 The Runway In Use
6.3.1 Definition
• The term « runway in use » is used to indicate that the

runway at a particular time is considered by a unit providing
aerodrome control to be the most suitable for use by
aircraft.
• Normally an aircraft lands and takes off into wind unless

safety, the runway configuration or air traffic conditions
determine that a different direction is preferable
6.3.2 Other criteria than wind
- aerodrome traffic circuits

- length and slope of runways
- approach and landing aids available
- position of the sun
- etc . .
10
6.3.3 The RWY in use choice according to the wind (1)
Wind from 090° / 15kt
Runway facing 093° / 273°
Cross wind component
Front wind component
11
6.4 Aerodrome Traffic Circuit
6.4.1 Definition
The specified path to be flown by aircraft operating

in the vicinity of an aerodrome
DOC4444 / définitions
12
6.4.2 Examples
6.4 Aerodrome
Traffic Circuit
6.4.2 Examples
13
6.4.2 Examples
6.4.3 Key Positions
1 Apron
14
6.4.3 Key Positions
2 Holding point
6.4.3 Key Positions
3 Line up
15
7.4.3 Key Positions
4 Initial climb
6.4.3 Key Positions
5 Crosswind
16
6.4.3 Key Positions
6 Downwind
6.4.3 Key Positions
7 Base leg
17
6.4.3 Key Positions
8 Turning final
6.4.3 Key Positions
9 Long final
18
6.4.3 Key Positions
10 Final
10
6.4.3 Key Positions
11 Clear of runway
11
19
6.4.3 Key Positions
3 Line up
2 Holding point
4
Initial climb 1 Apron
6.4.3 Key Positions
7 Base leg
Downwind 6 9
8
Final 10 Long
final
5 Crosswind Turning final
11
Clear of runway
20
6.5 Control of Aerodrome Traffic
6.5.1 General
Aerodrome control towers issue information and clearances to

aircraft to achieve a safe, orderly and expeditious flow of air
traffic with the object of preventing collisions between:
- aircraft flying in the aerodrome traffic circuit

- aircraft operating on the manoeuvring area
- aircraft landing and taking off
- aircraft / vehicles operating on the manoeuvring area
- aircraft on the manoeuvring area and obstructions on that
area
6.5.2 Control of Taxiing Aircraft
While taxiing, a pilot ’s vision is limited.
It is important therefore for aerodrome control units to issue

concise instructions and adequate information to the pilot to
assist him to determine the correct taxi routes and to avoid
collision with other aircraft or objects
21
6.5.2 Control of Taxiing Aircraft
Blagnac tower,
F-GV ready to taxi
F-GV, Blagnac tower,

taxi holding point runway 07,
give way to Cessna 172
leaving taxiway Bravo,
report holding point
6.5.3 Control of Departing Aircraft
A departing aircraft will not normally be allowed to start

take off until
- the preceding departing aircraft has crossed the end

of the runway
- or until all preceding landing aircraft are clear of
the runway
22
a) Behind departing traffic:
F-GV, line up and wait,

departing traffic,
I ’ll call you back
F-GV, ready
F-GV, maintain position,

F-GV, ready to take off
23
F-GV, cleared to take off,

wind 120°/ 8kt
F-GV, cleared
to take off
b) Behind arriving traffic:
F-GV, maintain position,

Aircraft on runway,
F-GV, ready to take off
24
b) Behind arriving traffic:
F-GV, cleared to take off,

wind 120° / 8kt
F-GV, cleared
to take off
6.5.4 Control of traffic in the traffic circuit
To provide separation,
aerodrome controllers issue clearances
at key positions of the aerodrome circuit
25
6.5.4.1 Clearances at the key positions
6 The landing number is issued at the downwind position
F-GV, downwind 6
F-GV, n°2, preceding traffic

a Cessna 172 on base leg,
report base leg
6.5.4.1 Clearances at the key positions
10 Clearance to land is issued in final
F-GV, cleared to land, wind

120° / 10kts
F-GV, final
10
26
6.5.5 Control of Arriving Aircraft
An aircraft on final cannot be delivered a landing clearance

until a departing aircraft has crossed the end of the runway or
initiated a turn,
or until a preceding landing aircraft is cleared of the runway
Behind departing traffic:
F-GV, final
F-GV, departing
traffic on runway,
report short final
27
Behind departing traffic:
F-GV, clear to
land, wind 120°/
12kts
Behind arriving traffic:
F-GV, final
F-GV, traffic on
runway, report
short final
28
Behind arriving traffic:
F-GV, clear to
land, wind 120°/
12kts
29
www.enac.fr
MS ANSEO 2016

CONCEPTS

SERVICES
1
Course Syllabus

7. Approach Control
8. En-route Control
7. APPROACH CONTROL
• 7.1 Approach Control Service
– 7.1.1 Service Provision
– 7.1.2 Separation of Aircraft
• 7.2 Instrumental Flight Procedure
– 7.2.2 Description
– 7.2.3 Non Precision Approach
– 7.2.4 Precision Approach
– 7.2.5 RNAV Procedure – GNSS Procedure
– 7.2.6 CDA Concept
2
7.1 Approach control service
7.1.1 Service Provision
Approach control service is provided

1- by an aerodrome control tower when it is necessary
or desirable to combine under the responsibility of one unit
the functions of the approach control service, the aerodrome
control service or the area control service (ACC)
2- by an approach control unit when it is necessary
or desirable to establish a separate unit
Annex 11 / 3.2

FL195
Ground/water
3

FL195
Ground/water
Aerodrome control tower (TWR)

FL195
Approach control unit (APP)
Ground/water
4
The approach control service provides air traffic

services to aircraft:
- on arrival, from beginning of descent to the vicinity of

destination aerodrome
- on departure, from beginning of climb to cruising level
On arrival:
FL195
Ground/water
5
On departure:
FL195
Ground/water
7.1.2 Separation of Aircraft
The separation minima used by an approach controller are the same

as for area control:
Vertical separation
Longitudinal separation
Radar separation
6
7.2 Instrumental Flight Procedure
7.2.1 Definition
Series of predetermined manoeuvers

by reference to flight instruments.
These manoeuvers are based on facilities

or way-points for aircraft operating under
Instrument Flight Rules ( IFR )
7.2.2 Description
TP
IAF
MAPT
FAF
IF
MISSED APPROACH
FINAL
INITIAL INTERMEDIATE
HOLDING
7
IAF
Arrival
segment
IAF
Arrival Initial, intermediate, final

segment segments
8
IAF
Arrival Initial, intermediate, final Landing

segment segments
IAF
Arrival Initial, intermediate, final Missed approach

segment segments segment
9
IAF
Holding
procedure
Arrival Initial, intermediate, final Missed approach

segment segments segment
Runway
in use
(southbound)
10
Arrival
segments
(example)
initial
intermediate,
final
segments
11
Missed
approach
segment
Holding
procedure
12
7.2.3 Non Precision Approach
Horizontal track guidance is provided for the instrument final

approach segment by:
- VOR
- NDB, Locator
- LLZ
- RNAV
7.2.4 Precision Approach
Horizontal and vertical track guidance are provided for the

instrument final approach segment by:
- ILS
- MLS
13
7.2.5 R NAV Procedure ‐ GNSS Procedure
• EGNOS: GPS signal
enforcement
• The European program:
GALILEO
7.2.6 CDA Concept
• The CDO Continuous Descent Operations Procedure
– The Principe is to substitute a continuous descent to the
alternance descent/levelled/descent during the arrival phase of
an IFR flight if possible from the end of the cruise phase.
– Avoid the variation in the engine thrust so as to lower the noise
pollution, the fuel consumption and the exhaust fumes.
– Fully utilise the FMS to optimise the trajectory in the vertical
plan.
14
7.2.6 CDO Concept
15
www.enac.fr
ANSEO

CONCEPTS

SERVICES
1
Course Syllabus

7. Approach Control
8. En-route Control
8. THE AREA CONTROL CENTER
• 8.1 Area Control Service
– 8.1.1 The Area control service provision
– 8.1.2 The services the ACC can provide
– 8.1.3 The separation
• 8.1.3.1 Vertical Separation
• 8.1.3.2 Horizontal Separation in Non Radar environment
• 8.1.3.3 Horizontal Separation in Radar environment
– 8.1.4 Air Traffic Control Clearances
• 8.1.4.1 Departing aircraft
• 8.1.4.2 En Route aircraft
• 8.1.4.3 Content of Clearances
– 8.1.5 Coordination between units providing area control services
– 8.1.6 Computer assisted coordination
• 8.2 ATFM
• 8.3 TCAS
• 8.4 STCA
2
A quick overview…
1. Un nouvel environnement
2. Les textes règlementaires
3. La RCA et le contrôleur
4. Notre programme…
3
THE CONTROL ROOM
1960…
THE CONTROL ROOM
Today…
4
THE CONTROL POSITION
2008
THE TOOLS
• Freq.
• Printer
• Strip/Strip board
• Phone
• Radar image: labels…
• Flight Plan Infos
• Miscellaneous
informations…(NOTA
M W th )
5
8.1 Area control service
8.1.1 The Area Control Service Provision
Area control service is provided
1- by an area control center (ACC)

2- by the unit providing approach control service
in a control zone or control area primarily
designated for the provision of approach control
service
Annex 11 / 3.2
FL195
Approach control office (APP)
Ground/sea
6
The area control service is a service provided to aircraft:

- cruising
- end of climb
- beginning of descent
8.1.2 The Services the ACC can Provide
FL 195
ACC ACC ACC
APP APP
APP
7
8.1.3 The Separation
Separation by an air traffic control unit shall be obtained by at

least one of the following:
1- vertical separation, obtained by assigning different levels
2- horizontal separation, obtained by providing:

- longitudinal separation, by maintaining an interval
between aircraft operating along the same, converging or reciprocal
tracks, expressed in time or distance
- lateral separation, by maintaining aircraft on
different routes or in different geographical areas
8.1.3.1 Vertical Separation
Vertical separation in RVSM Airspace:
- 1000ft separation minimum up to FL410

- 2000ft separation minimum above FL410
8
8.1.3.2 Horizontal Separation in NON RADAR ENVIRONMENT
Lateral Longitudinal
separation Separation
10mn
15NM
15° 10mn
DOC4444 / III
8.1.3.3 Horizontal Separation in RADAR ENVIRONMENT
9
8.1.3.3 Horizontal Separation in RADAR ENVIRONMENT
Radar separation technic
5NM
DOC4444 / VI-6.5
8.1.4 Air Traffic Control Clearances
8.1.4.1 Departing Aircraft
Area control centers forward a clearance to

approach control centers or aerodrome control
towers with the least possible delay after receipt of
request made by these units
DOC4444 / III-10.1
10
8.1.4.2 En‐Route Aircraft
Air traffic control clearances must be issued early enough

to ensure that they are transmitted to the aircraft in sufficient
time for it to comply with them
DOC4444 / III-10.2.1
8.1.4.3 Content of Clearances
Clearances contain positive and concise data and shall, as

far as practicable, be phrased in a standard manner
(phraseologies)
DOC4444 / III-11.1
11
8.1.5 Coordination between units providing area control services
Area control centers forward from centre to centre, as the flight

progresses, necessary flight plan and control information
F BFGV <6726> 080 EPL

DC3 150 LFBO LFPO

150 02 36 59 38
RLP 10 10 10 11
DOC4444 / VIII-4.2.1
STRIP EXEMPLES…
12
8.1.5 Coordination between units providing area control services
The information is transmitted in such a time to allow reception and

analysis of the data by the receiving centre and necessary co-
ordination between the two centres concerned.
Co-ordination is achieved by means of:

- phone (vocal)
- computers (data)
8.1.6 Computer Assisted Coordination
By means of computers, co-ordination is automatic

The strips are updated for each co-ordination and they are supplied
to each control position concerned, at the right time and
automatically.
If there is a problem at any time, controllers are able to stop the
automatic co-ordination and revert to telephone co-ordination
13
8.2 Air Trafic Flow Management (ATFM)
In Europe, the Network Manager Operations Center (NMOC (ex

CFMU)) located in Belgium, is in charge of Air Traffic Flow
Management (ATFM) .
The NMOC has been set up with a view to increase Air Traffic
Flow Management efficiency
8.2 Air Trafic Flow Management (ATFM)
Air traffic services provide a Flow Management Position (FMP) in

each ACC to link ATC, AO (aircraft operators) and the NMOC
ATS at aerodromes shall ensure that flights adhere to the departure

slots issued by the ATFM services
14
8.3 TCAS Traffic alert and Collision Avoidance System
8.3 TCAS Traffic alert and Collision Avoidance System
What does that mean?
The Traffic alert and Collision Avoidance System (or

TCAS) is an aircraft collision avoidance system designed
to reduce the incidence of mid-air collisions between
aircraft. It monitors the airspace around an aircraft for
other aircraft equipped with a corresponding active
transponder, independent of air traffic control, and warns
pilots of the presence of other transponder-equipped
aircraft which may present a threat of mid-air collision
(MAC). It is an implementation of the Airborne Collision
Avoidance System mandated by International Civil
Aviation Organization to be fitted to all aircraft over 5700
kg or authorised to carry more than 19 passengers.
15
TCAS Messages
TA seulement
TA + RA
8.4 STCA Short Time Conflict Alert
16
Common Goal
Collision
prevention
Common Goal
Collision
prevention
17
Common Goal
Collision
prevention
Date & Location
Tokyo
Yaizu
31 January 2001
18
Aircraft
JAL958 – Dc10 JAL907 – B747-400

Pusan – Tokyo Narita Tokyo Haneda – Naha
237 passengers 411 passengers
+ 3 cockpit crew + 4 cockpit crew
+ 10 cabin crew + 12 cabin crew
ATC
• Tokyo ACC:
– Radar Trainee
– Radar Instructor
– Coordinator
19
15:46:38 (LT)
Tokyo
Yaizu
JAL907 – B747
Passing FL216
Cleared FL390
JAL958 – DC10
FL370
15:54:14
JAL907
B747
366390
JAL958
DC10
370 370
53 … 44 43 … 34 33 … 24 23 … 14 13 … 4 3…0

STCA
ATC/RT
TCAS B747
TCAS DC10
B747 366 
DC10 370 LVL
20
15:54:15
JAL907
B747
367390
JAL958
DC10
370 370
53 … 44 43 … 34 33 … 24 23 … 14 13 … 4 3…0

STCA
ATC/RT
TCAS B747
TCAS DC10
B747 367 
DC10 370 LVL
15:54:18
JAL907
B747
367390
JAL958
DC10
370 370
53 … 44 43 … 34 33 … 24 23 … 14 13 … 4 3…0

STCA
ATC/RT
TCAS B747 TA
TCAS DC10 TA
B747 367 
DC10 370 LVL
21
15:54:22 Hem. JAL907, corre… Disregard
JAL907
B747
369390
JAL958
DC10
370 370
53 … 44 43 … 34 33 … 24 23 … 14 13 … 4 3…0
STCA
ATC/RT ?
TCAS B747 TA
TCAS DC10 TA
B747 367 
DC10 370 LVL
15:54:27 JAL907, descend and maintain

FL350, begin descend due to
traffic
JAL907
B747
369390
JAL958
DC10
370 370
53 … 44 43 … 34 33 … 24 23 … 14 13 … 4 3…0

STCA
JAL907 
ATC/RT ? 350
TCAS B747 TA
TCAS DC10 TA
B747 367  369 
DC10 370 LVL 370 LVL
22
JAL907, descend and maintain
15:54:34
FL350, traffic insight
… (climb, climb, climb) …
JAL907
B747
370350
JAL958
DC10
370 370
53 … 44 43 … 34 33 … 24 23 … 14 13 … 4 3…0

STCA
JAL907  JAL907 
ATC/RT ? 350 350
TCAS B747 TA 
TCAS DC10 TA 
B747 367  369  371 
DC10 370 LVL 370 LVL 370 LVL
15:54:38 JAL958, fly heading 130 for

spacing
JAL907
B747
371350
JAL958
DC10
370 370
53 … 44 43 … 34 33 … 24 23 … 14 13 … 4 3…0

STCA
JAL907  JAL907  JAL958
ATC/RT ? 350 350 H130
TCAS B747 TA 
TCAS DC10 TA 
B747 367  369  371 
DC10 370 LVL 370 LVL 370 LVL
23
15:54:49 JAL958, fly heading 13.. 140 for
spacing
JAL907
B747
371350
JAL958
DC10
369370
53 … 44 43 … 34 33 … 24 23 … 14 13 … 4 3…0

STCA
JAL907  JAL907  JAL958 JAL958
ATC/RT ? 350 350 H130 H140
TCAS B747 TA 
TCAS DC10 TA  
B747 367  369  371  372 
DC10 370 LVL 370 LVL 370 LVL 370 
15:54:55 JAL957, begin descend
JAL907
B747
369350
JAL958
DC10
369370
53 … 44 43 … 34 33 … 24 23 … 14 13 … 4 3…0

STCA
JAL907  JAL907  JAL958 JAL958 JAL957
ATC/RT ? 350 350 H130 H140 
TCAS B747 TA 
B747 367  369  371  372  367 
DC10 370 LVL 370 LVL 370 LVL 370  366 
24
15:55:02 JAL907, climb and maintain
FL390
JAL907
B747
366350
JAL958
DC10
366370
53 … 44 43 … 34 33 … 24 23 … 14 13 … 4 3…0

STCA
JAL907  JAL907  JAL958 JAL958 JAL957 JAL907
ATC/RT ? 350 350 H130 H140   390
TCAS B747 TA 
B747 367  369  371  372  367 
DC10 370 LVL 370 LVL 370 LVL 370  366 
15:55:06
JAL907
B747
364350
JAL958
DC10
363370
53 … 44 43 … 34 33 … 24 23 … 14 13 … 4 3…0

STCA
ATC/RT ? 350 350 H130 H140   390
TCAS B747 TA  
B747 367  369  371  372  367  362 
DC10 370 LVL 370 LVL 370 LVL 370  366  361 
25
15:55:11
JAL907
B747
360350
JAL958
DC10
359370
53 … 44 43 … 34 33 … 24 23 … 14 13 … 4 3…0

STCA
ATC/RT ? 350 350 H130 H140   390
TCAS B747 TA  
B747 367  367  371  372  367  362 
DC10 370 LVL 370 LVL 370 LVL 370  366  361 
135 m (±30 m)
9 seriously injured
91 minor injures
130 ft (± 70 ft)
26
Pilot statements:
• DC10 Captain:
“I could visually see the top of the B747 fuselage …. A big
aircraft passed below our aircraft in an instant”.
• DC10 Co‐pilot:
“I saw the other aircraft become larger and larger … [it]
was so close that I thought its tail would snag our
aircraft”.
• B747 Captain:
“The Dc10 appeared to fill the windshield”
27
Isolated event?
• Similar events have occurred again
• Characteristics of the collision prevention actors
– they have access to two different alerting
system
– they might have divergent plans
– they are not informed about each other’s plans
– they might work on an overlapping time frame
– they are working under extreme pressure
• Training can mitigate adverse system effects, but
the causes will continue to exist
28
www.enac.fr
ANSEO

CONCEPTS

SERVICES
1
Course Syllabus

7. Approach Control
8. En-route Control
Separation
Definition: Distance between two aircraft, two levels, two

tracks.
2
Standard vertical separation minimum
Standard vertical separation minimum in Europe amounts to :
– 1000ft * below FL410
– 2000ft above FL410 (included)
*Aircrafts need a specific certification above flight level FL290. If
they don’t have it, the minimum is set to 2000 ft instead.
Radar separation
• Radar longitudinal separation minimum:
Extraordinary cases set aside, horizontal
separation minimum amounts to:
5 NM
(for Area Control)
3
Radar separation
• Radar longitudinal separation minimum:
Extraordinary cases set aside, horizontal
separation minimum amounts to:
3 NM
(for Approach Control)
NB: depending on local equipment, this value
can be lowered to 3NM (Roissy-CDG, Orly…)
but not less than 2 NM
Separations
DOC 4444 – Chapter 5
Different Types of Separations

CVSM
VERTICAL
SEPARATION
RVSM
MINIMUM RADAR SEPARATION
RADAR
HORIZONTAL
SEPARATION
LATERAL
NON RADAR
LONGITUDINAL
TIME DISTANCE
4
ICAO
DOC 4444 – Chapter 5
Relationship of traffic?
Enroute Problems
Same direction
Both aircraft flying at 400 KT
How many minutes separation?
10 minutes
How many miles separation?
20 NM
First aircraft 420 KTs, second
aircraft 400 KTs. How many
minutes separation?
5 minutes
10 NM
10 10
5
Enroute Problems
Crossing
Both aircraft flying at 400 KT
How many minutes separation?
10 minutes
20 NM
First aircraft 420 KTs, second
aircraft 400 KTs. How many
minutes separation?
5 minutes
10 NM
11 11
Enroute Problems Same direction
What navigation aid is at
WESER?
VOR
How many degrees between
routes?
23.5
How many miles required
for separation ?
15 NM
12 12
6
Wake turbulence
Wake vortex explanation
A Boeing 747 about to
land on former
Hong- Kong airport
Some smoke under the aircraft trajectory
Wake turbulence
Wake vortex explanation
Just after the aircraft

crossed the smoke
area, a whirlpool
appears and carries the
smoke
… Although the aircraft has already landed few

seconds ago !
7
Wake turbulence
The wake vortex
Wake vortex explanation remains for quite a long
while before weakening
and disappearing
During all this period, these

vortexes consist in a heavy
threat for the aircraft that
could cross them
Their intensity and duration

depends on the weight of the
aircraft that creates them
They not only exist during
take-off and landing but also
all along the flight as soon as
there are lift forces
Wake turbulence
Depending on their turbulence, aircraft are sorted in

categories:
A 380‐800 (Jumbo or Super) (J) : MTOW* = 560 T
Heavy turbulence (H) : MTOW *  136 T
Medium turbulence (M) : 7 T < MTOW * < 136 T
Light turbulence (L) : MTOW *  7 T
* MTOW (Maxi TakeOff Weight)
16
8
4444 ATM 8.7RCA3 –10.6.5.2.4
ICAO TEC/OPS/SEP-08-0294.SLG
Minimum En Route radar separation

due to wake turbulence
Following … aircraft
preceeding H + J* M L
aircraft
H + J* 4NM 5NM 6NM
M 3NM 3NM 5NM
L 3NM 3NM 3NM
17
* En route, A380-800 (J) is considered as H
Runway Wake turbulence separation
(in minutes)
M
L
3
H 2 M
2 2
2 L
M H 3 L*
*a L class landing after a A 380-800 : 4 min.
18
9
www.enac.fr
ANSEO

CONCEPTS

SERVICES
1
Course Syllabus

7. Approach Control
8. En-route Control
9 – Alerting service
10.1 General
10.2 Phases of the emergency
10.3 Service providers and provision
10.4 Role and responsibilities
10.5 Information to the operator
10.6 Information to aircraft
2
10.1 – General
10.1.1 – definition
– A service provided to notify appropriate

organizations regarding aircraft in need of search
and rescue aid, and assist such organizations as
required.
Annex 2 – Definitions
10.1 – General
10.1.2 – Aim of Alerting service
Alerting SAR
service
Alert Search
Support Rescue
Save human lives
3
10.1 – General
10.1.3 – Beneficiaries
Alerting service shall be provided :
• for all aircraft provided with air traffic control
service ;
• in so far as practicable, to all other aircraft having
filed a flight plan or otherwise known to the air
traffic services ;
• to any aircraft known or believed to be the subject
of unlawful interference.
Alert is provided to every

aircraft known by ATC
services
10.2 – Phases of emergency
Uncertainty Phase INCERFA

uncertainty about safety of an aircraft or its passengers
Alert Phase ALERFA

fear about safety of an aircraft or its passengers
Distress Phase DESTRESFA

threat of imminent and serious danger, rescue needed
4
10.2 Phases of emergency
10.2.1 Uncertainty phase INCERFA Annex 11 – 5.2.1
Uncertainty phase or INCERFA shall be notified when:

a. no communication has been received from an aircraft
within a period of thirty minutes after the time a
communication should have been received, or from the
time an unsuccessful attempt to establish
communication with such aircraft was first made,
whichever is the earlier, or when
b. an aircraft fails to arrive within thirty minutes of the
estimated time of arrival last notified to or estimated
by air traffic services units, whichever is the later.
except when no doubt exists as to the safety of the aircraft and

its occupants.
10.2 Phases of emergency Annex 11 – 5.2.1

10.2.2 Alert phase ALERFA
Alert phase or ALERFA shall be notified when:
a. following the uncertainty phase, subsequent attempts to
establish communication with the aircraft or inquiries to other
relevant sources have failed to reveal any news of the aircraft, or
when
b. an aircraft has been cleared to land and fails to land within five
minutes of the estimated time of landing and communication has
not been re‐established with the aircraft, or when
c. information has been received which indicates that the operating
efficiency of the aircraft has been impaired, but not to the extent
that a forced landing is likely,
except when evidence exists that would allay apprehension as to the

safety of the aircraft and its occupants, or when
d. an aircraft is known or believed to be the subject of unlawful

interference.
5
10.2 Phases of emergency Annex 11 – 5.2.1
10.2.3 Distress phase DETRESFA
Distress phase or DETRESFA shall be notified when:
a. following the alert phase, further unsuccessful attempts to
establish communication with the aircraft and more widespread
unsuccessful inquiries point to the probability that the aircraft is
in distress, or when
b. the fuel on board is considered to be exhausted, or to be
insufficient to enable the aircraft to reach safety, or when
c. information is received which indicates that the operating
efficiency of the aircraft has been impaired to the extent that a
forced landing is likely, or when
d. information is received or it is reasonably certain that the aircraft
is about to make or has made a forced landing,
except when there is reasonable certainty that the aircraft and its
occupants are not threatened by grave and imminent danger and do
not require immediate assistance.
10.2 Phases of emergency
10.2.4 Maximum delays for phases notification
6
10.3 Alerting service providers
Alerting service SAR
AFIS
TWR CCR
RCC
APP (SRR)
COSPAS
SARSAT

Annex 11 – Definitions
10.3.1 RCC Rescue Coodination Centres
A unit responsible for

promoting efficient
organization of search
and rescue services
and for coordinating
the conduct of search
and rescue operations
within a search and
rescue region.
7
10.3.2 – Central point Annex 11 – 5.1.2
Flight information centres or area control centres shall

serve as the central point for collecting all information
relevant to a state of emergency of an aircraft
operating within the flight information region or
control area concerned and for forwarding such
information to the appropriate rescue coordination
centre.
The Supervisor of the ACC operational room is generally responsible

for the notification of RCC.
Usually the supervisors delegates this task to the FIC officers

10.3.3 Service provision in an aerodrome control tower or approach control unit
Annex 11 – 5.1.3
In the event of a state of emergency arising to an

aircraft while it is under the control of TWR or APP,
such unit shall notify immediately the flight
information centre or area control centre (ACC)
responsible which shall in turn notify the rescue
coordination centre (RCC).
8
TWR / APP A F
C I
C S
R
C
C

Nevertheless, whenever the urgency of the situation so

requires, the aerodrome control tower or approach
control unit responsible shall first alert and take other
necessary steps to set in motion all appropriate local
rescue and emergency organizations which can give
the immediate assistance required.
Annex 11 – 5.1.3.1
9
Alerting service responsibilities
If the emergency situation

requires so, the APP, TWR
or AFIS may alert local
rescue services first

10.4.1 Role and responsibilities of the ACC
Notify the phases to the RRC + service providers

Ask for these provider’s support,
Notify the phases to the aircraft operator
Gather data received,
Notify the end of emergency status.
10
10.4.1 Role of the unit responsible for alerting service
Doc 4444 – 9.2.2.3
 notify units providing alerting service in other affected FIRs

or control areas, in addition to notifying the rescue
coordination centre associated with it;
 request those units to assist in the search for any useful
information pertaining to the aircraft presumed to be in an
emergency, by all appropriate means;
 collect the information gathered during each phase of the
emergency and, after verifying it as necessary, transmit it to
the RCC ;
 announce the termination
of the state of emergency
as circumstances dictate.

10.4.2 Notification of RCC Annex 11 – 5.2.2
The notification shall contain such of the following information

as is available in the order listed:
a) INCERFA, ALERFA or DETRESFA, as appropriate to the
phase of the emergency ;
b) agency and person calling ;
c) nature of the emergency ;
d) significant information from the flight plan ;
e) unit which made last contact, time and means used ;
f) last position report and how determined;
g) colour and distinctive marks of aircraft;
h) dangerous goods carried as cargo;
i) any action taken by reporting office; and
j) other pertinent remarks.
11
Annex 11 – 5.5.1
When an area control or a flight information centre

decides that an aircraft is in the uncertainty or the alert
phase, it shall, when practicable, advise the operator
prior to notifying the rescue coordination centre.
If an aircraft is in the distress phase, the rescue

coordination centre has to be notified immediately.

Annex 11 – 5.5.1
All information notified to the rescue coordination

centre shall, whenever practicable, also be
communicated, without delay, to the operator.
12
10.6 Information to aircraft Annex 11 – 5.6.1
 When it has been established by an air traffic services unit

that an aircraft is in a state of emergency, other aircraft known
to be in the vicinity of the aircraft involved shall, be informed of
the nature of the emergency as soon as practicable.
 When an air traffic services unit knows or believes that an

aircraft is being subjected to unlawful interference, no reference
shall be made in ATS air‐ground communications to the nature
of the emergency unless it has first been referred to in
communications from the aircraft involved and it is certain that
such reference will not aggravate the situation.
13
22/09/2016
www.enac.fr
ANSEO

CONCEPTS

SERVICES
1
22/09/2016
Course Syllabus

7. Approach Control
8. En-route Control
Presentation Outlines
1. Some relevant figures
2. Air Traffic Management
3. Air Traffic Flow & Capacity Management

Part 1: Principles
Part 2: In closer details
4. AirSpace Management:
1. Airspace design basic principles
2. Flexible Use of Airspace concept
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1.1 Traffic concentration
• High traffic
concentration in some
areas due to:
– Natural Flows
– Big airports:
• Paris (CDG, Orly)
• Bruxelles
• Londres
• Amsterdam
• Francfort
High density area
1.2 Traffic / Delays evolution in Europe
 Traffic declined by 0.8 % in 2013 compared to 2012 (-2.6 % in 2012

compared to 2011)
 Europe ATM network met its annual « En-route delay target » of 0.6
minute/flight with an average of 0.53 min per flight
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1.2 Traffic / Delays evolution in Europe in 2013
• Adverse weather conditions in

January increased delays.
• Highest monthly traffic decline

of -5.6 % in March partly due to
industrial actions (Air France,
Iberia, DLH)
• In June, industrial action

caused 600 000 minutes of
delays and 5 000 flights
cancellation.
• In december, strike in France,

system upgrades in many ACCs
raised the ATFM delays
In 2013, the first three months of the year saw the lowest traffic levels
since 2008.
During summer, traffic reached and occasionally exceeded the 2012
levels and remained midway between 2008 and 2009 levels
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CODA: Central Office for

Delay Analysis
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1.3 Delays dispersion over Europe
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1.3 Delays dispersion over Europe
1.2 Traffic evolution
• Traffic evolution in France over 30 years
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1.2 Traffic evolution
Traffic evolution in France over the year
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2.1 Building ATM Capacity?
Traffic Demand ATS Offer
17
2.1 Building ATM Capacity?
Air Traffic Management (ATM)
Facilities
Dynamic and Integrated management
of Air Traffic and Airspace Seamless Services
SAFELY
EFFICIENTLY Ground-based Functions
ECONOMICALLY
Airborne Functions
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2.2 ATM Objectives
Punctuality: Preferred Minimum

Aos meet their Flight Constraint
planned
departure and profiles for the
arrival times adherence Flights
Without compromising agreed levels of

safety
2.3 ATM Definition
The key equation
ATM = ATS + ATFCM + ASM
Flight Information Service Airspace
Design
Flexible
Air Traffic Control
Use of
Airspace
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2.3 ATM Definition
The CNS: its foundations
Operational
world
ATM*
C N S
Technological
world
Communications Surveillance
*ATM = ATS+ ASM + ATFCM

Navigation
21
2.3 ATM Definition
 Voice Communication ATM

 HF, VHF, 8.33 khz
 Standard Phraseology
 Procedures for radiotelephony C
 CPDLC
 ACARS Communications
 ATN
 ADS-C (ACARS Com.)
22
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2.3 ATM Definition
 RNAV
 aRea NAVigation principle
ATM
 PBN Concept
 RNAV vs RNP Specifications
N
 PBN implementation in Europe
 PBN Training for ATCO (DOC 9613)
 Point Merge Systems

 2 types of implementation:
• TMA Navigation
• Extended TMA
 Paris ACC example
23
2.3 ATM Definition
ATM
 PSR, SSR, Mode S
 ELS,
 EHS S
 ADS B
 MLAT
Surveillance
24
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2.4 International Regulatory Framework
The ICAO Global Air Navigation Plan
ATM*
C N S
ICAO GANP
(Global Air Navigation Plan)
2013 – 2028+
ASBU: Aviation System Block Upgrades
BLOC 0 BLOC 1 BLOC 2 BLOC 3

(2013) (2018) (2023) (2028 + )
AIRPORT OPERATIONS
DATA & SYSTEM WORLDWIDE

INTEROPERABILITY
CAPACITY & FLIGHT FLEXIBILITY

OPTIMISATION
FLIGHT TRAJECTORY EFFICIENCY
Agenda
• Historical Background of
Flow Management
• Building an Air Traffic Flow
Management Service
OPTIMISE UTILISATION
CAPACITY SHORTFALLS OF AVAILABLE
CAPACITY
• From ATFM to ATFCM
UTILISE OTHER
AVAILABLE
Sector Management
- Configuration • ATFCM – Who is involved?
REGULATE CAPACITY
- N° of Sectors
Civil/Military Co-ordination
THE DEMAND Re-routeing
- Flows
Reduce Traffic Complexity
Review Capacity Value
en-route Holding Pattern*
• Network Management
Restrictions - Flight
Constraining Airborne
Traffic (STAM)
FL Management
Balancing Arrival / Departure Capacity
Operations
Or : “Match demand Or : “Match demand Or : “Match
to capacity with
regulations or restrictions”
to capacity” capacity
to demand”
• The national ANSP & FMP
• The ATCO
• The AO
• The ATFCM Phases
• How does ATFCM work?
• Airport CDM Interaction with
ATFCM
26
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3. Air Traffic Flow & Capacity Management Principles
3.1 Major World Air Traffic Flows
3.2 Historical background of flow management
Need for flow control ?
High increase of air traffic
Open Sky policy Hub effect « Shuttle » concept
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The first regulation units
1980s
ATC in the afflicted countries cannot
cope with sudden surge in demand
• 80s : creation of the first flow regulation units :

– Each country develops its own system (11 total :UK, Germany, France,
Spain,…)
– Mainly manual work (not automated)
– Based on specific flows (city‐pairs)
– No coordination between the units
Problem: limiting the traffic in each country = more restricted airspace
giving rise to more delay.
• 1986‐90 : huge increase in delays within Europe

1986: 12% of flights with >15’ delay
1989: 25% of flights with >20’ delay
The first regulation units
MOSCOW
COPENHAGEN
LONDON
PRAGUE
ATMC
BNL
CORTA
BELGRADE ISTANBUL
MADRID ROME
ATHENS
AIRCRAFT OPERATORS
AREA CONTROL CENTRE FLOW MANAGEMENT Other FLOW
(ACC) UNITs MANAGEMENT UNITs
in core area of Europe
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3.3 Building an Air Traffic Flow Management Service …
ICAO recommandations
ATFM service shall be  Within a region or other defined

area, should be developed and
implemented for implemented as a centralized ATFM
airspace where traffic organization.
demand at times
exceeds the defined  Supported by FMP (flow
ATC capacity. management positions) established at
each area control centre (ACC) within
the region or area of applicability.
Main goal of ATC :
a
to provide safety in
volume of airspace
Challenges :
– concentration
– complexity
– air traffic growth
ATC capacity as a result…only – Equipments….
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Control traffic load by implementing a

regulation………..
……..but creating delays !
Demande Traffic load

Traffic de trafic
demand Trafic régulé
40 40
35 35
30 30
nb vols / heure
nb vols / heure
25 25
20 20
15 15
10 10
5 5
0 0
6h-7h 7h-8h 8h-9h 9h-10h 10h-11h 11h-12h 6h-7h 7h-8h 8h-9h 9h-10h 10h-11h 11h-12h
Capacity : 30/h Capacity : 30/h

Demand : 35/h Load : 30/h
Everything counts
Where is the traffic ?
Where are the complex areas ?
Data requirement ?
ATC sector capacities?
Profile calculation ?
RULES &
PRINCIPLES!!!
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The Traffic
• Concentration of air traffic on

specific flows and areas due to :
– Routes
– Concentration of major airports
High density area (Core area)
The Complexity
• Complexity of air traffic :

– Traffic climbing or descending
– Overflights
– Structural limitations
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The Datas
Flight Intention (FPL-AAL171-IS

-B763/H-SXWDHIRY/S
-EBBR0905
-N0471F340 DENUT UL610 LAM UL179 CPT UL9 SHA
UN542 BABAN UN544 DOGAL/M082F340 NATA
Flight Plan (FPL) STEAM/N0474F380 N224E TAFFY/N0474F400 DCT
ENE ENE4
-KJFK0802 KEWR
-EET/EGTT0016 EISN0055 EGGX0146 020W0212
CZQX0300 040W0348
050W0435 OYSTR0501 STEAM0516 SEL/AJBQ
REG/N345AN)
37
The Datas Aircraft Performance*
Environment Data ATC Sector Capacities*

– Air routes
– Nav. Aids &
Waypoints
– Airspaces / Sectors
– Address data for Planned Activities
AOs & ATC Units – Military Activity
• Day to day airspace reservations – airspace
availability
• Large exercises
– Special Events
• Sporting Events (Football World Cup,
Olympics)
• En-route Centre implementing new system
• Airport capacity reduced due to runway
maintenance
38
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Aircraft performance &
Profile
ACC 3 ACC 5
ACC 6
ACC 1 ACC 2 ACC 4
TMA TMA
ADEP A B C D ADES
The calculated profile determines the sectors in which the flight is

counted and the list of ATS Units to be addressed.
(ADEP + TMA + ACC 1 + ACC 2 + ACC 4 + ACC 5 + ACC 6 + TMA + ADES)
39
Talking in terms of capacity
Sector capacity (Eurocontrol)
ACC Capacity (Eurocontrol)
Maximum number of flights Maximum number of flights
that may enter an ACC per hour, that may enter a sector per
over a period of time. This hour over a period of time
value is calculated using sector (e.g. 1 hour), while ensuring a
capacity and other parameters, safe, orderly and efficient
to assist in resources and traffic flow. Several values
investment planning. It is not may exist depending on the
used in real‐time operations. ATC environment (airspace,
equipment, traffic pattern,
weather etc). The local ATS
authorities define this
information.
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Having identified the problem……

What criteria does our solution have to satisfy ?
• Equity – equal treatment for all flights

• Minimum costs for AO
• Doesn’t create problems elsewhere
41
Rules and Principles
Safety Regular air Each flight User

traffic flow is handled information
- Provide a equally
Regulate to provide regular - Basic principle - Let the airlines
safety and to distribution of : « First come, know about
control traffic load traffic and ease first served » the regulation
air traffic control - plan in
- Optimization of Compensation advance
available for Late Filers
capacity and and Late
flexibility Updaters
- Reduce delays,
optimise use of
airspace via
reroutings
- FUA concept
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Definition
Air traffic flow and Capacity Management:
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.
3.4 Application Domain
All IFR flights taking off from the NMO Area or

from an adjacent FIR when the flight or a part of
IN « Included » flights it is in GAT
Appear in load figures and are monitored, but

can’t be submitted to regulation measures.
EM Exempted flights
Do not appear in load figures & are not

EX Excluded flights monitored. They can’t be submited to regulation
measures.
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3.5 A 4 phases process
D-7 D
STRATEGIC PHASE PRE -TACTICAL TACTICAL PHASE POST - OPS PHASE

- From several PHASE - The work - The Days
month to few days - Actions during carried out on the following « D »
before the flight. the few days current day
- Comparison before the day of operational day - Try to improve
between expected operation - Flights receive tomorrow by
air traffic demand - Based on the the benefit of using yesterday
and potential ATC traffic forecasts, ATFCM
capacity. the information - Allocation of
- routing scheme received from the individual aircraft
- possible difficulties Flow departure times
identification Management and re-routings to
Positions avoid bottlenecks
45
3.6 A CDM concept
AMC
AMC
AMC
AMC
FMP AMC
FMP
ANSPs FMP
FMP
FMP
Central Flow
Management
Unit
(NMOC)
AO
AO
Military
AO
AO
Partners
Military AO
Partners
Military
Military
Partners
Partners
46
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3.7 From ATFM to ATFCM
Over delivery?....... ATFCM SOLUTIONS
OPTIMISE
CAPACITY SHORTFALLS
UTILISATION OF
AVAILABLE CAPACITY
UTILISE OTHER
Sector Management
AVAILABLE - Configuration
REGULATE CAPACITY - N° of Sectors
Re-routeing Civil/Military Co-ordination
THE DEMAND - Flows Reduce Traffic Complexity
Restrictions - Flight Review Capacity Value
Constraining Airborne FL Management en-route Holding Pattern*
Traffic (STAM) Balancing Arrival / Departure
Capacity
Or : “Match demand Or : “Match demand Or : “Match capacity
to capacity with
regulations or restrictions”
to capacity” to demand”
3.8 Who is involved?
• At a Pan European level: The Network Management Operation Center
• At a National Level: The National ANSP and AMC (airspace management

cell)
• At a Regional Level: The FMP (Flow Management Position) located in each

ACC
• At a Control Position Level: The Controller
• At the Customer Level: The AO (Aircraft Operator)
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The NMOC 1988 October

The Transport Ministers of the ECAC
States implement the ICAO
concept of a Centralised Traffic
1996
Management Organisation
Opening of CFMU a unique pan
European agency based in Brussels
and under responsability of
Eurocontrol
2011January
Creation of DNM (Directorate Network
Management) that includes NMOC (Ex
CFMU)
The NMOC its role….in details
• Checking compliance of flight plans with ATM rules.
• Assessing the impact of the expected traffic demand on the ATM capacity.
• Reconciling demand and capacity by applying reroutings, flight level capping
and delayed take‐off times.
• Providing a common European overview of the short‐term situation.
• Coordinating response to unexpected events.
• Providing the necessary support to all partners.
• Ensuring the oversight of the European AIS Database.
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Network Management Operations
3.9 How is it supplied?
IFPS
Initial integrated Flight Plan
processing System
• Every single IFR flight has to file one
• Centralised
• Processed (IFPL) Every ANSP System
• Redistributed to AO (Aircraft operators)
TACT-ETFMS (NMOC
calculator)
51

IFPS units
IFPU 1 ATC
fpl BRUSSELS ifpl units
AO
ifpl
fpl IFPU 2 TACT

ETFMS
BRETIGNY ifpl
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Network Operations Services
Aircraft Operators Air Traffic Control & FMP
Flightplan data
Flightplan • what time
• how high
• how fast…
Air Traffic Flow

Flight Plan
& Capacity
Processing
Management
(IFPS)
(ETFMS)
FLIGHT
DATA
OPERATIONS
Flight Plans Flight Plans
Aircraft (FDO)
(System = IFPS)
Operators Capacities
(AOs) Flight Airspace
Plans data
/ Air Traffic
Air Traffic
Slots ATFCM Control
Services
Rerouteing Measures (ATC)
Reporting FLOW
MANAGEMENT FMPs
Offices OPERATIONS Actual situation
(FMO)
(AROs)
(System=
ETFMS)
Network Manager Operations Centre
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Network Operations systems and main data flow

RPL ENV
Aircraft
ENV
DATA
Operators FPL IFPS FPL
IFPU1 IFPU2
(AOs) Brussels Brétigny
ATC FPL
ORM Changes
/ Air Traffic
Air Traffic RCAT Flight Plans
Control
Services ADP
ADP PREDICT (ATC)
Reporting
Slots Slots
FMPs
Offices Rerouteings
ETFMS
ATC
(AROs)
Updates
DWH
(Archive)

3.9 How is it supplied? Application
Communication
Clients Tools- Portal Servers
CFMU Human
extranet
MIL
Machine
AO
ANSP / TWR / FMP Interface
NMOC
NMO / ENV internet
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CHMI a unique European interface
Traffic‐Volume monitoring

CHMI a unique European interface
General view :
the colour gives an
idea of the amount
of delay for the
most impacted
flight in the TFV
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3 Air Traffic Flow & Capacity Management

3.10 The National ANSP and FMP
In each country, the
The Flow Management Position national ANSP and its
FMP are responsible for
the preparation, the
coordination and the
• 1 FMP per ACC execution of all the flow
regulation measures to
• Area of Responsibillity : ACC + AD of its FIR be taken to prevent ATS
from traffic overload
• Staff : while causing the least
disturbance to the
• FMP managers : customers.
strategic, pre-tactical and tactical work
• FMP tactical team in Ops room, generaly
experienced ATCOs
• 24h/day
• FMP tactical (06h00 to 22h00)
• Supervisor (22h00 to 06h00)

The Flow Management Position
IS
FI
NO S
E RU
 NM States (ATFM Area) EE
 Cooperating States DK LV
LT
(ATFM Adjacent Areas) IE BY
GB NL
+ BE
DE PL
CZ
AO Organisations SK UA KZ
CH AT HU
 IACA FR SI RO MD
HR
 IATA ES IT
BAMERS BG
GE
PT MK
 EBAA AL AM AZ
GR TR
 IAOPA MT CY
SY
DZ TN LB
MA IQ IR
IL
HE
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The FMP Local tasks & schedule

SCHEDULE
TASKS Strategic
Civilian/military negociations
RAD
Link between NMOC and ANSP / Special events
AO Research, planning and
D-7
coordination activities
Provide all ATFCM services :
- for its ACC Pre-tactical
Formulate the pre-tactical
- for all AD within its area
plan with assessed
Inform and assist (tight measures from a reference
coordination): day
- AO Tactical
D
Monitor traffic in real time
- ATCOs and Supervisors
- Under the resp. of the ACC Post-Operational
Sup. Analysis
Archive
3 Air Traffic Flow & Capacity Management

3.10 The National ANSP and FMP The FMP
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3.11 The Air traffic Controller – A key role to play
The Air Traffic Controller is responsible for

the Flight Plan and ATFCM adherence for
the safe and optimum flow of air traffic.
Respect of allocated SLOT for all

TWR Aircraft
Respect of the FL filed in the FPL

ACC and the route

3.12 The Aircraft Operator
The customer’s rights and duties
Be aware of the regulation plan
Comply with the effective

measures, published via the
CTOT
(Calculated
aeronautical information. take-off time)
Dialog with NMOC

Filling a flight plan on time (3h before
EOBT)
Sending any modification message
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3.13 The ATFCM Phases – The Strategic Phase
Airspace Design
Airspace
utilization Free
Special Events policy Route
FAB
RAD
Management and changes of
capacity
Scenarii
Staffing
TFV definition (Human Resources, ATCO
vacations)

The Traffic Volume (TFV)

A TFV can be :
- Arrival or departure for a
• Used in the CHMI for selecting of a chosen airport
specific volume of air traffic in order to - A certain flow of tfc in a
compare the Traffic Load and the control sector
- The global traffic in a
declared monitoring values control sector
• Used by the NMOC and the FMPs for : - …..
– Monitoring
– Applying ATFCM measure (regulating,
rerouting…)
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Traffic Volume Set = FMP
The Traffic Volume (TFV) Traffic Volume Traffic Volume
INcluded
Monitoring Value Traffic Volume Flow
Linked
EXcluded
ExeMpted
Reference Location
AD Aerodrome AZ Aerodrome Set SP Specific Point AS Airspace
(D) Departure (D) Departure Minimum FL
(A) Arrival (A) Arrival Maximum FL
(G) Global (G) Global

Traffic Volume Set
Traffic Volume :
Brussels arrivals
Traffic Volume :All tfc

in Luxembourg TMA
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3.14 The ATFCM Phases – The Pre-Tactical Phase
Completed by FMP
controllers, starting from D-6
 Pre-tactical plan using a Reference Day (D-7)

 Matching traffic demand and capacity
 Setting up scenarios/regulations if necessary
 Use of all the available capacity (staffing,
sector configuration)

But how do we PREDICT

compare demand CFMU tool to simulate Regulations
and capacity before requested by FMPs for D Day applied on
D-7 traffic*.
D Day ? Simulation with all the regulations
D-1
scheduled for the next day.
Check the impact of interaction
ACC Capacity: number of between regulations.
sectors available (depends
on the staff available) Possible consequences
Demand : traffic data – Shows regulated sectors where
(reference day to be demand < capacity
adjusted due to special – Shows non regulated sectors where
demand > capacity
events or season)
* Or D-365 if special day
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Several
FL available
Level Capping tools (can be
Scenario : combined)
ATFCM action
to cope with a
particular Rerouting and level capping
scenarios are negociated
demand weekly in teleconferences
AR with all FMPS involved,
Alternate Route NMOC and AOs (ie South
RR West Axis in summer, Ski in
Mandatory winter)
Re-Routing
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The ATFM Notification Message
The ATFM Notification

Message (ANM) for the
next day is prepared. The ANM defines the
Based on the traffic tactical plan for the next
forecasts, the (operational) day and
information received
from the Flow informs Aircraft Operators
Management Positions (AOs) and ATC units about
at every ATC centre in the ATFCM measures that
Europe and the NMOC will be in force in
statistical data,
European airspace on the
following day.

3.15 The ATFCM Phases – The Tactical Phase
Goals :
‐ Protect the
sectors from The ATFCM work
carried out on the
overload current operational
‐ Minimize day
delays
‐ Assist ATC
receive and AO
the Methods :
benefit – Traffic monitoring
of Individual departure times 24h/day
ATFCM and re-routings to avoid
– Optimization of
bottleneck
available capacity
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Responsabilities of the various actors
NMOC FMP ATC AO

ANM Regulation  CTOT (start-
 CTOT rate (coord to up) observation Flight plans
management NMOC)  Vertical check
 Air traffic  Use of profile respect
management airspace (planned FL)  EOBT update
optimization optimization  Planned  CTOT respect
 Helpdesk  TFV route respect
Monitoring

Relevant information
• ANM, AIM
• Sector configuration, regulation rates
• Special event or specific information
• Military exercises, real time trials
• Technical issues
• CHMI
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Available
methods Departure sequence
Re-routing Regulation
STAM (Short
Term ATFCM
Measures)
Level capping Unusual procedures

3.16 The CHMI
CHMI
CFMU Human-Machine
Interface
(adapted to the needs of all the
stakeholders)
Benefits
 European scale
Features  Real time update
 Monitoring
 Reference for Flight Plans
 Management of flow and load in  Unique Interface for all the
control sectors and airports stakeholders
 Direct access to messages as
AUP…
 Unique data…everybody
has the same information !
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3.16 The CHMI

3.16 The CHMI
CHMI :FMP monitor
Red: demand > 110% of the monitoring val

Orange:demand between 100% and
110%
Yellow: demand between 90% et 100%
Green :demand bellow 90%
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CHMI : Traffic count monitoring
Selected time interval
Load and Demand

selected
(user’s choice)
CHMI: Occupancy count monitorin

Load alarm
Peak Count per minute

Value
Substain Value
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3.16 The CHMI CHMI:Flight Lis
ATOT REG +
Actual Take-off Time O
Most penal reg
MSG Other reg.
Entry Time ARF Actual Flight Level Last Msg Yes or No
received
E/CTOT
IOBT Estimated Take-off Time E/C/ATA
Initial Estimated Off-Block Time Calculated Take-off Time Landing time
estimated/calculated/upd
ated

3.16 The CHMI
CHMI: Flight Data
Parameters related
to possible regulations :
• Regulation list
• Most penalizing reg
• Delay
•Last ATFCM message received
Route
accepted
by IFPS
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3.16 The CHMI
CHMI: Route visualization and flight prof

3.16 The CHMI
CHMI: Route and/or Alternate FL selection help funct
Single flight selection in the flight list
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3.16 The CHMI
CHMI: Route and/or Alternate FL selection help funct
Datas/Selection help
Available alternate routes proposal

3.16 The CHMI
CHMI: Route and/or Alternate FL selection help function
Vertical Visualization of the alternative route :
FL selection
Horizontal
Visualization of the
alternate route
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3.17 How does ATFCM work?
RPL and FPL are NMOC Each flight CTOT

sent to NMOC activates a concerned by transmitted to
(IFPS) (3 hours regulation for a regulation is AO and TWR
at least before every location given a CTOT at the
EOBT) where it’s departure
necessary in airport
coordination
with the FMPs.

In a TFV
Calculation methods
Flights Count ATC workload
- IN
- EM
Occupancy
- Nominal
- Differentiated - Sustain Value
- Peak Value
Capacity
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Fri 25 Apr 2014
CHMI: Occupancy count monitorin

Load alarm
Time between coordination and sector entrance
Count per minute
Peak
Value
Substain Value

CASA‐ Slot Allocation Process
FPL sent before 0900
TAXITIME
10 ’
Regulated TFV
EOBT 1200
1300/1600
ETOT 1210
CASA
ETO 1400
DELAY 20 ’
CTOT CTO
1230 1420
CTOT = EOBT + Taxi Time + DELAY
ETO : Estimated Time Over (Entry time)
CTO : Calculated Time Over
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Case 1: Impossible d’afficher l’image.
CASA‐ Slot Allocation Process
one flight per
slot…naturally All FPL sent at least 3h before EOBT
DLH
ETO1002 AFR
ETO 1010 SAL : Slot Alloc. List
SAL
1000 DLH
Regulated TFV 1010 AFR
Rate : 6/60 1020 BAW
1030
1040
BAW 1050
ETO 1024
Rule : First come first served…over the regulated TFV !!!

Case 2:
Impossible d’afficher l’image.
two flights are scheduled All FPL filed at least 3h

before EOBT
to enter in the same slot
DLH SAL
ETO1002 AFR
1000 DLH
ETO 1010 DLH
1010 AFR
AFR
1020 BAW
IBE 5mns
Delay
Regulated TFV 1030
BAW 6mns
IBE
ETO 1015 Rate : 6/60 1040
1050
SAL : Slot Alloc. List

BAW
ETO 1024
Here a regulation creates delay even if demand < regulation rate
47
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Case 3:
Impossible d’afficher l’image.
FPL filed at least 3h

here comes a late filer before EOBT,
excepted FCBON
DLH
ETO1002 AFR
ETO 1010
SAL
1000 DLH
DLH
Regulated TFV 1010 AFR

AFR
IBE
ETO 1015 Rate: 6/60 1020 IBE 5mns
IBE
1030 BAW
BAW 6mns
6mns
1040 FCBON 32mns

FCBON
ETO 1008 1050
BAW (Late Filer)
ETO 1024
SAL : Slot Alloc. List

CASA ‐Slot Allocation Message
• Sent to the AO at least 2hrs before
the last EOBT received by NMOC
• AO must comply with the CTOT
(acceptance ‐5/+10 min)
If not new msg exchange to
reach agreement
• TiTLE SAM
• ARCID AFR125
• ADEP LIRF
• EOBD 090527
• EOBT 1047
• CTOT 1115
• ADES LFPG
• REGUL UJ
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CASA: Messages / Slot Allocation Message…what can happen after ?
The CTOT musn’t be changed. The CTOT is suitable for the Aircraft Operator.
NMO doesn’t send any new message No Message is sent.
Slot Revision msg (SRM) if :
‐ NMO needs to postpone the CTOT SRM
‐ NMO gives an earlier CTOT ,if the flight
has RFI (Ready for imrovement) Status
The AO must comply with the new CTOT
Slot Requirement cancel. msg (SLC) if :
‐ CTOT is useless N SLC A
M O
The AO has to comply with EOBT
O
SIP
Slot Improvement Proposal msg if :
‐ A better CTOT can be proposed
The AO can accept or not
SPA/SRJ Slot Improvement Proposal Acceptance msg (SPA)
or Slot Improvement Proposal Rejection msg (SRJ)
SMM Slot Missed msg (SMM) if :
‐ AO cannot comply with the CTOT
Flight Suspension msg (FLS) if : ‐ And if the AO can’t give a new EOBT
‐ By instance, a SMM has been received
. FLS
The flight is suspended and can’t get a take‐
off clearance

The limitations
- IN
- EM
 The Slot (-5 ; + 10 min)
 The adherence to the measures
 The- Nominal
unexpected situations
 The calculation algorithms- Sustain Value
- Differentiated
- Peak Value
 The cheaters
 …
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3.18 How does ATFCM will cope with those
limitations?
• 3.18.1 Adherence to the measures: Vast awareness program

• 3.18.2 Unexpected situations
• 3.18.3 Slot (‐5; +10 min ) limitations: Airport CDM
• 3.18.4 ATFCM enhancement and the future of the ATFCM
3.18 How does ATFCM will cope with those limitations?
3.18.1 Vast awareness program
The real life … As an ATCo how to deal with the users demands on the
control position?
?
Aircraft n°1 does not want any delay
and / or wants to catch up with them
Aircraft n°2 request optimal RFL
What consequences in case of modifications?

Is it worth it or compliant with the initial
planification?
Aircraft n°3 wants the most
direct route What is my global vision of the change impact?
100
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Compliance with the Filed Flight Plan and the Requested Flight Level (RFL)
I have my difficulties and problems.

But what about the others?
101
Compliance with the FPL and the RFL
• Proof by example
+1
-1
102
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+2
-2
103
Compliance with FPL and the RFL
+3
-3
104
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Why does it occur?
ATCOS are trained to provide Pilots are trained to request

the pilots with the the « prefered » FL
« prefered » FL as soon as possible
as soon as possible
105
Compliance with FPL and the RFL
• 37% of overload in regulated sectors are due to non

compliance with RFL
• Results
– Capacity loss in sector B
– Overload in sector A
– Loss of confidence in the system leading to a sector capacity
reduction
– Safety impact, fast deterioration of the working conditions,
stress
106
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How to make it better?
– Better compliance with RFL
– Compliance with FPL (contract)
– Coordonation with downstream sectors and FMP for any request in
FL or route change
107
3.18.2 Unexpected situations
Meteorological causes
FOG
SNOW
THUNDERSTORM
DE-ICING
STRONG WINDS
Mesures????
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Other causes
Equipment failure, ATC,

ILS, Radio, Radar
Available Back-up? Industrial action
Fire protection level

deterioration
Blocked RWY
Apron, TWY closure
Entirely?
Complete availability
Partly?
or partial availability
What traffic to allow?
of the platform
Mesures????
Other causes Fire in a terminal or on
the RWY proximity
Impact of the smoke on
the visibility?
Security issue on
Terrorist activity
the platform or in
the vicinity
Volcano
Epidemic disease
H1N1
Mesures????
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EVITA: Real-time information on crises impacting

European air traffic
EVITA is a collaborative online tool which helps visualise

the impact of a crisis on air traffic and on the available air
traffic network capacity in Europe.
EVITA is a response to Eurocontrol’s mandate, in its role
as Network Manager, to support airspace users during
crisis by facilitationg the provision of information in one
place, thus contributing to help solving future crises.
EVITA is in force since 2011
• EVITA is collaborative:
– Data are provided by different organisations such as

Volcanic Ash Centers (VACCs) and NOTAM offices.
– AO may upload their own defined areas and plot them
in EVITA locally.
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• EVITA is visual, it :
– displays ash concentration received data.

– displays danger areas, as declared by states via NOTAM.
– displays locally areas defined by AO.
– Detects flights, sectors and aerodromes impacted by any
combination of the above mentioned areas.
• Important :
– EVITA should be used for information purposes only.

– AO must take full account of NOTAM and SIGMET
information .
– EVITA is available to all NOP registered users
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EVITA
European Crisis Visualisation Interactive Tool for ATFCM
Low <2000
Medium 2-4000
High >4000
micrograms ash/m3

3.18.3 Airport CDM Interaction with ATFCM
Collaborative Pre-Departure
Sequence system
A-CDM platforms
accurate and updated information to NMOC via a DPI message

(Departure planning information)
More acurate slot allocation by NMOC based on reliable input data
NMOC slots optimized for all flights going out of A-CDM platform.
Reduction of delays due to NMOC slots
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3.18.4 ATFCM enhancement and the future of the ATFCM
• Maximise capacity according to traffic demand.

• Ensure more collaborative approach to capacity management in
order to consider the network.
• Improve the adaptability of the ATFCM plan according to new
information including feedback.
• Initiate ATFCM planning earlier and extend it closer to the real-time.
• Expand traffic optimisation based on a global view reinforced by
local decision making. (CDM concept and Airport CDM label)
Focus on NOP, AFUA, UPR/Free‐Route, DAC, UDPP, dDCB
• Traffic Predictability
• Sharing the information through the NOP
• Efficient airspace management
• Airspace users priority
• dynamic Demand Capacity Balancing
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Sharing the information through the NOP
Civil Users Airports NMOC ANSPs Military

Users
• A dynamic rolling plan for continuous operation
• The right information to the correct actor at the appropriate
time
 Continuously sharing the Network operations datas

 Integrating information from airports
 Supporting CDM processes and performance management
Sharing the information through the NOP
• Sharing & Common understanding of Network situation
• Support for progressive refinement of actors’plans and
actions considering the Network effect
• Highlight potential disturbances for risk mitigation
• Assist stakeholders in operational decisions
• Support to CDM processes
• Reflect dDCB decisions on time
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User Driven Proritization Process (UDPP)

• Primarily used in ATM Capacity constrained
situations
A CDM process • List of flights production by Airspace Users
collaboratively to re-prioritise a set of flights
A performance • Serves to maintain highest possible performance for

management all Airspace Users according to their own business
process needs
Monitored by the NM • The impact on the network is monitored by the

Nework Manager function
Demand Capacity Balancing
Improved
Regiona predictability Airports
l level
4D trajectories & integration
constraints
S management
Aus needs ‐
C
A FAB Network DCB UDPP
L impact /
E Performance
Advanced Tools Plan
assessment ressources
Local Dynamic Airspace ATC Processes

level Configuration – integration – Arrival
AFUA – Free Route management
Long-term Medium-term Short-term

Execution
planning planning planning
TIME
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Form DCB to dDCB(Dynamic DCB)
Filling the gap between Network Operations and ATC operations towards integrated

operations
• Objectives: to improve safety and capacity by reducing traffic

complexity and streamlining air traffic controllers workload
• Resolution of Hotspots / imbalances by fine-tuned and qualitative
measures (DAC, actions on flights, STAM)
• Seamless process from dDCB to extended ATC planning
dDCB STAMS‐ a continuous process

From planning phase
ATC Worload / complexity monitoring
Hotspots detection and management
Dynamic Airspace Complexity analysis

Configuration
Selection of fine-tuned STAM:
measures and flights level capping,
candidates to STAM rerouting, «Take-
offNot
Before »,…
CDM – Decision
Implementation - Monitoring
To ATC operations Post Operational Analysis
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From dDCB to Extended ATC Planning
Monitor ATC workload
Reduce traffic complexity and streamline ATC workload
Fine‐tuned resolution technics: STAMs SAFETY

FLUIDITY
Aus’ priorities EFFICIENCY
Share & Coorinate with partners CAPACITY
Improve situation awareness DYNAMICITY
EQUITY
Anticipate the unexpected
Time targets – link with arrival management
Organise measures and coordinate with ATC
Organise massive diversion
…
From dDCB to Extended ATC Planning
• Develop a seamless process,

seeking more efficiency to identify and
solve complexity issues
• Link « decomplexification »
measures with ATC strategic view
• Develop automatic communication
between central FMP position and
Control working position
FMP
The Extended planner a
link between DCB & ATC
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4. AirSpace Management
Agenda
• The Airspace design

• The ASM Roll-out
• The ASM Levels synopsis
• The FUA principle
• The authorities
• The management structures
• The Flexible Airspace Structures
• The ASM level 2
• The ASM level 3
• Inside the system
• The future
127
4. Airspace Space Management
128
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4.1 Airspace Design
Most airspace needs to be redesigned from

time to time, driven by a need for greater
capacity or more environmental efficiency
Level bust incidents

Poorly Designed
Risk of loss of separation
Airspace
CFIT
airspace • arriving, departing and en-route flights

design would operated without crossing one another
Ideal World
make it • approach and take-off flight paths would be
possible free of obstacles
129
4.1 Airspace Design
Airspace Design
« European Airspace Design Methodology‐Guidelines »
Eurocontrol extract
 Based on operational requirements

 Transparent process taking into account all users requirements
 Possibility for flights to operate along or as near as possible to
required routes
 ATC sector designed after traffic flow organisation, flexible
enough to meet variable traffic demand.
130
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4.1 Airspace Design
En Route Principle
-2 Sectors
-1 conflict point / sector
- Traffic segregation
- ATC more capacitive
-1 Sector
- Many conflict points
- Traffic is not organized
S - ATC limitations S2 S1
Airspace Design
BEFORE AFTER
131
4.1 Airspace Design
En Route Principle
Airport A Airport A
Origin / Dest A Origin / Dest A Airport B Airport B
Current situation Possible Solution
Europe Northeast Europe Northeast

ODD
ODD
B B
EVEN EVEN
EVEN
Current situation Possible Solution ODD
EVEN
Route deviation to avoid climb / ODD
descent lanes Europe Southwest Europe Southwest
Current situation Possible Solution

132
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4.1 Airspace Design
TMA Principle
overflights overflights overflights
SDEP S ARR S DEP S ARR SDEP S ARR

Origin / Dest Origin / Dest Origin / Dest
overflights
overflights overflights
Current situation 1st Step Final Step

A i r s p a c e D e s i g n
133
4.1 Airspace Design
Significant example - The FABEC South East SWAP
Project Context:
 2 major airways squeezes in between 3
military areas in a triangle formed by France,
Germany and Luxembourg.
 Flows of traffic cross twice, once in
Belgian UIR, then again south of Geneva
Analysis:
 Lack of capacity
 The double crossing is identified by the Airspace User
Organizations as penalizing
 Potentially not acceptable level of safety and efficiency
 Identified as a FABEC Hot Spot
Proposal:
 The SWAP Project
 swap between the 2 main flows
 under the EUROCONTROL Route Network Development Sub-Group
 cross-border project
134
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4.1 Airspace Design
Project
• In the middle of the
Core Area
• Many actors involved
(civilian and military)
135
4.1 Airspace Design
Project
Current Final
situation proposal
136
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4.2 The ASM Roll-out
Level 4
Post Ops
Level 2 Level 3 Level
Level 1 Pre-Tactical Tactical
Strategic Level Level After the fact
Analysis
Level
Real Time
Day-to-day
National & use of
Allocation of
International Airspace
Airspace
Airspace
Policy
Flexible Use of Airspace
4.2 The ASM Roll-out
National policy of
Airspace definition
ASM Level 1 HIGH LEVEL
Strategic Level MANAGEMENT National & International
requirements
D-5
ASM Level 2 CONDUCT OF Structures
Operational
Pre Tactical ACTIVITIES management
Level Procedures
D
Of allocated Airspace
ASM Level 3 REAL TIME
Tactical Level MONITORING OAT/GAT Problems or
conflicts resolution
D+1
ASM Level 4 AFTER THE FACT Improvement of the
Post Ops Level ANALYSIS whole process
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4.3 The Flexible Use of Airspace concept
“airspace should no longer be

designated as purely civil or military airspace,
but considered as one continuum and
allocated to user requirements”
Basic Concept
ASM concept TEMPORARY

Airspace segregation
No constraint by national boundaries

(contiguous volumes of airspace)
4.3 The Flexible Use of Airspace concept
Users requirements
accommodated to the
greatest possible extend
Communication
SAFE
Cooperation USE
Coordination OF
EFFICIENT
AIRSPACE
Depending on
INCREASED PREDICTABLE INCREASED
Civil/Military SAFETY CAPACITY
coordina- INCREASED
INCREASED SECURITY
tion EFFICIENCY SOVEREIGNTY
ENVIRONMENTAL
SUSTAINABILITY
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4. AirSpace Management European

4.4 The European Authorities Commission
Network Manager (NM)

Entity established to perform all the duties of the
ATM Network functions regulation
Network Manager Operation Center (NMOC)

Operational component of the NM
Network Initial Integrated Flight Centralised
Management Plan Processing Airspace Data
Cell (AMC) System (IFPS) Function (CADF)
In accordance with ATFCM provision ASM for the EUR

ICAO ATFCM for the EUR Region
organisation region
4.5 The Management Structures
European
Commission
+
Network
All the Manager
actors
Aviation Network
Performance optimization
in Europe
Scarce resources
Airspace
Airports & Airspace management
design
capacity planning
Air Traffic Flow & New Technologies &
Airspace Management Procedures
Introduction
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The Centralized Airspace Data Function
Analyse of the various AUP/UUP from the countries
NM Compilation of CDR availability in EAUP/EUUP

(CADF)
Publication in the NOP for Aircraft Operators
CADF: Centralised Airspace Data Function

AUP : Airspace Use Plan - EAUP : European Airspace Use Plan
NOP : Network Operations Portal UUP : Update airspace Use Plan – EUUP : European Update airspace Use Plan
NM : Network Manager
The Airspace Management Cell

Definition: a joint civil /
military cell responsible
for the day-to-day
management and
temporary allocation of
national or sub-regional
airspace under the
jurisdiction of one or
more ECAC State(s)
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4.6 The Flexible Airspace Structures
The military structures – R, D & P areas
Activities with ACTIVITY

R potential risk CANNOT
Restricted for other BE
users PLANNED
THE DAY
AIRSPACE
D RESTRICTIONS
BEFORE
Dangerous OPERATION
Retained for (*)
safety and
notification
P reasons
Prohibited
(*) In exceptional cases the activity of certain D or R areas can be
planned in advance & put under responsibility of the AMC
The military structures – R, D & P areas
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The military structures – TSA & TRA
Segregation ALWAYS needed
between participating and non
participating Aircraft
TSA Established
Temporary temporarily reserved ASM Level
for an exclusive use 1
Segregated
by specific users
Area Allocated
ASM Level
In response to the 2
need for civil,
TRA military, R&D, Activated
Temporary tranings, test-flights ASM Level
Reserved 3
Area
Replace, R, D areas except over the High Seas or in some
other cases (classes of airspace, national legal requirements)
The military structures – TSA & TRA
UY
340
XR
300
UR
265
TM
TSA 20A
UF
245
TL
20B
UE
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The military structures – CBA
Airspace restriction or reservation over international

borders (TSA or TRA over international borders)
Need political, legal, technical and

CBA operational agreements between the
Cross- Border States concerned (formal agreements)
Area
Have to address issues of
sovereignty, defence, legality,
liability, operations, environment
and SAR.
The military structures – CBA
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The civilian structures – Entire route, or portion
ConDitional Routes of an ATS route, which can be
planned and used only under
certain conditions.
- Expected to be available during the hours

Permanently plannable published in AIPs
CDR 1 during the hours published
- Plannable as well as ATS routes
in AIPs
- In unavailable on short notice, rerouting
around the active TSA on ATC instructions
- Daily assigned to meet ATC capacities and

Aircraft Operators requests
CDR 2 Non-permanently plannable - Plannable only according to AUP/EAUP
allocations
- Included into some pre-determined
scenarios
- Only on ATC instructions

CDR 3 Not plannable - Used for short notice rerouting actions
4.7 The ASM Level 1 – The Strategic Level
ECAC
ECAC
State
ECAC FAB ECAC
State
State State
HPLAB (High-Level Airspace Policy Body)
National Modification of R & Major events

Policy for D areas into coordination &
Airspace temporary allocated planning
Management airspace
Airspace Extended holiday

Validation of periods
Structures & ATS
activities with establishment
route network
segregation
periodic
requirements
reassessment
ASM Level 2 & Level 3
RAD procedures review
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4. AirSpace Management Specific Team

4.7 The ASM Level 1
Network Manager
publication
RAD (Route Availability Document)
Common Policies
reference Procedure
document s
Route and traffic orientation
Part 2:
Part 1:
Pan-European
General Decription
document with the
5 Appendices:
alphabetic list of all
Area Definition
restrictions across
Flight level capping limits
Europe (A1, UA1, A2,
En-Route DCT limits
UA2, …..Z999, UZ999)
Airfield DCT limits
Flight profile restrictions
A separate annex for each State, 1 for the NAT
4.7 The ASM Level 1
AIRWAY FROM ‐ TO Restriction

UN869 LERGA ‐ OLRAK Not available for traffic
Above FL275
With DEP LSAGFIR, Chambery Group, Lyon Group
With ARR LFBBFIR, LFRRFIR
AIRWAY FROM ‐ TO RESTRICTION

UL976 OBATO ‐ RONAX Not available for traffic
1. ARR LFPG / B
2. Via MMD
Except Dest. ELLX, EBLG, EHBK, EDDR/FH/LN,
ETAR/AD/SB, LFJL/SF
3. Via CHW
With ARR EBBUFIR
Except ARR EBLG, ELLX
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4.8 The ASM Level 2 – The Pre-Tactical Level
DAY TO DAY
MANAGEMENT
A
TEMPORARY ALLOCATION OF
M AIRSPACE
C
AUP
4.8 The ASM Level 2 – The Pre‐Tactical Level
Other AMCs
AAs
ACCs/ FMPs
TEMPORARY AIRSPACE REQUESTS
Flexible Airspace
tools National / International
Guidelines
-TRAs
-TSAs
-CBAs
AMC -Authority
-Priority rules
-CDRs -Negotiation procedures
AUP / UUP -Protocols
-International Agreements
ACCs/ FMPs AAs Other AMCs NM
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4.8 The ASM Level 2 – The Pre-Tactical Level
AMC
AMC
AMC AMC AUPs / UUPs
AUPs / UUPs
AUPs / UUPs
AUPs / UUPs International
Regulations
NM database
- Agreement for the promulgation
- CDRs 1
- CDRs 2
CADF of national CDRs availability
decision
- Agreement between AMCs on
Cross-Border activities
CDR Availability (EAUP / EUUP / eAMI) - FTI FUA Temporary Instruction
NM Network
ACCs/ FMPs AOs AMCs AROs
OPS
4.9 The ASM Level 3 – The Tactical Level
CIVIL / MILITARY CTL DIRECT

COMMUNICATION
VERBAL SILENT
COORDINATION COORDINATION
SPECIFIC
ACTIVATION PROBLEMS
RESOLUTION
REALLOCATION Civil Military
coordination
DEACTIVATION
and
commitment
REAL TIME FUA
ROLL-OUT
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4.10 The ASM Level 4 – The “After-the-fact” analysis
What
Went
Well ? What Must
be
Improved ?
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ATS routes
CDR
4.11 Inside the system
The National Airspace Management Cell
Squadrons • Collection, harmonization and

coordinations of the Defense
Airbases needs
• Negociation, allocation of
MILITARY airspaces in favor of the Defense
COMPONENT requests
• Real time and post-operations
analysis of the airspace use by
both GAT and OAT
AMC
• Civilian needs.
• Negociation and allocation of all
CIVILIAN airspaces.
COMPONENT • Real time and post-operations
analysis of the airspace use by
both GAT and OAT
ACC/FMPs
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The Civilian Constraint

D-7 Traffic demand (TD)
Differenciated capacity(DC)
4 LEVELS OF CIVILIAN
CONSTRAINT
Green slot Yellow slot Red slot Black slot

90% DC 110% DC
TD  90% DC  TD   TD  TD > 130% DC
110% DC 130% DC & TD > 100% MC
no civilian Negotiation Negotiation
GAT priority
constraint procedures procedures No Defense demand
Defense demands prior airspace allocation prior airspace allocation permitted
allocated without
restrictions Differentiated Capacity (DC) = ATC capacity with interfering military activity
Maximum Capacity (MC) = ATC capacity without military activity
The Negociation Process
TSA
PDR : Permanent network
CDR : Conditional network
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OAT activities expectations GAT traffic expectation

D-day - 08h00/10H00 D-day - 08h00/10H00
We are D-day -1
TSA1
TSA2 Solution ?
20%
overload
Negociation !
D-day - 10h00/12H00 D-day - 10h00/12H00
TSA3
TSA4
95%
of capacity
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D-day - 08h00/10H00 D-day - 08h00/10H00
1st step
TSA1
Area
TSA2
translation
20%
in the same overload
slot

D-day - 08h00/10H00 D-day - 08h00/10H00
TSA3
1st step
TSA1
Area
TSA2
translation
20%
slot
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D-day - 08h00/10H00 D-day - 08h00/10H00
TSA3
1st step
TSA1
Area
TSA2
translation
20%
8%
slot

D-day - 08h00/10H00 D-day - 08h00/10H00
TSA3
2nd step
TSA1
Activity
TSA2
translation
20%
8%
in another overload
slot
D-day - 10h00/12H00 D-day - 10h00/12H00
TSA3
TSA4
95%
of capacity
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D-day - 08h00/10H00 D-day - 08h00/10H00
TSA3
2nd step
TSA1
Activity
TSA2
translation
8%
20%
in another overload
slot
D-day - 10h00/12H00 D-day - 10h00/12H00
TSA3
TSA1
TSA4
95%
of capacity

D-day - 08h00/10H00 D-day - 08h00/10H00
TSA3
2nd step
TSA1
Activity
TSA2
translation
8% 95%
20%
in another overload
capacity
slot
D-day - 10h00/12H00 D-day - 10h00/12H00
TSA3
TSA1
TSA4
95%
of capacity
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The Normal Defense time
Defense demand
=
priority during « Normal Defense time »
Winter (UTC) Summer (UTC)

Monday 08:00 to 22:00 Monday 07:00 to 23:00
Tuesday to 07:00 to 22:00 Tuesday to 06:00 to 23:00

Thursday Thursday
Friday 07:00 to 16:00 Friday 06:00 to 15:00
BLACK SLOTS
EXCEPT
Periods in National protocol
4.11 Inside the system – The Process
 The Preparation
• D-5 :
 Black slots analysis
• D-2 :
 ACC organization strategies and green, yellow and red slots
• D-1 12:00 LT:
 Negociation sheet = compilation of CIV+DEF needs to

compare the respective demands
 Requests coming from other AMC or other airspace managers
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4. AirSpace Management The

4.11 Inside the system – The process Negociation
Sheet
Green slot
Yellow slot
Red slot
Black slot
Planned military
activity
4.11 Inside the system – The process
D‐1
GET PREPARED TO NEGOCIATE !!

CIVILIAN CONFRONTATION MILITARY
NEEDS & - Rules NEEDS &
CONSTRAINTS CONSTRAINTS
- Constraint (sector division,
areas,…)
NEGOCIATION
Airspace Avoid Constraint

Utilization Most Penalizing Sharing
Optimization Situations (If Necessary)
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 Negotiation
To satisfy CIV & DEF requirements in sharing constraints
General negotiation principles Priority principles

 Civilian requirements for  GAT has priority for black slots
defence activity adjustments  Defence has priority during the
 Dialog between both so-called “normal defence time”,
components except for black slots.
 Collective research for solutions
Defense safeguard clause

 Number of Black Slots limitation  Lateral and vertical reductions of
areas
 Limitations in the simulataneity of
restrictions
D-1 AMC Internal Negociation
D-1 11h00 UTC
Civil requirements Everything starts
after negotiation
AMC 1
2
Military branch
Confrontation
3 Military negotiation
4
A
Defense
Squadrons AMC U
Final Analysis P
Answer to civil requirements
D-1 15h00 UTC
If positive answer : Defense activity alteration
178
89
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D-1 CADF & EAUP

AMC
AMC
Validity period (D 06:00 to D+1 06:00 UTC) AMC
AMC
AMC
AMC AUP
Centralized D-1 16h00 UTC
E FMP
FMP
FMP
FMP
AUP
Airspace A FMP
AMC
Data U
AMC AUP ARO
Function P ARO
ARO
ARO
AMC AUP ARO
AMC AUP
179
Possible consequences of the

negotiation process
Defence component : Civilian component :

- Lateral or vertical restriction - Lower capacity implementation
of the area (size reduction)
- Regulation measures
- Military activity time shifting implementation
- Zone change
- Cancellation of military
activity
90
22/09/2016
Europe Japan
MVPA
South Africa
Germany
181
Recent FUA
182
91
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9. The Future
9.1 A unique AMC per FAB
The FABEC Example
7 ANSPs 5 Military ANSPs
DSNA
Belgocontrol Skyguide
Skyguide
DFS GAF DIRCAM
LVNL ANA
RNAF Belgian Defense
MUAC
183
4.12 The Future
2018
A Unique AMC for the FABEC –
The FFAMU
FFAMU
FABEC FLOW & AIRSPACE MANAGEMENT UNIT
Network Manager (CADF)
AMC AMC AMC AMC AMC
F A B E C
FFAMU as a unique interlocutor between NM and FABEC Airspace
92
22/09/2016
4.12 The Future

Flexible Airspace structures: Variable Profile Area
4.12 The Future

The German Example‐ The Military Variable Profile Areas (M‐VPA)
European FUA is satisfactory but can be enhanced
Military air traffic declination by 30%
Basic Statement
Military air traffic mutation: high‐performance aircraft
requiring larger areas
Significant reduction in the duration of the airspace
utilisation
M‐VPA concept trial in
2013 North‐Eastern Germany
93
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94
22/09/2016
4.12 The Future

The German Example‐ The Military Variable Profile Areas (M‐VPA)
ED‐R (VPA) 401 Fully operative
17th Oct 2013
ED‐R 206 & 306 suppression
Training areas with (back‐up options from the
adequate size, beginning of the trial 2003)
tailored to the
military users Flexible Boundaries between
FL100 & FL660 based on a basic
needs, keep
area reduced to the minimum
airspace restriction and additive smaller segments
for civil aviation at a
minimum
4.12 The Future

Flexible Airspace structures: Dynamic Mobile Area
Military Airfield
• Defines the best location limiting constraints for other users

• Variable location decided through CDM
95
22/09/2016
4.12 The Future

Flexible Airspace structures: Dynamic Mobile Area
• Protects an activity during a defined period

• Variable location decided through CDM
96
23/09/2016
PBN TRAINING
www.enac.fr 1
AGENDA École nationale de l’aviation civile • The French Civil Aviation University
1. PBN Introduction: WHY TRAINING ?

2. PBN in a few words…
3. What we have learned: French example
4. Adapted Training,
5. Questions ?
www.enac.fr 2
1
23/09/2016
AGENDA
5. Questions ?
PART I
www.enac.fr 3
RNAV A RECENT SUBJECT?
1974: RNAV in the USA……
2
23/09/2016
QUESTION: Taking into consideration that

ATCos are reluctant to changes……
Could we succeed in adapting a PBN Training for ATCos?
If Yes, what milestones would we have to implement ?
New Challenge!!!
This
WAY…
PBN
TRAINING

5. Questions ?
www.enac.fr 5
Two differents futures for aviation École nationale de l’aviation civile • The French Civil Aviation University
Without With
Technological Make your Technological
Improvements choice: Red or Improvements
Green???

5. Questions ?
www.enac.fr 6
3
23/09/2016
Two differents futures for aviation

Graphical Timeline
accidents/millions
of flights
Without
improvements How did we succeed in
12
enhancing the System?
Dark Future..
8

years
2007 2012 2020 2. PBN in a few words…
5. Questions ?
www.enac.fr 7
Two differents futures for aviation

Graphical Timeline
accidents/millions
of flights
• New Procedures,
Without • New Technologies,
improvements
12 • Feedback,
• ..
• And ATC/Pilots Training,
Reality..
8
With
improvements
4
Rate of Accident is flat…even is traffic is increasing!

years
2007 2012 2020 2. PBN in a few words…
5. Questions ?
www.enac.fr 8
4
23/09/2016
Reference Documents…
. A37-11 Conference resolutions: 100% IFR QFU by 2016 …
. Global Air Navigation Plan
. NPA PBN preparing IR PBN: expected in 2016

Compliancy needed with SESAR and NextGen works
. Pilot Common Project IR: 2015, deadline 2024

5. Questions ?
www.enac.fr 9
When the technology is to be implemented

Which module(s) supports the technology.. 3. What we have learned: French example
5. Questions ?
www.enac.fr 10
5
23/09/2016
Operational
world
ATM
Technological
world
C N S I A
5. Questions ?
FANS GANP 11

5. Questions ?
www.enac.fr 12
6
23/09/2016
PBN Training as a key to PBN
Implementation

5. Questions ?
www.enac.fr 13

4. An adapted Training,
5. Questions ?
PART II
www.enac.fr 14
7
23/09/2016
By the way, How to explain PBN ?
How to calculate the aircraft position?
Knowing my position I can navigate

ATC SCHOOL
•Guidance material,
•Formal Training, What is GNSS?
BAG •PBN Tools,
•CBT,
•Continuous Training, PBN Concept
Operational Aspects

5. Questions ? www.enac.fr 15

• NDB,
• INS/IRS/IRU
• VOR,
• DME,
• GNSS,
• Introduce the notion of SENSORS

• DME/DME,
• VOR/DME,
• GNSS
1. PBN Introduction: WHY TRAINING ? • Inertial System,
8
23/09/2016
Conventional Way RNAV Way
• Waypoint:
• Fly by vs Fly over
• Path Terminator:
• CF,
• DF,
1. PBN Introduction: WHY TRAINING ? • …

What is GNSS?
• On board receiver,
• Positioning System,
• Augmentation System:
• ABAS,
• SBAS,
• GBAS,

9
23/09/2016
Knowing my position i can navigate
What is GNSS?
PBN Concept

How to explain PBN Concept? École nationale de l’aviation civile • The French Civil Aviation University
NAVIGATION
APPLICATION
NAVIGATION NAV AIDS

SPEC INFRA
THE CONCEPT
ATC SCHOOL
• RNAV,
• GNSS,
• Position,
• Navigation,
•BAG…
10
23/09/2016
What is GNSS?
PBN Concept
Operational Aspects

OK for the Theory but in École nationale de l’aviation civile • The French Civil Aviation University
Operational environment?
ATC PILOT

www.enac.fr
4. Adapted Training, 22
5. Questions ?
11
23/09/2016
PBN CONCEPT
23
PBN CONCEPT
Components of PBN Concept
NAVIGATION
APPLICATION
NAVIGATION NAVAID
SPECIFICATION INFRASTRUCTURE
12
23/09/2016
PBN CONCEPT
NAVIGATION
APPLICATION
NAVIGATION NAVAID
PBN CONCEPT
NAVIGATION
APPLICATION
IT CAN BE:
-Ground-based Navigation aids: VOR, DME
-Space-based Navigation aids: GPS,BEIDOU,
GALILEO..
NAVIGATION NAVAID
13
23/09/2016
PBN CONCEPT
NAVIGATION
EXAMPLE/Navigation Infrastructure APPLICATION
RNAV1 Implementation
NAVIGATION NAVAID
•DME
NAVAID •GPS
INFRASTRUCTURE
PBN CONCEPT
NAVIGATION
EXAMPLE/Navigation Infrastructure APPLICATION
NAVIGATION NAVAID
•DME
NAVAID Only..
INFRASTRUCTURE
14
23/09/2016
PBN CONCEPT
NAVIGATION
APPLICATION
NAVIGATION NAVAID
Navigation Specifications designations
30
15
23/09/2016
Navigation Systems supporting Specifications:

Sensors
GNSS IRU DME/DME DME/DME/IRU DME/VOR
RNAV 10
RNAV 5
Sensor Optional
RNAV 2
RNAV 1
RNP 4
RNP 2
RNP 1
Adv.RNP
RNP APCH Sensor Mandatory
RNP AR APCH
RNP 0.3
31
EXAMPLE/Navigation Infrastructure
NAVIGATION
APPLICATION
NAVIGATION NAVAID
NAVAID
INFRASTRUCTURE
16
23/09/2016
NAVIGATION
APPLICATION
NAVIGATION NAVAID
•DME/DME/IRU •DME
NAVAID •GNSS •GPS
INFRASTRUCTURE
NAVIGATION
APPLICATION
NAVIGATION NAVAID
•DME/DME/IRU •DME
NAVAID •DME/DME Only..
INFRASTRUCTURE
17
23/09/2016
NAVIGATION APPLICATION
State A /AIP Designation:

• RNAV1 Terminal Area
• Available sensors
NAVIGATION
APPLICATION
NAVIGATION SUM UP
APPLICATION
NAVIGATION NAVAID
State B /AIP Designation:

• RNAV1 Terminal Area
• Available sensors

• RNAV Phraseology?
• Speed constraints?
• Altitude constraints?
• Radar vectoring in Mixed environment?
• Emergency procedures?
• …
Operational Aspects

18
23/09/2016
How to explain PBN Concept?
1. As an ATM component,
2. In which ATCOs are involved,


3. What we have learned: French example NAVIGATION
APPLICATION
5. Questions ?
PBN
NAVIGATION NAVAID
Operational
world
ATM
Technological
world
C N S I A
I:Information
A:Avionic
FANS GANP 38
19
23/09/2016
How to explain PBN Concept?
1. As an ATM component,
2. In which ATCOs are involved,

How to explain PBN Concept? École nationale de l’aviation civile • The French Civil Aviation University
ATFM
ATM
ASM
ATS
ATFM
-Air…
-ATC
-Air -…Space
-SAR -Air
-Traffic -Management
-Traffic
-Flow
1. PBN Introduction: WHY TRAINING ? -Services
2. PBN in a few words… -Management
4. Adapted Training, www.enac.fr 40
5. Questions ?
20
23/09/2016
AGENDA
5. Questions ?
PART III
www.enac.fr 41

5. Questions ?
Let’s have a Look…
PBN TRAINING
FEEDBACK?
42
21
23/09/2016

5. Questions ?
Get feedback!!!!!
www.enac.fr 43
Get feedback from surveys École nationale de l’aviation civile • The French Civil Aviation University
TooTrop
much
volumineuses Not enough
Insuffisantes
8% 16%
Young ATCOs..
Enough
Suffisantes
76%
5. Questions ?
22
23/09/2016

5. Questions ?
Get feedback
Trop Not enough
Too much
volumineuses Insuffisantes
24% 22%
Women and men with

experience in Civil Aviation
whose training finished
Enough
Suffisantes
before PBN concept... 54%
www.enac.fr 45

5. Questions ?
Get feedback École nationale de l’aviation civile • The French Civil Aviation University
OPERATIONAL QUESTIONS…
www.enac.fr 46
23
23/09/2016

5. Questions ?
THE SOLUTION:
47

5. Questions ?
PART IV
www.enac.fr 48
24
23/09/2016
The reference Documentation:
VOL.1 VOL.2
« Concept and implementation guidance » « Implementing RNAV and RNP Operations »
PART.A PART.B PART.A PART.B

« The PBN Concept» « Implementation guidance» « General » « Implementing RNAV operations »
ATTACHMENTS
PART.C
« Implementing RNP operations »
A.1 A.2 A.3

« RNAV Systems» « Data Processes» « Certification»
ATTACHMENTS

3. What we have learned: French example A.A A.B
« Barometric VNAV» « Aispace concept»
5. Questions ?

5. Questions ?
25
23/09/2016
An adapted Training
• Identify the needs by the RoadMap
• Adapt to the local needs,
• Answer operational issues
– Operational impact for ATC,
– Operational methods( « direct to » instructions,
« speed » and « altitude » constraints, vectoring…,
– Phraseology (« Cleared RNAV Approach..)
– Contingency situations, hazards…
• Train the Trainers,
5. Questions ?

5. Questions ?
26
23/09/2016
An adapted Training
• Identify the needs by the RoadMap
– Operational methods ( « direct to » instructions,
« speed » and « altitude » constraints,
vectoring…,
– Phraseology (« Cleared RNAV Approach..)
– Contingency situations, hazards…
5. Questions ?
An adapted Training École nationale de l’aviation civile • The French Civil Aviation University
• Medium size airport?

• Single runway operations?
• International size airport ?
• Parallel runways operations?
« What will be the benefits for me as a controller ? »

« Why do I need PBN when I am CAT3 equipped? »
« Will we keep our ILS CAT1 or not? »
5. Questions ?
27
23/09/2016
Or…

3. What we have learned: French example 55
5. Questions ?
• Identify the needs,

– Operational methods( « direct to » instructions,
« speed » and « altitude » constraints, vectoring…,
– Phraseology

5. Questions ?
28
23/09/2016
Present Phraseology
And in France?

4. Adapted Training, 57
5. Questions ?
Present Phraseology
Systematicaly use « RNAV ».

Related to area navigation as a whole
and not to any Navigation specification
Navigation specification : technical consideration
Phraseology: communication only
1. PBN Introduction: WHY TRAINING ? Official AIP phraseology since 2013

5. Questions ?
29
23/09/2016
Present Phraseology
Radar
Vectoring
Then
Then
RNAV
Approach
Impossible
5. Questions ?
Analysis
PANS ATM DOC.4444: Are there any specific Term for a RNAV (GNSS)
Approach???

5. Questions ? 60
30
23/09/2016
Participation to ICAO Groups

… In order to harmonize PBN PHRASEOLOGY
ICAO ATM OPS PANEL in progress

to amend Doc 4444
5. Questions ?
• Identify the needs,


5. Questions ?
www.enac.fr 62
31
23/09/2016
Example of
WEB PBN for ATCO
Copyright @ ENAC/ATM 2014

5. Questions ?
www.enac.fr 63
Train-the-trainers in 8 milestones École nationale de l’aviation civile • The French Civil Aviation University
ATC Impact
PBN Ops. Flight Prep. ATC Interface Phraseology Speed use Direct Route Proc.Interruption Feedback
This Training can be adapted for:

•Pilots,
•Engineers,
•Operational staff..

5. Questions ?
32
23/09/2016
AGENDA
5. Questions,
hesitations, propositions.. ?
We
want
www.enac.fr more…65
33

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ANSEO

AIR TRAFFIC MANAGEMENT

The conference produced 6 documents:

International Civil Aviation Organisation (ICAO)

The contracting states association:

The General Secretariat:

The Council: Permanent body composed of 36 contracting

Contracting states General Secretariat

Africa – Indian Ocean AFI (Nairobi)

* Europe : more than 100 FIRs

Relations with other organizations:

ICAO is a specialized UNO institution connected with :

• Global Meteorological Organization

ICAO’s publications are used to establish national regulations.

 SARPS: Standards And Recommended PracticeS

International Civil Aviation Organisation (ICAO)

SARPS: PANS: SUPPS:

International Civil Aviation Organisation (ICAO)

Definition of Recommended Practices :

Example of recommended practice:

International Civil Aviation Organisation (ICAO)

 Freedom to overfly the state airspace

 ECAC’s objective is to promote the continued development of a safe,

 ECAC seeks to:

“Its long-established expertise in aviation matters, its membership

EASA is the centrepiece of the European Union’s strategy

 Rulemaking: drafting safety legislation and providing technical

• Organisation founded in 1963 to ensure air traffic safety and

• The primary objective is the development of a seamless, pan-European

• EUROCONTROL is an intergovernmental Organisation with 41

• Support of the European Commission, EASA and National Supervisory

• Research, development and validation and a substantial contribution to

• Unique platform for civil‐military aviation coordination in Europe with the

Danube FAB (Bulgaria &

Cost‐ Environment Military

Direction Générale de l’Aviation Civile (DGAC)

French Air navigation services are provided through:

In 2006, the organisation’s ATC facilities controlled 2,910,518

REGULATOR OPERATOR NSA OTHER…

Operational Direction AIS

Representing more than

Air Traffic Controllers’ Associations

Around 50.000 Air Traffic Controllers from 130 countries.

The goals of the Federation are to:

- promote safety, efficiency, and regularity of

SARPS: PANS: SUPPS:

SARPS: PANS: SUPPS:

Annex 1: Personnel Licences.

SARPS: PANS: SUPPS:

SARPS: PANS: SUPPS:

Doc 7030 : Regional Supplementary Procedures

Specify in details the regional options.

ICAO Regions limits

Non Radar enironment

RVSM metric system

AIC: « Aeronautical Information Circular »

Used to provide administrative information which does

NOTAM is the aviation communications code word for

BASIC REGULATION AND

AIR TRAFFIC MANAGEMENT

1. Historical Background and international organisations

2. ATM principles, Altimetry and altimeter setting

TO BE MESAURED ASSOCIATED SYMBOLS EQUIVALENTS