Reducing traffic complexity and streamlining ATC workload

It doesn’t make sense to apply regulations when demand does not exceed available capacity. But sometimes, the excess capacity is only available for a short period. What can be done?A three-day trial has just started to see if dynamic demand and capacity balancing can help.

At times, when extra capacity becomes available, a limited number of flights can benefit from Short Term ATFCM Measures (STAM). These typically include short ground delay, flight level capping or small re-routings. All these can help alleviate air traffic control (ATC) problems.

STAM is going to be validated as part of SESAR‘s dynamic Demand Capacity Balancing (dDCB) concept. The main objectives of this concept are to improve ATFCM (air traffic flow and capacity management) safety and capacity by 2013, through reducing traffic complexity and streamlining air traffic controller workload.

Bridging the gap between ATFCM and ATC

STAM can reduce the complexity of anticipated traffic peaks. Flow Management Positions (FMPs) are called on more frequently to play a key role in bridging the gap between ATFCM and ATC (e.g. occupancy counts).

The dDCB process takes place on the day of operations and maintains the balance between demand from all airspace users and available capacity. It is reconciled at network level, and is fully integrated with airports, en-route and airspace user planning and execution processes.

More information on Short Term ATFCM Measures

A three-day validation exercise from 8 to 10 November

A three-day live trial began this morning with the aim of validating the overall dynamic DCB process. FMPs from London, Reims and Maastricht are taking part in the trial, as are 11 airlines (Air France, Air France Regional, Airlinair, Air Malta, British Airways, City Jet, Finnair, KLM, Lufthansa, SN Brussels, SWISS and TAP) and Network Operations Management experts in Brussels.

The trial will assess:

• How a uniform process can be defined, one that is in line with the ATFCM implementing rule. The process will have to cover aligning ATFCM planning activities with tactical ATFCM interventions up to the ATC working horizon.

• How clear procedures based on this process will work; transparent information sharing throughout the network is needed, so as to underpin collaborative decision-making (CDM) with all partners.

• How to allocate new roles and responsibilities between regional, sub-regional and local actors involved in network operations. This will lead to the evolution of a dynamic DCB process in a FAB context, from planning to the tactical phase.

• How FMPs and airspace users’ roles and responsibilities can be enhanced.

• If the expected capacity gains can indeed be achieved. But previous experience makes us pretty sure that they will be!

For more information, contact Marcel Richard, Operational Requirements & Acceptance expert.