Handbook Systems 12 0

BASIC CFMU HANDBOOK
EUROCONTROL
CFMU GENERAL & CFMU SYSTEMS
GENERAL & CFMU SYSTEMS
Edition N°: 12.0
http://www.cfmu.eurocontrol.int
Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS i

Edited & produced by the CFMU/User Relations and Development Bureau
©1995 European Organisation for the Safety of Air Navigation (EUROCONTROL)
©1995 European Organisation for the Safety of Air Navigation
(EUROCONTROL). All rights reserved. No part of this publication may
be reproduced, stored in a retrieval system, or transmitted in any
form or by any means, electronic, mechanical, photocopying,
recording or otherwise, without the prior permission of
EUROCONTROL.
Edition No. : 12.0

Edition Issue date : 22 January 2008
Reference : BASIC CFMU HANDBOOK
File name : GENERAL & SYSTEMS
Number of pages : 66
Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS ii

BASIC CFMU HANDBOOK
EUROCONTROL
OPERATIONAL PROBLEMS HELP-DESKS
Clients experiencing on-line problems should inform the relevant Units as indicated below depending on the
nature of the problem.
FLIGHT PLAN FILING PROBLEMS

A problem with an FPL message including RPLs within 20 hours of EOBT.
Action Contact the relevant IFPS Unit Supervisor
FP1 - BRUSSELS FP2 - BRÉTIGNY
OPS TELEPHONE ++32 (0) 2 745.19.50 ++33 1 69.88.17.50

++32 (0) 2 745.19.62/66
OPS FAX ++32 (0) 2 729.90.41 ++33 1 69.88.38.22
OPERATIONAL ATFCM PROBLEMS

Action Contact the OPSD Team Leader
TELEPHONE ++32 (0) 2 745.19.01
FAX ++32 (0) 2 729.90.27
OPS AFTN EBBDCEUW
OPS SITA BRUEC7X
TECHNICAL PROBLEMS (Transmission, Terminals)

Action Contact the CFMU SYSTEM OPERATIONS (CSO) HELPDESK
TELEPHONE ++32 (0) 2 745.19.97
FAX ++32 (0) 2 729.90.23
mailto:cfmu.cso.help-desk@eurocontrol.int
Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS iii

INTENTIONALLY LEFT BLANK
Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS iv

BASIC CFMU HANDBOOK
EUROCONTROL
THE CFMU HANDBOOK EDITION 12.0
The structure and organisation of this document is such that all of the key CFMU related procedures are
contained in the BASIC CFMU HANDBOOK which consists of:
 General & CFMU Systems.

 IFPS Users Manual.
 ATFCM Users Manual.
 CFMU Operational Problem Reporting.
 Addresses.
The BASIC CFMU HANDBOOK is, in addition, supported by Supplements in the form of Descriptions,
Guides and Manuals.
Amendments are implemented at Section level as heretofore.
The amendments which are reflected in Edition 12.0 of the BASIC CFMU HANDBOOK are summarised at
the beginning of each Part in the respective amendment history pages.
In addition, vertical revision bars are used to indicate changed information of a significant nature.
Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS v

Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS vi

BASIC CFMU HANDBOOK
EUROCONTROL
AMENDMENT N° 8
Amended
Section Issue Date Amended Section
Date
PREFACE 02-May-2006 PREFACE 22-Jan-2008
1. THE CFMU HANDBOOK 02-May-2006
2. SUMMARY DESCRIPTION OF THE 2. SUMMARY DESCRIPTION OF THE

02-May-2006 22-Jan-2008
CFMU HANDBOOK CFMU HANDBOOK
3. THE CENTRAL FLOW MANAGEMENT UNIT 02-May-2006
4. ORGANISATION OF THE CFMU 02-May-2006 4. ORGANISATION OF THE CFMU 22-Jan-2008
5. AREA OF RESPONSIBILITY 02-May-2006 5. AREA OF RESPONSIBILITY 22-Jan-2008
6. REFERENCE DOCUMENTS
02-May-2006
AND MESSAGES
7. CFMU SYSTEMS ELEMENTS AND 7. CFMU SYSTEMS ELEMENTS AND

02-May-2006 22-Jan-2008
INTERFACES INTERFACES
8. THE ENVIRONMENT SYSTEM (ENV) 02-May-2006 8. THE ENVIRONMENT SYSTEM (ENV) 22-Jan-2008
9. THE REPETITIVE FLIGHT PLAN

22-Feb-2000
SYSTEM (RPL)
10. THE INTEGRATED INITIAL FLIGHT 10. THE INTEGRATED INITIAL FLIGHT
02-May-2006 22-Jan-2008
PLAN PROCESSING SYSTEM (IFPS) PLAN PROCESSING SYSTEM (IFPS)
11. THE TACTICAL SYSTEM (ETFMS) 02-May-2006 11. THE TACTICAL SYSTEM (ETFMS) 22-Jan-2008
12. THE ARCHIVE SYSTEM

02-May-2006
(DWH, FORMERLY CALLED ARC)
13. DICTIONARY OF ABBREVIATIONS 02-May-2006 13. DICTIONARY OF ABBREVIATIONS 22-Jan-2008
Amendment No. 8 to the GENERAL & CFMU SYSTEMS

Main changes are indicated with revision bars.
Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS vii

Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS viii

BASIC CFMU HANDBOOK
EUROCONTROL
TABLE OF CONTENTS
1. THE CFMU HANDBOOK ............................................................................1-1
1.1. Audience Description ......................................................................................................... 1-1
1.2. Applicability Statement ...................................................................................................... 1-1
1.3. Purpose................................................................................................................................ 1-1
2. SUMMARY DESCRIPTION OF THE CFMU HANDBOOK .........................2-1

2.1. BASIC CFMU HANDBOOK ................................................................................................. 2-1
2.1.1. General & CFMU Systems.................................................................................................. 2-1
2.1.2. Integrated Initial Flight Plan Processing System (IFPS) USERS MANUAL................... 2-1
2.1.3. Air Traffic Flow and Capacity Management (ATFCM) USERS MANUAL....................... 2-1
2.1.4. CFMU Operational Problem Reporting ............................................................................. 2-2
2.1.5. Addresses............................................................................................................................ 2-2
2.2. SUPPLEMENTS ................................................................................................................... 2-2
2.2.1. Provision of Environment Data (SUPP) ............................................................................ 2-2
2.2.2. ATFCM Operating Procedures for Flow Management Position (SUPP) ....................... 2-2
2.2.3. Guides for access to CFMU Applications and SYSTEMS (Supplements) .................... 2-3
2.2.3.1. CIA - CFMU Internet Access (SUPP) ................................................................................. 2-3
2.2.3.2. CHMI - CFMU Human Machine Interface (SUPP) ............................................................. 2-3
2.2.3.3. CIR - CFMU Interactive Reporting (SUPP)........................................................................ 2-4
2.3. Update Procedure ............................................................................................................... 2-4
3. THE CENTRAL FLOW MANAGEMENT UNIT............................................3-1

3.1. CFMU Mission ..................................................................................................................... 3-1
4. ORGANISATION OF THE CFMU ...............................................................4-1

4.1. Organisation of the CFMU Directorate ............................................................................. 4-1
4.1.1. Special Adviser ................................................................................................................... 4-1
4.1.2. Safety, Quality and Security Manager............................................................................... 4-1
4.1.3. The User Relations and Development Bureau (URB) ..................................................... 4-2
4.1.4. The Operations Division (OPSD)....................................................................................... 4-2
4.1.5. The Engineering Division (ENGD)..................................................................................... 4-3
4.1.6. The EAD and Aeronautical Information Bureau (EAB) ................................................... 4-4
4.2. Flow Management Positions (FMPs) ................................................................................ 4-5
5. AREA OF RESPONSIBILITY......................................................................5-1
Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS ix

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6. REFERENCE DOCUMENTS AND MESSAGES.........................................6-1

6.1. The CFMU HANDBOOK ...................................................................................................... 6-1
6.2. The ANM (ATFCM Notification Message) ......................................................................... 6-1
6.3. The AIM (ATFCM Information Message)........................................................................... 6-1
6.4. National NOTAM and AIP Supplements ........................................................................... 6-1
6.5. National AIPs ....................................................................................................................... 6-1
6.6. ICAO Publications............................................................................................................... 6-1
7. CFMU SYSTEM ELEMENTS AND INTERFACES......................................7-1

7.1. General Description............................................................................................................ 7-1
7.2. CFMU Environment Database (ENV)................................................................................. 7-2
7.3. CFMU Repetitive Flight Plan System (RPL) ..................................................................... 7-2
7.4. Integrated Initial Flight Plan Processing System (IFPS)................................................. 7-2
7.5. CFMU Enhanced Tactical Flow Management System (ETFMS)..................................... 7-2
7.6. CFMU Archive System (DWH, formerly called ARC) ....................................................... 7-3
7.7. IFPS Validation System (IFPUV) ........................................................................................ 7-3
7.8. Pre-Tactical System (PREDICT) ........................................................................................ 7-3
7.9. CFMU Network .................................................................................................................... 7-4
8. THE ENVIRONMENT SYSTEM (ENV)........................................................8-1

8.1. Purpose................................................................................................................................ 8-1
8.2. Areas Covered..................................................................................................................... 8-1
8.3. Scope ................................................................................................................................... 8-1
8.4. Data Modification ................................................................................................................ 8-2
8.4.1. Static Data ........................................................................................................................... 8-2
8.4.2. Semi-Dynamic Data ............................................................................................................ 8-2
8.4.3. Dynamic Data ...................................................................................................................... 8-2
8.5. Points ................................................................................................................................... 8-2
8.6. Aerodrome ........................................................................................................................... 8-2
8.7. Route Assembly.................................................................................................................. 8-2
8.8. Airspace Data ...................................................................................................................... 8-3
8.8.1. Operational Structure ......................................................................................................... 8-3
8.8.2. Manageable Airspaces ....................................................................................................... 8-3
8.8.3. Administrative Structure .................................................................................................... 8-3
8.9. Air Navigational Services Units......................................................................................... 8-3
8.10. Restrictions ......................................................................................................................... 8-4
Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS x

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8.11. Capacities (CAPs) ............................................................................................................... 8-4

8.12. Flows .................................................................................................................................... 8-4
8.13. Reference Locations (RLs) ................................................................................................ 8-4
8.14. Traffic Volumes (TFVs)....................................................................................................... 8-5
8.14.1. Traffic Volumes for Monitoring Purposes ........................................................................ 8-5
8.14.2. Traffic Volumes for Other Purposes ................................................................................. 8-5
8.15. Aircraft ................................................................................................................................. 8-6
9. THE REPETITIVE FLIGHT PLAN SYSTEM (RPL).....................................9-1

9.1. Description .......................................................................................................................... 9-1
9.2. Scope ................................................................................................................................... 9-1
9.3. Objectives ............................................................................................................................ 9-1
9.4. Functions of the RPL System ............................................................................................ 9-1
9.4.1. Summary.............................................................................................................................. 9-1
9.4.2. Manage RPL Files ............................................................................................................... 9-1
9.4.3. Manage RPLs ...................................................................................................................... 9-2
9.4.4. Generate Formatted Bulk Outputs .................................................................................... 9-2
10. THE INTEGRATED INITIAL FLIGHT PLAN

PROCESSING SYSTEM (IFPS)................................................................10-1
10.1. Purpose.............................................................................................................................. 10-1
10.2. IFPS Units .......................................................................................................................... 10-1
10.3. Network Connectivity ....................................................................................................... 10-1
10.4. Functional Overview......................................................................................................... 10-3
10.4.1. Processing of Individual Flight Plan Messages............................................................. 10-3
10.4.2. Processing of Repetitive Flight Plan Messages ............................................................ 10-3
10.5. Physical Configuration..................................................................................................... 10-4
10.6. Software Configuration Policy ........................................................................................ 10-4
10.7. IFPS Contingency Plan..................................................................................................... 10-4
10.7.1. Maintenance of Backup Database................................................................................... 10-5
10.7.2. Take Over of Responsibility............................................................................................. 10-6
10.7.3. Restoration of Failed IFPS Unit ....................................................................................... 10-6
11. THE TACTICAL SYSTEM (ETFMS) .........................................................11-1

11.1. Description ........................................................................................................................ 11-1
11.2. Description of Computer Assisted Slot Allocation (CASA) ......................................... 11-3
11.2.1. CASA System .................................................................................................................... 11-3
11.2.2. Description of the CASA Algorithm for Slot Allocation................................................ 11-3
11.2.2.1. Slot Allocation Lists - Basic Rate.................................................................................... 11-3
11.2.2.2. Pre-allocation Stage ......................................................................................................... 11-3
Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS xi
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11.2.2.3. Slot Amendment Procedure ............................................................................................ 11-4

11.2.2.4. Allocation Stage................................................................................................................ 11-4
11.2.2.5. Combined Flow Measures for one Flight ....................................................................... 11-4
11.2.2.6. Optimisation of the Slot Allocation Process.................................................................. 11-4
11.2.2.7. True Revision Process ..................................................................................................... 11-5
12. THE ARCHIVE SYSTEM (DWH, FORMERLY CALLED ARC).................12-1

12.1. Purpose.............................................................................................................................. 12-1
12.2. Scope ................................................................................................................................. 12-1
12.2.1. Available Data in the ARCHIVE SYSTEM (DWH) ........................................................... 12-1
12.2.2. The Functional Scope of DWH ........................................................................................ 12-2
13. DICTIONARY OF ABBREVIATIONS........................................................13-1
Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS xii

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TABLE OF FIGURES
Figure 4-1 CFMU Organisation ............................................................................................. 4-4
Figure 4-2 Operational Structure with CFMU...................................................................... 4-5
Figure 7-1 CFMU Systems Overview ................................................................................... 7-1
Figure 7-2 NETWORK ............................................................................................................ 7-4
Figure 10-1 IFPS Inputs ......................................................................................................... 10-2
Figure 10-2 IFPS Outputs ...................................................................................................... 10-2
Figure 11-1 ETFMS Functionalities ...................................................................................... 11-2
Figure 12-1 Scope of DWH Data ........................................................................................... 12-1
Figure 12-2 Reporting on Available Information in DWH................................................... 12-3
Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS xiii

Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS xiv

BASIC CFMU HANDBOOK
EUROCONTROL
1. THE CFMU HANDBOOK

The CFMU HANDBOOK consists of a BASIC or core set of PARTS supported by
SUPPLEMENTS in the form of Descriptions, Guides and Manuals.
They can be used and updated separately. The CFMU HANDBOOK describes the
organisation of the CFMU, the operating procedures to be applied in the CFMU area and
gives guidance for the use of CFMU applications.
These include Flight Plan Filing procedures with the Integrated Initial Flight Plan Processing
System (IFPS) and CFMU Air Traffic Flow and Capacity Management Procedures with the
Tactical (ETFMS) System.
Any person who intends to make use of the services provided by the CFMU should find in
the CFMU HANDBOOK the information required.
1.1. Audience Description
The intended audience of this CFMU HANDBOOK is any person engaged in aircraft
operations or in Air Traffic Services (ATS) who intends to make use of the services provided
by the Central Flow Management Unit (CFMU), Flight Plan Processing System (FPPS) and
Air Traffic Flow and Capacity Management (ATFCM).
The reader shall be conversant with the current flight planning rules and with the relevant
International Civil Aviation Organization (ICAO) messages.
1.2. Applicability Statement
This CFMU HANDBOOK applies to CFMU operations.
1.3. Purpose
The purpose of the CFMU HANDBOOK is to ensure that users of the CFMU are familiar
with:
• The organisation of the CFMU and its systems.
• The centralised flight planning services and associated procedures as provided by
the CFMU.
• The centralised ATFCM services and associated procedures as provided by
the CFMU.
• The CFMU information services, through the use of CFMU applications and
interfaces.
The CFMU HANDBOOK can be used for learning the procedures and the messages used
by the CFMU and also as a reference guide when an action related to ATFCM operations
has to be taken.
Amendment date: 25-Jul-2006 EDITION 12.0 SECTION 1 - page 1-1


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2. SUMMARY DESCRIPTION OF THE CFMU HANDBOOK

As mentioned in Section 1. the CFMU HANDBOOK consists of the BASIC PARTS and
SUPPLEMENTS.
2.1. BASIC CFMU HANDBOOK

• GENERAL & CFMU SYSTEMS.
• IFPS USERS MANUAL.
• ATFCM USERS MANUAL.
• CFMU OPERATIONAL PROBLEM REPORTING.
• ADDRESSES.
All other Descriptions, Guides and Manuals are deemed as SUPPLEMENTS to the BASIC
CFMU HANDBOOK. Unlike the BASIC CFMU HANDBOOK which addresses all aspects of
CFMU operations for the whole CFMU Users’ community, the SUPPLEMENTS are focused
on CFMU specific functions or services and are therefore intended for targeted users’ sub-
groups.
2.1.1. General & CFMU Systems
It includes:
• A description of the CFMU HANDBOOK and reference documents.
• Details of the CFMU mandate, organisation, area of responsibility.
An overview of the CFMU Systems, explaining from a user's perspective the function
of every single System and the main inter-action between all Systems.
It consists of a description of: ENV, RPL, IFPS, ETFMS, DWH, IFPUV and PREDICT
Systems its relationship to the whole.
Standard Amendment notification to all CFMU Users.
2.1.2. Integrated Initial Flight Plan Processing System (IFPS) USERS MANUAL
This is a self-contained users manual describing operating procedures with respect to flight
plan filing in the IFPS context.
2.1.3. Air Traffic Flow and Capacity Management (ATFCM) USERS MANUAL
This is a self-contained users manual describing operating procedures in the context of the
TACTICAL (ETFMS) system and with Computer Assisted Slot Allocation (CASA):
• It complements the ICAO publications related to ATFCM in Europe with respect to the
CFMU specific procedures:
 A general description of the CFMU, its role and position within the ICAO EUR
region.
 The relationship and role of constituent parts such as OPSD, FMPs, etc., …
 CFMU ATFCM/FLIGHT PLAN FILING procedures defining policy and requiring
approval at EUROCONTROL/ICAO level.
 Description, procedures and objectives of the internationally coordinated
strategic planning process.
Amendment date: 22-Jan-2008 EDITION 12.0 SECTION 2 - page 2-1

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 Slot Allocation procedures.

 ATFCM messages.
 Exceptional conditions.
 Other information.
2.1.4. CFMU Operational Problem Reporting
This is a guide providing practical information to contact CFMU Helpdesks in case of

operational problems, and describing the applicable reporting procedures depending on the
nature of the problem.
It includes:
• Quick Reference for OPERATIONAL PROBLEMS.
• Real Time Operational Problem Reporting.
• Operational Incident and Post Event Problem Reporting.
• Technical Problems.
2.1.5. Addresses
It includes:
• Contact addresses.
• Telephone/fax numbers.
• SITA/AFTN addresses, etc., …
for the CFMU, ECAC Flow Management Positions and ATC Units in neighbouring Countries
(sorted by country).
2.2. SUPPLEMENTS
2.2.1. Provision of Environment Data (SUPP)
This SUPPLEMENT describes the CFMU requirements related to the provision of ATS
environment data to be input in the CFMU Database.
Standard Amendment notification to FMPs, ATS.
2.2.2. ATFCM Operating Procedures for Flow Management Position (SUPP)
This SUPPLEMENT describes:

• ATFCM procedures between Flow Management Positions (FMPs) and the Operations
Division (OPSD).
The OPSD is responsible for the coordination and implementation of these procedures
as described in the FMP Letter of Agreement (LOA).
• Duties of an FMP.

BASIC CFMU HANDBOOK
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• FMP internal procedures.

While general FMP/OPSD procedures may be applicable to all FMPs, there will be
discreet procedures between the OPSD and individual FMPs. There will also be
procedures internal to each FMP.
• Low Visibility and Exceptional Conditions procedures.
• LOA between EUROCONTROL, CFMU and Area Control Centre (ACC) concerning
procedures between the CFMU and FMP.
Standard Amendment notification to FMPs, OPSD.
2.2.3. Guides for access to CFMU Applications and SYSTEMS (Supplements)
Access to CFMU applications and SYSTEMS is a service delivered to CFMU Users in

complement of the Operational functions.
Overview of the service:
The CFMU applications are interfaces which provide the users with an on-line access to a
sub-set of the CFMU systems and data. Access rights are defined according to standard
usage profiles, which are allocated to each user. All applications are protected through a
user authentication mechanism. The prerequisites for accessing these services are: formal
access request through the CFMU Access Request form, signature of a Service Agreement,
and provision by the user of a network access, through Internet or SITA.
For additional details and latest updates concerning access to these services, the CFMU
Web site shall be referred to.
Several separated SUPPLEMENTS are dedicated to the access to CFMU applications.
2.2.3.1. CIA - CFMU Internet Access (SUPP)
This SUPPLEMENT describes the operating instructions related to the consultation of CFMU
general information and the dialogue with the CFMU, through a Web based application:
CFMU Internet Access (CIA).
CIA provides primarily the provision of flow management information, measures being
applied, access to flight lists and the ability to send ATFM messages. CIA does not provide
graphical displays or maps.
Standard Amendment notification only to CIA Users.
2.2.3.2. CHMI - CFMU Human Machine Interface (SUPP)
This supplement is a reference manual for CHMI users.

CHMI provides a new graphical interface to the CFMU operational systems that enables
users to display data and information (routes, route attributes, airspaces, flight plan tracks,
etc.) via map displays. As these maps are updated dynamically, therefore CHMI provides a
more user-friendly display of 'real time' information.
To accommodate the variety of CFMU users’ needs, several different CHMI services have
been developed and are currently under progressive deployment. Each service consists
of a subset of functions customized per usage profile.
Standard Amendment notification only to CHMI Users.

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2.2.3.3. CIR - CFMU Interactive Reporting (SUPP)
This supplement provides the users with the basic instructions for an efficient usage of the
reports available in the CFMU Interactive Reporting application (CIR).
CIR is a web-based application which allows reporting on CFMU archived data from
operational systems and on derived performance indicators. The source data are stored in
the CFMU Datawarehouse (DWH), also called the Archive System.
CIR is available since October 2004, and is accessible on request for: Aircraft Operators and
similar categories of users, ANSPs, National and International Aviation Authorities, AIS/ARO
and Airports.
Standard Amendment notification only to CIR Users.
2.3. Update Procedure
Each BASIC PART/SUPPLEMENT of the CFMU HANDBOOK is a separate document.
Each BASIC PART/SUPPLEMENT contains an "Amendment Sheet".
This enables the tracing of updates within these BASIC PARTS/SUPPLEMENTS.
Within a BASIC PART/SUPPLEMENT it is possible to make a partial update at the level of

one or more SECTION(s) (first subdivision within a PART).
No corrections are brought at a level lower than a SECTION.
At each update publication, the CFMU provides a revised Amendment Sheet stating the
status of validity and date of issue of each SECTION of the given BASIC
PART/SUPPLEMENT.
It is the responsibility of the holders of the CFMU HANDBOOK to ensure a proper

management of the CFMU HANDBOOK and its updates.
Revisions to the CFMU HANDBOOK are distributed electronically to all those addressees
who are known recipients. A dedicated address database is maintained at the CFMU for this
purpose.

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3. THE CENTRAL FLOW MANAGEMENT UNIT

The creation of the Central Flow Management Unit (CFMU) was decided by the Transport
Ministers of the European Civil Aviation Conference (ECAC) States in October 1988.
The Member States of ECAC asked EUROCONTROL to create and operate on their behalf
the CFMU which shall provide Air Traffic Flow and Capacity Management (ATFCM) services
throughout their airspace.
The CFMU is based on the ICAO Centralised Traffic Management Organisation (CTMO)
concept which foresaw a central flow management unit supported by Flow Management
Positions (FMPs) in each Area Control Centre (ACC).
3.1. CFMU Mission
ATFCM is a service provided on behalf of Air Traffic Services (ATS) and Aircraft Operators
(AOs) with the following principal objectives:
• To develop and maintain the highest level of quality of ATFCM service on behalf of
both its ATS and AO users within the agreed ATFCM policy and principles.
• For ATS
 The provision of flight plan data, the best utilisation of available capacity, the
smoothing of traffic flows and the assurance of protection against overloads.
• For AOs
 The provision of advice and assistance in flight planning and the minimisation of
penalties due to congestion.
The CFMU is responsible for the provision of an efficient ATFCM service within the area of
responsibility of participating European States.
In addition to the principal objectives detailed above, the CFMU is required, within the
agreed policy and principles, to:
• Maintain and improve the cost effectiveness of its operations by increasing the level of
automation, taking advantage of technology evolution.
• Adapt its procedures and systems to the evolution of its operational environment, in
particular the Single European Sky (SES) initiative developed by the European Union
(EU) and the developments undertaken in the context of the ATM 2000+ strategy.
• Provide reports and statistics on ATFCM operations and delay situation for managerial
and operational purposes.
• Maintain a high level of responsiveness to ATS and AO users’ requests for procedure
improvements and system evolution.
In pursuit of the above objectives the internal structure of the CFMU will be adapted as
necessary to reflect the changing requirements.


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4. ORGANISATION OF THE CFMU

The following is a brief overview of the CFMU organisation describing the relationship
between the constituent parts. The CFMU is a Directorate comprising individual operational
divisions and associated systems each contributing to a particular area of expertise which,
when combined, provide the ATFCM and Flight Planning services.
More detailed descriptions and latest updates of the CFMU organisation, services, and
systems can be found on the CFMU Web site under the following link:
http://www.cfmu.eurocontrol.int
A brief overview of each individual system can be found in the Section 7. of this Document.
4.1. Organisation of the CFMU Directorate
The CFMU comprises the following entities:
4.1.1. Special Adviser
Within the office of the Director CFMU, the Special Advisor assists and advises the director,
in the management, supervision and coordination of CFMU activities in close cooperation
with the CFMU Heads of Division and Bureau.
The main activities concern:
• Planning:
 Assist in the elaboration of the CFMU Strategy and Development Plans.
 Assist in the elaboration of the CFMU Business Plan, management control,
consistency within organisation.
 Assist in the management of the CFMU Budget and Human Resources.
• Interface:
 with OGG and other EUROCONTROL panels, internal work groups, etc.
 Representation of the CFMU Communication at EUROCONTROL level.
• Launching of new initiatives and specific missions or studies as may be required.
4.1.2. Safety, Quality and Security Manager
The SQS Manager provides independent advice to the Director CFMU on Safety, Quality
and Security policies and objectives in co-ordination with other Agency units and external
bodies.
The SQS Managers main responsibilities include:
• Overall monitoring and promotion of CFMU Safety and Quality activities.
• Ensuring compliance with the CFMU objectives regarding ESARRs:
 Staff competency.
 Reporting procedures.
 Investigation processes and procedures.
 Safety recommendation management.
 Feedback dissemination.
• Overall monitoring and promotion of the CFMU Security activities related to the
protection of the CFMU buildings, staff, systems and operations against acts of
unlawful interference.
• Coordination of the CFMU participation in the development of the Agency ATM
Security strategy.

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4.1.3. The User Relations and Development Bureau (URB)
The User Relations and Development Bureau (URB) is responsible for:

• Consulting stakeholders groups (OCG, ODSG), under direct responsibility of the
Head of URB and identifying users’ needs.
• Producing user requirements and operational specifications.
• Delivering and/or sponsoring studies, simulations and trials.
• Analysing operational system anomaly reports and triggering appropriate remedial
actions.
• Coordinating operational evaluations of new CFMU releases with the external clients.
• Monitoring the performance of ATFCM/CFMU operations (statistics and analysis).
• Preparing and dispatching CFMU Operational Documentation.
• Coordinating relations with CFMU Customers and Public Relations activities.
• Providing customer support for non operational matters (collecting and managing
requests for information, and requests for ad-hoc reports).
• Managing the database and the agreements with the CFMU customers.
• Supporting Director CFMU, and through him appropriate EUROCONTROL instances,
in the elaboration of the CFMU Policy.
• Ensuring coordination between EATM and the CFMU.
4.1.4. The Operations Division (OPSD)

• The Operations Division (OPSD) is responsible to the Director CFMU for Planning,
Coordination and Execution of the Strategic, Pre-Tactical and Tactical [Air Traffic
Flow and Capacity Management (ATFCM)] within the area of responsibility of the
CFMU.
• The Operations Division contributes to the overall Development and Management of
the ATFCM component of the European Air Traffic Management (EATM) and to the
Operations Consultation Group (OCG) activities.
• The Operations Division is responsible for collecting, maintaining and providing
data on flight operations and on the air navigation infrastructure as required for the
national Air Traffic Control (ATC) systems and the CFMU systems in the different
Phases of the ATFCM operations.
• In addition, the OPSD contributes to the overall Development and Management of
the Flight Plan element of the EATM and the OCG activities.
This involves:
• The running of the Integrated Initial Flight Plan Processing System (IFPS) at Brussels
(FP1 Section) and Brétigny-sur-Orge (FP2 Section), the Environment (ENV) system
and related systems such as the Repetitive Flight Plan (RPL) system.
• The reception, processing and distribution of data concerning the impact of military
operations within the area of responsibility of the CFMU.
• The operational evaluation of the systems used by the Division.
• Provision of training for CFMU customers, of training preceding the introduction of
new releases and of training related to proficiency validation of CFMU operations staff.

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4.1.5. The Engineering Division (ENGD)

• The Engineering Division (ENGD) is responsible to the Director CFMU primarily for:
• the Development and Maintenance of the CFMU mission critical systems,
• the Provision, Integration and the Support of the technical facilities and
associated services necessary to perform the CFMU mission. This includes all
CFMU operational systems, the related communications facilities and the technical
infrastructure.
• In addition, the ENGD contributes to the overall Development of the ATFCM
component of EATM and to the Operations Consultation Group (OCG)
activities.
This involves:
• Definition of project management plans based on priorities set by all stakeholders, as

coordinated by the CFMU Management.
• Management of technical projects, and related project metrics.
• Overall design and development of the CFMU systems.
• Maintenance and evolution of the systems’ architecture with particular emphasis on
safety considerations.
• Evaluation of various technologies.
• Integration and deployment of mission critical and non mission critical systems
necessary to support the CFMU operations.
• Acquisition and implementation of platforms and systems necessary to provide
system deployment and configuration control.
• Implementation of the Software Quality Assurance (QA), and of the programmes
aiming at constantly improving the processes in service development (such as
CMMI - Capability Maturity Model Integration), or the processes in IT service
management (such as ITSM projects - Information Technology Service
Management).
• General support to the overall CFMU quality and security management:
handling of technical incidents, Change Requests (CRs) and maintenance of
documentation.
• Ensure the safety of operation of the CFMU technical systems.
Additional responsibilities include services provided for customers outside the

CFMU:
• Operation and maintenance of the technical infrastructure of the Haren site.
• Support for the corporate backbone and other Agency tasks entrusted to the
CFMU.

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4.1.6. The EAD and Aeronautical Information Bureau (EAB)
The European AIS Database service (EAD) has been originally developed under the
management of the EUROCONTROL EATM Unit. As the focus of the service has
transitioned from system development to service management, EAD have recently moved
from EATM to CFMU and took the name of the EAD & Aeronautical Information Bureau
(EAB). The objective of the move is to benefit from the CFMU’s operational experience and
customer support to enhance service to stakeholders.
EAB mission and main activities:
EUROCONTROL owns and manages the European AIS Database (EAD) service on behalf
of the EUROCONTROL Member States. One of the main activities of the EAB is to ensure
the successful and efficient provision of Aeronautical Information from ECAC states and
world-wide to the EAD clients. EAB is responsible for both the daily management of the EAD
service and the evolution of the EAD in line with stakeholders' expectations. Many ECAC
Data Providers already manage and maintain their own data in the EAD.
4 CFMU ORGANISATION
Office of the Director Director CFMU Assistant

F. Gainche V. Elouartallani
J. Dopagne
Safety Quality User Relations

and Security and Development
(SQS) Bureau (URB)
G. Vaucheret A. Fournié
European AIS Database

Engineering Operations and
Division (ENG) Division (OPS) Aeronautical Information Bureau
J-P. Aiguier f.f. F. Guillermet (EAB)
S. Wybo
© EUROCONTROL 2005 - Central Flow Management Unit

URB\SEZ\21.12.07
Figure 4-1 CFMU Organisation

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EUROCONTROL
Operational Structure with CFMU
Flight Plans Flight Plans
Aircraft Slots / Rerouteing

Sectorisation
Air Traffic
Operators Capacities
ATFM Situation Control
(AOs) Awareness
ATFCM Measures (ATC)
CFMU
Actual Situation FMPs
Situation
OPERATIONS Awareness
Actual situation (OPSD)
Airports Airspace
Departure Airspace / Route Military

Planning Availabilities Cell
(AMC)
© EUROCONTROL1996 - Central Flow Management Unit 12
URB\SEZ\085\1770\20.03.06
Figure 4-2 Operational Structure with CFMU
4.2. Flow Management Positions (FMPs)
As required by the ICAO/CTMO concept, an FMP equipped to a common minimum level is

established in each ACC within the CFMU area of responsibility.
FMPs act as the interface between the OPSD and, ACCs and their associated aerodromes.
They provide the OPSD with local information and experience and ensure ACC staff is up to
date with the ATFCM situation.
FMPs are the point of contact within an ACC for coordination on ATFCM matters. They are
responsible for ensuring the CFMU has all the data and information required in each of the
ATFCM Phases to make the most effective use of available capacity and to implement the
most effective ATFCM plan.
An FMP’s area of jurisdiction is limited to the area of responsibility of the parent ACC
including the area(s) of responsibility of associated ATS Units.
While all FMPs within the CFMU area have equal status as required by the CTMO concept,
the size of individual FMPs varies according to the demands and complexities of the area
served.
Flow Management Positions (FMPs) have access to ETFMS information through CFMU
terminals provided at each FMP position.


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5. AREA OF RESPONSIBILITY
The CFMU area of responsibility comprises the airspace of the following States within the
ICAO EUR Region:
 Albania, Armenia, Austria, Belgium, Bosnia-Herzegovina, Bulgaria, Cyprus, Czech

Republic, Denmark, Estonia (from 10 April 2008), Finland, France, the former
Yugoslav Republic of Macedonia, Germany, Greece, Hungary, Ireland, Italy,
Lithuania, Luxembourg, Malta, Moldova, Monaco, Montenegro, the Netherlands,
Norway, Poland, Portugal, Republic of Croatia, Romania, Serbia, Slovak Republic,
Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine and United Kingdom.
Certain States are cooperating with the CFMU in that they exchange data with the CFMU
and participate in the CFMU ATFCM service. These States are described as cooperating
States.
The following are amongst the cooperating States:
 Algeria, Belarus, Egypt, Iceland, Israel, Latvia, Lebanon, Morocco, Tunisia.


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6. REFERENCE DOCUMENTS AND MESSAGES

The following are the reference documents and messages for CFMU information,
procedures and operating instructions:
6.1. The CFMU HANDBOOK
The ATFCM and IFPS User Manuals of the BASIC CFMU HANDBOOK give the main
references related to procedures and operating instructions for respectively Air Traffic Flow
and Capacity Management (ATFCM) and Flight Planning (IFPS).
6.2. The ANM (ATFCM Notification Message)
The ANM is the official medium for the notification of ATFCM measures. It is produced by
the CFMU the day before the day of operation to provide a summary of planned ATFCM
measures and to promulgate any specific instructions or communications requirements
associated with those measures. It is updated by ANM Amendments.
6.3. The AIM (ATFCM Information Message)
AIMs are produced as required by the CFMU to provide information and advice and to
promulgate instructions relating to the application of current ATFCM measures. They are
also used for the initial publication of, and changes to the Route Availability Document
(RAD) and for the initial publication of CFMU ATFCM operating procedures which affect all
users.
The ANM and AIMs are transmitted via the AFTN and SITA Networks to AROs, ATC Units
and those Aircraft Operators who wish to be included on the address list. The messages can
also be accessed on-line via Internet.
6.4. National NOTAM and AIP Supplements
Strategic ATFCM routeing systems and certain CFMU operating procedures published
initially by CFMU AIM may subsequently be published by the States as a NOTAM or AIP
Supplement.
Note ICAO EUR Region EANPG decision 36/6 requires that EUR Air Traffic Services
providers and users comply with instructions contained in an AIM in anticipation of
the promulgation of national NOTAM.
6.5. National AIPs
The National AIPs include ATFCM information on specific arrangements within individual
States for dealing with ATFCM problems such as late changes to slots. These documents
also include the telephone numbers of FMPs or other local units to contact for ATFCM
advice and information.
The same applies in respect of flight plan filing procedures.
6.6. ICAO Publications
The relevant ICAO publications include:

 Doc 7030 - Regional Supplementary Procedures (EUR).
 Doc 7754 - Air Navigation Plan - European Region (EUR ANP).
 Doc 4444 - Air Traffic Management (PANS-ATM).


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7. CFMU SYSTEM ELEMENTS AND INTERFACES

7.1. General Description
The Primary Systems of the CFMU are:

 the ATS Environment System (ENV).
 the Repetitive Flight Plan System (RPL).
 the Integrated Initial Flight Plan Processing System (IFPS).
 the TACTICAL System (ETFMS).
 the Archive System (DWH or Datawarehouse, formerly called ARC).
 the IFPS Validation System (IFPUV).
 the Pre-Tactical System (PREDICT).
The CFMU also provides interfaces with:

 ATC and FMPs.
 AOs (sometimes through ATS)
through the following applications:
 the CFMU Internet Access (CIA).
 the CFMU Human Machine Interface (CHMI).
 the CFMU Interactive Reporting (CIR).
Most data flow exchanged between CFMU and Users systems correspond to flight plan data
(FPLs) and individual ATFCM measures (slot and rerouteing messages).
A general overview of the CFMU systems architecture can be found in the Figure 7-1 below.
CFMU Systems & Main Data Flows

AIS DATA AIP
EAD
Aircraft
RPL ENV
Operators
(AOs) FPL IFPS FPL

Air Traffic
/ ORM FP1 FP2 ATC FPL
Brussels Brétigny Changes
Air Traffic Control
Flight Plans
RCAT (ATC)
Services TA
DA
NV Daily
Reporting E ly PREDICT
Dai Plan
n
Offices Pla
Slots Rerouteings Network Situation
(AROs) Network Situation ETFMS ATC
Updates
DWH
© EUROCONTROL1997 - Central Flow Management Unit
URB\SEZ\085\1771\20.03.06
Figure 7-1 CFMU Systems Overview

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7.2. CFMU Environment Database (ENV)
The Environment Database contains comprehensive details of the CFMU area ATS
organisation. It includes ATS routes and routeing systems, airfields, Standard Instrument
Departures (SIDs), Standard Arrival Routes (STARs), Navigation Aids, ATC sectorisation,
etc., …
The ENV System provides data for use by the IFPS, RPL and Tactical (ETFMS) Systems of
the CFMU. The accuracy and effectiveness of these systems depends to a large extent on
the accuracy of the ATS System data input into the ENV System. The data is obtained from
several sources but primarily from State ATS Authorities and through Aeronautical
Information Messages (AIPs).
7.3. CFMU Repetitive Flight Plan System (RPL)
The RPL System is a centralised RPL processing system serving all of the ATC Units within
the IFPS Zone (IFPZ).
The RPL System receives, processes, and stores bulk RPL files submitted by the Aircraft
Operators. The RPLs are checked upon reception and errors corrected, where necessary
following coordination with the RPL originator.
The RPL System re-processes all RPLs each AIRAC cycle to ensure they are valid with
reference to the current Environment data.
Its main functions are :
a) Storing RPLs.
b) Production of clean RPLs output.
c) Generation of individual flight plans for ATC (via IFPS) and ATFCM.
7.4. Integrated Initial Flight Plan Processing System (IFPS)
IFPS fulfils two primary functions:

a) It provides a centralised flight planning system for the States within the CFMU area
with the object of rationalising reception, initial processing and distribution of flight plan
data to ATC Units.
b) It provides Repetitive Flight Plan (RPL) and Filed Flight Plan (FPL) data for use by the
OPSD for ATFCM planning, monitoring and slot allocation.
7.5. CFMU Enhanced Tactical Flow Management System (ETFMS)
The main tool for ATFCM is ETFMS, a system used by the OPSD and FMPs for Tactical
operations. ETFMS receives data from IFPS, ATC, AO, CDM Airports and the ENV
Systems.
ETFMS main functions are:

a) The presentation of the planned and actual traffic situation to enable the OPSD and
FMPs to monitor and modify the operation of the ATFCM plan as required on the day
of operation.
b) The provision of Computer Assisted Slot Allocation (CASA).
c) The assessment of rerouteings for flows and individual flights.

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7.6. CFMU Archive System (DWH, formerly called ARC)
The DWH system contains archived data from other CFMU systems, together with derived
performance and quality indicators.
This is used as follows:
a) To provide an assessment of ATFCM performance and enable corrective action by

facilitating comparison of the actual traffic situation with the ATFCM plan.
b) To assist the CFMU and its users in the preparation of their Strategic, Pre-Tactical
and Tactical activities, by providing a forecast flight demand model based on historical
data.
The information stored in the DWH system is accessible via the following interfaces:
a) CIR (CFMU Interactive Reporting), a Web-based application, enabling access to a set

of pre-defined reports with interactive features and secured authentication.
b) Statistical ATFCM reports, available on the CFMU Website, in PDF format.
c) CHMI (archive data).
7.7. IFPS Validation System (IFPUV)
The IFPUV is effectively a separate IFPS Unit, totally independent of the operational IFPS,
which was established solely for the purpose of submitting test flight plans.
Flight plan originators are able to submit, to the unique address of the IFPUV, their flight
plans for validation, prior to their submission to the operational system.
The IFPUV also offers the possibility for flight plan originators to request a route from
departure to destination. The system will respond by providing route(s) which are
valid at the time and flight level specified. In addition, the flight plan originator has the
possibility to indicate some limitations to the search facility e.g. via a point/airspace,
avoiding a point/airspace.
7.8. Pre-Tactical System (PREDICT)
The PREDICT System is used to define the regulation plan during the Pre-Tactical phase. Its
technical structure is similar to the ETFMS system.
It uses flight data from the DWH System and environment data from the ENV System
(including forecasted capacities).
Regulations can be implemented on the system in order to access their impact before being
released through the ANM.
Flow rerouteings can also be tested.

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7.9. CFMU Network
The CFMU uses a high speed Wide Area Network (WAN) in order to achieve the necessary
two-way connectivity between the Users and the CFMU Systems.
The WAN is flexible in design in order to allow dialogue between various Networks (AFTN,
SITA, etc., …) and the CFMU Systems (IFPS, ETFMS, etc., …).
The CFMU has implemented the ability for customers to connect with the CFMU systems
using Internet technology. CFMU customers can connect via a dedicated network (Extranet)
or via the Internet. Internet access is subject to strict security checking algorithms.
More than 2.000 organisations (representing more than 3.000 users) are relying on the
WAN or the internet connectivity for data communication exchanges.
About 1.800 Aircraft Operators (AOs), 80 Flow Management Positions (FMPs) and 170
other Air Traffic Services Units (ATSUs) can consult ATFCM data through various
CFMU interfaces.
NETWORK
FP1 FP2 ETFMS
CFMU
USERS USERS
Internet Extranet
(TCP/IP) (TCP/IP)
AFTN/CIDIN
EB
EG
FMPs
SITA
LF BRU
ED PAR
LI
LE

URB\SEZ\085\1772\04.04.06
Figure 7-2 NETWORK
All other clients (several thousand) exchange messages using SITA or AFTN terminals.
On average, a total of 160.000 messages are exchanged per day with CFMU Users.

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8. THE ENVIRONMENT SYSTEM (ENV)

8.1. Purpose
The purpose of the CFMU Environment System (ENV) is to ensure that a complete and
accurate representation of the Air Traffic Control environment, including addresses, is
available at all times for the proper functioning of the other CFMU systems.
8.2. Areas Covered
In the ENV system the basic data, required for the functioning of the client system is defined.
Each client system requires specific ENV data to fulfil its CFMU role in its area of
responsibility. The various CFMU areas of responsibility are listed here after.
The IFPS Zone (IFPZ)is the area in which IFPS is responsible for the distribution of FPLs
and associated messages to the ATC world.
The FPM Copy Area is the area to which IFPS forwards copies of the relevant FPLs to the
interested ATC instances without validation nor guarantee about the completeness (only if
these FPLs were received).
The ATFCM Area is the area in which the OPSD is responsible for the provision of ATFCM.
The ATFCM Adjacent Area is the Area, adjacent to ATFCM area. Flights originating from
this Area may be subject to ATFCM measures when crossing the ATFCM area.
The RSO Area is the area where the CRCO calculates the en-route charges based on the
FPLs received from the CFMU.
8.3. Scope
The scope of the ENV System is the complete Air Traffic Control environment of the States
in respect of the ATFCM, IFPS and RSO areas (together the CFMU area).
The types of environment in the ATFCM area data include:

• Basic civil airspace structure data (such as ATS routes, significant points, SIDs and
STARs).
• Detailed description of the airspace organisation (both administrative and operational).
• The description of the users' parameters (such as the processing options and the
different addresses used by the IFPS and ETFMS systems).
Additionally the ENV System must ensure a partial description of the Air Traffic Control
environment of the States in respect of the area adjacent to the ATFCM area for addressing
and extraction purposes.
The types of environment data in the adjacent area include:

• Basic civil airspace structure data (such as ATS routes and significant points).
• Description of the airspace organisation (administrative and partially operational).

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8.4. Data Modification
All data are classified as:

1. Static Data.
2. Semi-Dynamic Data.
3. Dynamic Data.
8.4.1. Static Data
Static Data can only be created, modified or deleted well before the AIRAC effective date
(i.e. these data are subject to advance notification).
8.4.2. Semi-Dynamic Data
Semi-Dynamic Data can be added during an AIRAC cycle.
However, Semi-Dynamic Data cannot be deleted or modified during an AIRAC cycle. In

such a case the same restrictions as for Static Data are applicable.
8.4.3. Dynamic Data
Dynamic Data can be added, modified or deleted on-line. It is data which is frequently
changing due to operational requirements.
8.5. Points
A significant point is a specified geographical location used in defining an ATS route or the
flight path of an aircraft and for other navigation and ATS purposes (ICAO Doc 4444).
8.6. Aerodrome
The Aerodrome domain consists of Aerodromes and Sets of Aerodromes.
8.7. Route Assembly
The route assembly consists of:
a) ATS Routes (En-route Route)

All published ATS routes are in the system. They are described by their sequence of
points, the flight levels available in terms of "E" (Even), "O" (Odd) or "N" (Nil)
between two points in both directions plus an availability parameter, e.g. for weekend
routes.
A route may be indicated as being CDR1, 2 or 3.
b) Terminal Procedures for Aerodromes (SID & STAR)
Similar terminal procedures will be input in the system only once, but using a synonym
concept to avoid any unnecessary operational duplications.
c) OTS Routes
A daily update of the Operational Track Structure for NAT traffic will be implemented
in the ENV system.

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8.8. Airspace Data
Airspace Data reflect the operational ATC airspace structures and the administrative
airspaces. An hierarchical concept is used. The bottom element is an Air Block which is a
two-dimensional area, describing the surface or part of the surface of an ATC sector.
8.8.1. Operational Structure
One or several Air Blocks plus an altitude/flight level band parameter describe one ATC
sector, called an Elementary Sector (ES).
Two or more ESs are "bandboxed" to Collapsed Sectors (CSs).

All ESs also make up the area of an ATC Unit Airspace (AUA).
An ES, CS and AUA can all have a Capacity Value. They can also be used as a reference
location.
Several AUAs assembled together form one ATC Units Airspaces Grouping (AUAG).
Several ESs and/or AUAs and/or AUAGs together form one REGION.
The ES and CS of one AUA are used to build the Sector Configurations and their related
Activation table. This table shows the operational configuration at a given moment in time
during the day.
8.8.2. Manageable Airspaces
Manageable Airspaces represent a part of the Airspace where General Air Traffic can be
restricted. In most cases when Military Operations may take place.
8.8.3. Administrative Structure
One or several Air Blocks plus an altitude/flight level band parameter describe a Flight
Information Region (FIR) or Upper Flight Information Region (UIR). Parts of an FIR or
UIR are described as PIR.
One or more FIRs and/or UIRs assembled make up the volume of a National Airspace
(NAS), the airspace of a country.
An Assembly of several FIRs and/or UIRs and/or PIRs and/or NAS make an AREA. The
areas described in § 8.2. are assembled in this manner.
8.9. Air Navigational Services Units
Air Navigational Services Units are defined by describing the addressees of the units and
particularities for message exchanges with the CFMU.
Air Navigational Units (ANUs) comprise:

a) Local ATC/ATS Units (Aerodrome Control Towers, Approach Units, AROs).
b) Area ATC Units (ACCs, UACs, OACs).
Note Messages can be sent to a national Central Flight plan Processing Unit (CFPU)
which receives a copy of the message or receives the message directly instead
of the ATS/ATC Units.

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c) ATFCM Units (FMPs, OPSD).

d) Aircraft Operating Agencies (AOAs) and Aircraft Operating Control Units (AOCUs),
Aircraft Operating Control Centres (AOCCs) and RPL Offices (ROs). An AOCC is a
centralised unit, an AOCU is a local unit based on the aerodrome.
e) Other Units (Rescue Coordination Centres (RCCs), Flight Information Centres
(FICs),...).
8.10. Restrictions
A restriction imposes a restrictive measure for a single Flight or a Flow or Traffic.

a) Hard/Soft Traffic Flow restrictions.
b) Profile tuning restrictions.
c) Aerodrome Flight rule.
d) Aircraft type restrictions on Terminal Procedures.
e) DCT Limitation.
8.11. Capacities (CAPs)
CAP is expressed as the number of aircraft entering a sector, overflying a Point or departing
from an Aerodrome, arriving at an Aerodrome/Set of Aerodromes per hour.
CAP is based on ATC information, received from an agreed source, e.g. the concerned ATC
Unit or the National Administration H.Q.
8.12. Flows
A flow can consist of a maximum of three UPSTREAM and three DOWNSTREAM elements.
Upstream elements describe an origin area, downstream elements describe a destination
area. Only one of the two areas is mandatory, but both areas can be present in a flow.
8.13. Reference Locations (RLs)
A Reference Location is built from :

a) Points [Navigation Aid (NVA), Published Way Point (PWP)]
b) Aerodromes, Set of Aerodromes
c) Airspace Volumes (ES, CS, AUA)
RLs are the basic elements for Traffic Volumes (TFVs).
The reasons for creating RLs instead of using the above listed data directly are to:
a) Distinguish relevant data from "Standard" data by further specifying those.
b) Limit the workload to create and maintain TFVs and limit the data amount, because
one RL can constitute the basic element for several TFVs.
Displayed Flows can be attached to an RL, showing the main traffic flows for this RL.

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8.14. Traffic Volumes (TFVs)
TFVs are the drivers of the ETFMS System.
One TFV is built from one and only one RL.
A Traffic Volume is used for:

a) Monitoring.
b) Regulation.
c) Rerouteing.
d) Exceptional Conditions, e.g. fog situations, industrial actions, runway incident, etc., …
8.14.1. Traffic Volumes for Monitoring Purposes
TFVs are created to enable the comparison between the Traffic Load and the available
capacity during the activation period.
These TFVs may be global (all traffic) or with flows (see next para.).
The TFV activation period is:

a) Automatic
For TFV with an RL formed of an ES or a CS, derived from the Sector Configuration
Activation Table.
They are qualified as Monitorable (MO).
Several TFVs may be MO for the same RL.
b) Manual
For all other TFVs it must be specified in the TFV Activation Period Table.
8.14.2. Traffic Volumes for Other Purposes
Flows on TFVs have the purpose of specifying the flights which are subject to ATFCM
Measures.
This specification is achieved by using different Flow Roles.
The different flow roles are:

a) Included
i.e. all traffic following the complete flow description is subject to counts and possible
ATFCM Measures.
b) Excluded
i.e. that all traffic following the complete flow is not subject to counts and possible
ATFCM Measures.
c) Included/Exempted
i.e. that all traffic following the complete flow is included in the traffic counts, but they
are not subject to ATFCM Measures, i.e. they are not considered for rerouteing and
their delay would be calculated as zero in the case of CASA regulations.
Flights which are crossing a TFV and which are not following a complete flow are completely
ignored, i.e. neither counted nor subject to ATFCM Measures.

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8.15. Aircraft
The Aircraft domain consists of Aircraft type and Aircraft performance data for optimising the
ETFMS/IFPS profile.

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9. THE REPETITIVE FLIGHT PLAN SYSTEM (RPL)

9.1. Description
The RPL processing System is a stand alone system independent but closely integrated into
the other CFMU Systems.
The RPL System groups all the functions to manage RPLs in files, to generate formatted
files on diskettes and to produce the listing of RPLs according to the ICAO format.
9.2. Scope
The RPL System is concerned with all RPL data which is relevant to the IFPS area.
9.3. Objectives
The main objective of the RPL System is to ensure the proper reception, processing,
correction and distribution of RPL data in order to provide:
• A clean and transparent daily flight plan for ETFMS and IFPS.
• The appropriate output for National Administrations (NAs), Originators of RPL data
and Air Traffic Service Units (ATSUs).
9.4. Functions of the RPL System
9.4.1. Summary
The RPL system is composed of three main functions:

a) Manage RPL Files.
b) Manage RPLs.
c) Generate Formatted Outputs.
9.4.2. Manage RPL Files
This function allows the RPL TEAM to create new files, to load new files, to open existing
files and to list the existing files.
The creation and loading of new files means the introduction of New List (NLST) (contains
only new data) and Revised List (RLST) (successive updates to existing data).
The Manage RPL Files function is composed of six functions:

a) Create New Files.
b) Create Revised Files.
c) Open Existing Files.
d) List Existing Files.
e) Load New files.
f) Load Revised files.

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9.4.3. Manage RPLs
This function allows the RPL TEAM to manage the data in any one specific or series of RPL
Files.
The management of the file is performed from a function that gives a list of the RPLs
contained in the file.
For an existing file, the RPL TEAM is able to modify the header data and to update (add,
modify and delete) individual RPL records.
The Manage RPLs function is composed of four functions:

a) List RPL records.
b) Update Header.
c) Update one or more RPL records.
d) Update configuration data.
9.4.4. Generate Formatted Bulk Outputs
The Generate Formatted Bulk Outputs function is composed of two functions:

a) Create RPL Diskette.
b) Create ICAO listing.

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10. THE INTEGRATED INITIAL FLIGHT PLAN PROCESSING

SYSTEM (IFPS)
10.1. Purpose
The IFPS is designed to enable the reception, processing and delivery of IFR GAT flight plan
data in the IFPS Zone, which is the area covered by the ATS facilities of the European Civil
Aviation Conference (ECAC) States.
It provides two addresses throughout the Zone for all flight plan messages concerning flights
which are partly or completely in the Zone and have an IFR GAT content. All types of Flight
Plan Messages (FPM) are processed.
10.2. IFPS Units
The IFPS consists of two IFPS Units, FP1/RPL Section in Haren and FP2 Section in
Brétigny-sur-Orge, which are functionally identical and interconnected by a Wide-Area
Network (WAN) for data exchange. The software allows for flexibility in the number of IFPS
Units.
In order to share the processing load between the IFPS Units, the World is divided into a
number of Regions. Each Region is the responsibility of one of the IFPS Units.
The Aerodromes in the ATS Environment are divided into a number of Groups. An IFPS Unit
is responsible for a number of Aerodrome Groups. (The union of the IFPS Aerodrome
Groups for which the IFPS Unit is responsible makes up an IFPS Region).
Should an IFPS Unit fail, the responsibility for its Groups may be transferred to the other
IFPS Unit to maintain the overall IFPS service as described in § 10.7.
In addition, Aircraft Operator Units who submit Repetitive Flights Plans (RPLs) are required
to send them to the RPL Office at Haren who in turn provides them to the IFPS.
10.3. Network Connectivity
The IFPS connectivity is shown in Figure 10-1 and in Figure 10-2.
The users shown in these figures are the end users of the IFPS. Within the IFPS Zone
(IFPZ) it is normal practice for Aircraft Operators (AOs) to submit their Flight plans directly to
the IFPS. However, where this is not possible, use may be made of the Air Traffic Services
Reporting Offices (AROs).
The IFPS is directly connected to four groups of organisations:

• the CFMU.
• the IFPS Authority.
• ATS Units and
• Aircraft Operators (AOs) and/or their representatives or companies operating on
their behalf.
Each IFPS Unit is able to support the complete set of connectivity.

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At the CFMU, there is a gateway to the CFMU systems which must communicate with the
IFPS.
IFPS INPUTS
CFMU
ENV COMPUTER ETFMS END USER TERMINAL
New AIRAC Data AOWIR Data Type
RPL UNIT FP1 UNIT FP2 UNIT IFPS
E-MAIL AFTN / CIDIN SITA AFTN / CIDIN SITA MEDIUM
RPL File Flight Plan MSGs Flight Plan MSGs

(FPL, CHG,CNL,)
Real Time Update MSGs Data Type
(FNM, MFS, AFP)
TERMINAL END USER
TTY/COMPUTER TTY/COMPUTER COMPUTER

AIRCRAFT OPERATORS ATC UNITS

URB\SEZ\063\1321\04.04.06
Figure 10-1 IFPS Inputs
IFPS OUTPUTS
IFPS SUPERVISOR ETFMS
COMPUTER END USER TERMINAL
Flight Plan MSGs Data Type

Logs
AOWIR
RPL UNIT FP1 UNIT FP2 UNIT IFPS
E-MAIL AFTN / CIDIN SITA SITA

AFTN/CIDIN MEDIUM
Bulk Output ORM
ORM
Flight Plan MSGs
Real Time Updates MSGs Data Type
(ACH, APL)
TERMINAL END USER
COMPUTER COMPUTER/TTY COMPUTER/TTY
ATC UNITS AIRCRAFT OPERATORS

URB\SEZ\063\1322\04.04.06
Figure 10-2 IFPS Outputs

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10.4. Functional Overview
10.4.1. Processing of Individual Flight Plan Messages

a) Checking, Correction and Extraction
• The IFPS checks the messages that it receives and corrects them as far as
possible within its knowledge of the ATS environment.
Correction of messages is done automatically as far as possible, but may also
require manual input for some cases.
During the process of checking and correction, the IFPS extracts the data in the
message, including the route description, and calculates a 4-dimensional profile
for the flight.
b) Operational Replies to the Message Originator
• The IFPS sends an Operational Reply Message (ORM) to the message
originator after the completion of all checks, which indicates whether or not the
message has been accepted. Messages referred to IFPS Operators for Manual
processing may be corrected with or without reference to the message
originator in accordance with operational procedures.
c) Storage
• The data from all messages which are accepted is stored in the IFPD Set.
d) Distribution
• The IFPS distributes the accepted messages to the ATS Units and the CFMU
for the IFR GAT parts of the flight. It automatically determines the required
addressing for the messages within the IFPS distribution area, by use of the
calculated flight profile. For flights which include a section outside the Zone or a
section which is not IFR GAT, the IFPS does not automatically perform the
addressing or distribution for that section.
e) Re-Validation
• The IFPS will re-validate flight plans that have already been accepted
whenever a modification is made to the availability of an
airspace/aerodrome or to an ATFCM restriction. If, following such a
change to the airspace availability, a flight plan is no longer consistent the
aircraft operator will be informed so that the necessary modification can
be made.
10.4.2. Processing of Repetitive Flight Plan Messages
a) Checking, Correction and Extraction

b) Operational Replies to the Message Originator
c) Storage
The processing for all of these steps is the same as for the individual messages, see
previous section, except that:
• Checks against the ATS Environment data will not result in error indications,
because the environment on the days of activation of the flight may be different
from the environment known to the system when the repetitive flight plan is first
received.
• RPL data is processed and stored in the RPL System which is located at Haren
(Belgium).

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d) Distribution
• Some ATS Units receive a copy of the RPLs that are relevant to them in the
form of electronic listings.
e) Days of Activation
• The RPL System extracts data for a flight from its database at pre-defined time
parameters and delivers it to the IFPS and ETFMS Systems. IFPS then
distributes an individual flight plan message to the addressees identified from
the flight profile (apart from those addressees which were already sent the
repetitive flight plan, see d) above).
10.5. Physical Configuration
The physical configuration of each IFPS Unit is based on a high-speed Local Area Network
(LAN), to which are connected workstations for the IFPS Unit operators, a database server
and a communication server.
The communications media used to implement the connectivity are:
a) Electronic media.
b) AFTN/CIDIN or SITA for Telex-type messages (TTY).
c) Computer-computer (by leased lines, PSTN, PSDN, CIDIN, SITA or VAN).
The IFPS Unit configuration is modular, and the number of workstations in an IFPS Unit is
normally determined by the number of operator positions required to handle the expected
load. The software is designed so that the quantities of workstations, servers and printers
can be altered without software changes.
The system is designed to ensure that no single hardware component failure can interrupt
the operation of an IFPS Unit. In order to achieve this, redundant hardware components may
be used, and techniques such as disk shadowing may be used.
10.6. Software Configuration Policy
The CFMU policy is to use and follow international or industry standards as far as possible
for the IFPS software, making use of Commercial Off-the-Shelf (COTS) software to minimise
development time and effort.
The screen layout consists of a number of windows and icons, with menus and a pointing
device (mouse) to direct operator input. The “look and feel” of this interface follows the
international standard defined by the OSF Motif Style Guide (ref. 14).
10.7. IFPS Contingency Plan
The IFPS comprises two IFPS Units which normally share the message processing load
between them by taking each a certain proportion of the total load.
Responsibility is divided as follows:
a) Each IFPS Unit is responsible for an IFPS Region. An IFPS Region consists of a
number of Groups of Aerodromes in the ATS Environment. The IFPS Unit will process
and distribute individual Flight Plan Messages (FPM) for flights originating in the
Region.
b) FP1/RPL is the applicable IFPS Unit for all Groups of Aircraft Operator Units (AOUs).
It processes and stores Repetitive Flight Plan Messages and Files from that Group,
and at the appropriate time generates individual Flight Plan messages from this
information.
For the purposes of this section the term Responsible IFPS Unit will be used to refer to both
cases a) and b) above.

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If one IFPS Unit fails and the repair time is so long that it starts to have a significant effect on
flight plan distribution in the IFPS Zone, the IFPS Contingency Plan requires that a Backup
IFPS Unit be able to take over responsibility from the failed IFPS Unit.
An IFPS Unit Role is introduced to support this requirement. An IFPS Unit has a certain Role
with respect to an IFPS Group. The role may be:
a) Responsible.
b) Backup.
An IFPS Unit may have a responsible role for a number of IFPS Groups and at the same
time a backup role for a number of other IFPS Groups. The Responsible IFPS Unit and the
Backup IFPS Unit exchange data automatically to ensure that a full knowledge of IFPS data
is maintained at both Units.
The IFPS Authority will ensure that each Group defined in the ATS Environment has a
Responsible IFPS Unit and Backup IFPS Unit.
Should the Responsible IFPS Unit fail, the Backup IFPS Unit may be instructed by the IFPS
Unit Configuration Manager (IUCM) to take over responsibility for the failed IFPS Unit's
Groups until that IFPS Unit can be returned to service.
The rest of this section is concerned with provision of Backup service for IFPS Aerodrome
Groups and AOU Groups.
10.7.1. Maintenance of Backup Database
If an IFPS Unit provides a Backup service for a Group, it will maintain a Backup Database
containing the following data sets:
If an IFPS Unit provides a Backup service for a Group, it will maintain a Backup Database
containing the following data sets:
a) A Backup FPD Set, containing copies of each FPD sent from the Responsible IFPS
Unit. As the Responsible IFPS unit creates or modifies an FPD it will send a copy to
the Backup IFPS Unit (an Update Backup FPD message).
b) A Backup OM Set, containing the Original Messages, received by the Backup IFPS
Unit (from the Originator) for which it has not yet received instructions from the
Responsible IFPS Unit.
A Backup IFPS Unit stores an FPM in its Backup OM Set when it receives an Original
Message associated with a Group that it is providing a Backup service for.
When a Backup IFPS Unit receives an Update Backup FPD or a Discard OM message from
the Responsible IFPS Unit it will discard the corresponding Original Message from its
Backup OM Set.
The Responsible IFPS Unit will process those FPMs and Repetitive Flight Plan Files that it is
deemed to be responsible for. The result of processing will be either an update (creation or
modification) to the appropriate FPD, or the discarding of the FPM (for example when an
FPM is Rejected).
In the former case an Update Backup FPD message is sent to the Backup IFPS Unit
instructing it to update its Backup FPD Set, in the latter case a Discard OM message is sent,
instructing the Backup IFPS Unit to delete the FPM from its Backup OM Set.

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Thus, at any given time the Backup IFPS Unit will have a Backup Database with validity as
follows:
a) Backup FPD Set, out of date with respect to the responsible IFPS Unit FPD Sets by a
small time period "t", where "t" is the time taken to propagate an Update Backup FPD
message from the Responsible Backup IFPS Unit.
b) Backup OM Set, containing all the Original Messages currently being processed by
the responsible IFPS Unit, plus the Original Messages corresponding to the Update
Backup FPD messages in transit (i.e. covering time period "t" above).
10.7.2. Take Over of Responsibility
The IUCM may instruct an IFPS Unit to take over responsibility for an IFPS Group, or a
number of Groups, following failure of the Responsible IFPS Unit.
The take over IFPS Unit will assume responsibility as follows:
a) It will populate its IFPD Set and RFPD Set with FPDs from the Backup FPD Set and
provide a continued distribution service to Addressees.
b) It will extract all of the messages from its Backup OM Set and process them (as it
would process any normal incoming original message).
c) It will begin to process incoming Flight Plan messages for which it has become
responsible.
10.7.3. Restoration of Failed IFPS Unit
When a failed IFPS Unit has been restored to operation it will retrieve responsibility as
follows:
a) Recovery of FPD Sets
• The IFPS Unit will update its IFPD Set and RFPD Set from the currently
responsible IFPS Unit by sending a Request_FPD_Set message to that IFPS
Unit, specifying the Group for which it requires data.
• The currently responsible IFPS Unit will respond to this with a series of
Update_FPD messages (each containing a current FPD from its IFPD Set and
RFPD Set). The series of Update_FPD message will be terminated by an
End_FPD_Set message.
b) Resumption of Responsibility
• Once it has up to date IFPD and RFPD Sets the IFPS Unit will assume
responsibility for the Group by sending a Group_Takeover message.
• Upon reception of the Group_Takeover message the currently responsible IFPS
Unit will relinquish responsibility and revert to the role of provision of a backup
service for the Group.

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11. THE TACTICAL SYSTEM (ETFMS)

11.1. Description
The Tactical (ETFMS) contains flight data for the following forty-eight hours. Initially, it is fed
with RPL for that period and later with Flight Plan Messages in order to present the best
picture of air traffic demand. This data is later updated by ATC information on the actual
flight situation or any change to the initial flight plan (e.g. new route).
The tools for exploiting this data allow examination of the anticipated air traffic demand for
the following day. Aircraft Operators (AOs) and Flow Management Positions (FMPs) can
access the database via a terminal.
The ETFMS System has the following sub-functions:

a) Environment Data Capture and Processing
• All the basic elements of the ATC environment such as airports, routes, sectors,
capacities are known to the ETFMS and sometimes dynamic updates (e.g.
runway configuration).
(see § 8.2. Areas Covered)
b) Flight Data Capture
• Merging of long-term data provided by RPL and up-to-date information provided
by IFPS or by CDM Airports.
c) Profile Calculation
• For each flight a 4D profile is calculated, taking into account the above 2 sets of
information.
d) Load Calculation
• At any point, aerodrome, set of aerodromes, airspace volume or traffic volume.
This is expressed as a number of flights per unit of time (usually one hour)
entering an airspace volume, overflying a point, departing from/arriving at an
aerodrome/set of aerodromes or part of a traffic volume or of one of its flows.
e) Rerouteing
• Certain facilities exist in the ETFMS (system to simulate the consequences for
the ATFCM/ATC system of rerouteing individual flights or groups of flights. The
impact on loads in affected areas is consequently re-calculated.
f) Human Machine Interface
• For the display and input of information used or generated by flow managers,
ATC controllers, Aircraft Operators and pilots, i.e. an important part of the
ETFMS system concerns the input and display of the various data previously
mentioned (flight data loads at sectors, overload warnings, etc., …).
This also includes command displays, by means of which the flow manager
activates the ATFCM measures (e.g. CASA - restrictions and rerouteing) and
monitoring facilities.
g) The Exchange of Messages
• Which is an important part of the ETFMS system involving complex address
selection and message routing mechanisms.

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h) The Computer Assisted Slot Allocation (CASA)

• Algorithm is located in the very heart of the interaction between the ETFMS
system and ATC. Traffic volumes to come under CASA control are activated by
the flow manager. This means that he defines a traffic volume, start time, end
time and many other parameters. ETFMS then extracts all flights which are
concerned by this activation, in other words those flying at that location (within
that flight level slice) during that restricted period and passes them onto the
"CASA algorithm" for departure time calculation.
FUNCTIONAL SCHEME OF THE ETFMS ACTIVITIES
Environment Traffic-demand
& &
Aircraft Capacities Current Traffic Data
DATA COLLECTION & EVALUATION
Operators
(AOs) Air
/ Traffic
PLANNING EXECUTION
EXECUTION MONITORING
MONITORING
Air Traffic Control
Services (ATC)
Reporting /
EBBDZMTA EBBDZMTA
Offices BRUEA7X BRUEA7X FMPs
DISPLAY & TRANSMISSION
(AROs)
ATCFM Information ATCFM Measures

URB\SEZ\091\1886\04.04.06
Figure 11-1 ETFMS Functionalities

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11.2. Description of Computer Assisted Slot Allocation (CASA)
11.2.1. CASA System
The CASA System is largely automatic and centralised, and functions from an Aircraft
Operator’s point of view in passive mode. In other words, the act of filing a flight plan
effectively constitutes a request for a slot.
FMPs and CFMU agree on those locations where ATFCM Measures are necessary. As a
consequence the CFMU activates regulations within ETFMS including the start and the end
times, the description of the location, the entering flow rate and some others parameters.
The system extracts all the flights entering for the specified airspace and sequences them in
the order they would have arrived at the airspace in the absence of any restriction.
On this basis, the Take-Off Time (TOT) for the flight is calculated. It is this information,
Calculated Take-Off Time (CTOT), which is transmitted to the Aircraft Operator concerned
and to the control tower at the aerodrome of departure.
In addition to this fundamental process, a number of other mechanisms will act to

compensate for factors such as late received flight plans and modifications thereto.
11.2.2. Description of the CASA Algorithm for Slot Allocation
11.2.2.1. Slot Allocation Lists - Basic Rate
For each regulated point, area or airport (regulation), CASA builds and manages a list of
slots i.e. the Slot Allocation List (SAL). A regulation may be specified over sub-periods, each
sub-period being assigned a rate. CASA uses these items to build initially an empty Slot
Allocation List. For instance, a four hour long sub-period associated with a basic rate of 28
flights per hour, would result in a Slot Allocation List made up of 112 slots separated from
one another by approximately 2 minutes.
11.2.2.2. Pre-allocation Stage
The principle "First Planned - First Served", which presumes that flights should arrive over
the restricted location in the same order in which they would have arrived had there been no
ATFCM Measures, is applied throughout the CASA process.
When the regulation is activated, CASA starts to receive flight data, based on Repetitive
Flight Plan (RPL) and Filed Flight Plan (FPL) as available. Each flight is given a provisional
slot based on the order of their Estimated Time Over (ETO) the restricted location.
This initial reservation is internal to the ETFMS system and is subject to amendment.
Due to the constant recalculation of the SAL as new flight plans arrive, the provisional slot is
very likely to be changed. This is the pre-allocation stage.
When CASA receives new flight data, it pre-allocates the slot as close to the requested
Estimated Time Over (ETO) the restricted location as is available:
a) If that slot is free, it is assigned to the flight, which thus suffers no delay (provisional).
b) If that slot is already pre-allocated to a flight which is planned to overfly the restricted
location after the new flight then the latter takes the slot. Of course, the consequence
can be a chain reaction, because the flight whose slot has been taken tries to recover
another slot, possibly by taking the slot of another flight, etc., …

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11.2.2.3. Slot Amendment Procedure
When CASA receives the flight data for the cancellation of a flight, this may improve the slots
given to other flights. The slot amendment procedure aims to take into account the new slots
made available. It applies only to pre-allocated flights. Therefore it is an essential
requirement, with beneficial interest for AOs, to cancel as early as possible those flight
plans which will no longer operate.
11.2.2.4. Allocation Stage
At a fixed time before the Estimated Off-Block Time (EOBT) of each pre-allocated flight,
called Slot Issue Time (SIT), the slot is allocated to the flight and a Slot Allocation Message
(SAM) is sent to the Aircraft Operators and ATC. This is the allocation stage.
An allocated slot cannot be taken by another flight. However, an Aircraft Operator should
request a revision to a slot if it is thought that the flight will not be able to comply. Moreover,
the slot allocated to a flight may be improved by the true revision process described
hereafter.
11.2.2.5. Combined Flow Measures for one Flight
The general principle is that a flight which is submitted to several CASA restricted areas
(called "Regulations") is given the delay of the most penalising regulation and is forced with
that delay in all other regulations.
11.2.2.6. Optimisation of the Slot Allocation Process
The Enhanced Tactical Flow Management System (ETFMS) has been implemented as an
upgrade of the previous TACT Computer Assisted Slot Allocation (CASA) System, which
enables the system to take into account the airports constraints and the real time position
of a flight. Once airborne, a flight is "forced" at its ATO in all concerned regulations.
The concept of Collaborative Decision-Making (CDM) considers the requirement of

ATC, of airlines and airport operators. It increases significantly the efficiency of
airport operations. Airports are looking for early update of the landing time of flights
arriving on their platform: based on ETFMS data, the CFMU provides advanced
information on the Estimated Time of Arrival of the inbounds flights through the FUM
(Flight Update Message). In collaboration with the Aircraft Operators, the Airport will
estimate the turn around time and the time to taxi to provide a new estimate for the
outbound flights. Before the departure, the local ATC will anticipate the Take Off time
and will notify it to ETFMS. The new estimates resulting from the co-ordination with
Airports Operations will be passed on to ATC through the ETFMS data distribution,
closing the loop of flight plan information between all ATM partners.
Late departure notification or modification of the profile established through messages from
ATC will be used to modify the slot allocated to other flights by the true revision process
described hereafter.
The Air Traffic Services provide the CFMU with the necessary data concerning the position
of the flights once airborne. They give a more accurate picture of the traffic situation after the
departures of the flights enabling a more efficient ATFCM activity.

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Such data are based upon ATC messages such as FSA and upon Correlated Position
Reports (CPRs). FSAs are received for a large part of the ATFCM area. CPRs are extracted
from surveillance data (radar derived positions). They are now provided by a large part of the
ATFCM area.
The wind information is taken into account to calculate the time estimates in the profiles.
When new meteo data arrive the flights before the Slot Issue Time are fully re-computed and
re-submitted to CASA. After the Slot Issue Time flights are recalculated but the impact on
slots is limited to changes in the regulation plan or improvements. Activated flights are never
re-computed.
Aircraft Operators are also providing, for some of the flights departing from outside the
ECAC area, information on their estimated time of arrival. It also gives a more accurate view
of the future traffic situation.
11.2.2.7. True Revision Process
This is the automatic mechanism that routinely attempts to improve the slot of allocated
flights; for a given flight, the true revision process takes place after the SAM has been issued
until a time parameter before the CTOT. This parameter is linked to the Aerodrome of
Departure (ADEP).


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12. THE ARCHIVE SYSTEM (DWH, FORMERLY CALLED ARC)

12.1. Purpose
The ARCHIVE SYSTEM is a computer based system which supports the CFMU and its
users in the preparation of their Strategic, Pre-Tactical and Tactical activities.
Formerly called ARC, the ARCHIVE SYSTEM has evolved towards a datawarehouse, now
referred to as DWH.
The ARCHIVE SYSTEM contains data and logs from other CFMU systems (ENV, IFPS,
ETFMS…). It also contains a wide set of derived performance and quality indicators of
ATFCM operations.
12.2. Scope
The scope of the DWH system can be defined over 2 dimensions:

 The scope of stored data.
 The functionality of available reporting facilities using archived information and derived
performance indicators.
12.2.1. Available Data in the ARCHIVE SYSTEM (DWH)
The scope of Data which are stored in the DWH system is illustrated in Figure 12-1.
CFMU Datawarehouse
Consolidated Archive
dB System
ENVIRONMENT DATA ENV MONTHLY AIRAC

ATM PARTNERS
DOWNLOAD ENV
+ DAILY UPDATES
FLIGHT LAST 5
YEARS
ATFM Msg ETFMS FLIGHTS REGULATIONS
RADAR DATA LOG of EXCHANGED Msg REGUL

ENV UPDATES
ETFMS Summary
LOGGING A set of derived statistics
and performance indicators
FLIGHT PLANS IFPS FLIGHT PLANS • Air traffic,
IFPS • ATFM delay,
LOG of EXCHANGED Msg • Adherence to rules,
LOGGING
• Quality of services...
Synthesis
CFMU ACCESS LOGGING CSC
Middleware to CFMU APPLICATIONS OPLOG
Network load
AN 1
D+1 LOG CFMU DWH
CFMU Archiving process
1 gigabyte of data per day LAST 15 MONTHS
dB - 1 terabyte
Figure 12-1 Scope of DWH Data

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In terms of data, DWH is composed of 2 main parts:

• A Consolidated Archive Database with detailed data, as provided by the CFMU
operational systems, namely: ENV data (static and dynamic data), Flight and
Regulation data from ETFMS with the history of exchanged messages (ETFMS
logging), Flight Plan data with the history of detected errors and applied corrections
from IFPS and RPL, logging of the network system (ANg1) and the Query System
interface (CSC).
The last 15 months of operations are kept in the DWH system.

• A set of derived statistics and performance indicators:
“Summary” contains of a subset of the most important information about flights and
applied regulations over the last 5 years.
“Synthesis” contains a set of derived statistics and performance indicators, computed
since 1997 from detailed archived data. It contains multiple interdependent indicators
to analyse and compare trends over several years, in Air Traffic in ECAC, ATFM
Delay, Adherence to rules, Quality of services (safety, anticipation, critical events
analysis, accuracy of flight information…).
The whole CFMU Datawarehouse represents a huge database (1 terabyte of data),
with facilities to investigate information from very global counts to the most detailed
level of post operations data.
12.2.2. The Functional Scope of DWH
From a functional perspective, the analysis of post operations data stored in the DWH
system aims at multiple objectives:
• The assessment of the performance of the Air Traffic Flow and Capacity Management
(ATFCM) operations by making quality control on results of ATCFM measures taken
in the past. This objective is met by providing statistics and reports with such
performance and quality indicators.
• The full feed-back on tactical activities when all operations have been completed.
• The preparation of the pre-tactical activities, with a detailed feed-back on the results of
the last applied ATFCM measures.
• The support to strategic planning and activities, with the compilation of different
performance trends, allowing seasonal comparisons over several years with targeted
objectives.
• The investigations of reported cases with anomalies or complaints, including specific
inquiries related to critical events.
• The quality monitoring of CFMU services and, in particular, the impact evaluation of
applied changes in procedures, systems, and new ATFM messages.

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Two main functions are provided in support of the functional objectives described above:
• The collection and archiving of relevant data from the CFMU operational systems:
 except for ENV static data which are loaded with each AIRAC cycle, all data
collected from systems are loaded the day after the operations.
 derived quality and performance indicators are computed 2 days after the
operations, in order to include the impact of measures which may be applied up
to 2 days duration.
• The reporting facilities on DWH information and Archived Data.
Reporting on Available Information in DWH

CHMI
Extranet
Archived Data
with
CFMU nges
sE xcha
Mail
DWH ic deman
ds
Specif ADHOC reports
CFMU Interactive Reporting
Interactive
CIR WEB
reports,
WEB Browser
Static Reports
BIS Inte ACTFM STATISTICS available on
rne
t/In papers or ,
tra
ne Daily Weekly Monthly Yearly
t
On CFMU Internet/ Intranet site (Statistics)
Figure 12-2 Reporting on Available Information in DWH
As illustrated in Figure 12-2, several different reporting services are available to access
DWH information, namely:
• Archive function via the CHMI interface.
• Production of ad-hoc reports in reply to specific requests sent to the CFMU.
• ATFCM Statistical reports (Static Reports), available in PDF format on the CFMU
Website.
• CFMU Interactive Reporting (CIR), a CFMU Web-based application, enabling access
to a set of pre-defined reports with interactive features and secured authentication.

BASIC CFMU HANDBOOK
EUROCONTROL
The CIR interface is available since October 2004 for AOs, ANSPs, Legal Authorities,
AIS/ARO, Airports.
Through CIR, reports can be generated instantly at any time by the Users, with the
possibility to compare latest results (1 or 2 days after the operations) with trends over
several years.
Interactive Reporting also means interactive information selection using multiple selection
criteria (time period, geographical area, operators), zoom and navigation possibilities from
global counts to individuals flights, graph display and trends comparison facilities (in time,
locations, operators), export facilities of reported data into spreadsheets to allow further
analysis by the Customers.

BASIC CFMU HANDBOOK
EUROCONTROL
13. DICTIONARY OF ABBREVIATIONS
ACRONYM DEFINITION
ACC Area Control Centre
ADEP Aerodrome of Departure
AFTN Aeronautical Fixed Telecommunication Network
AIM Air Traffic Flow Management Information Message
AIP Aeronautical Information Publication
AIRAC Aeronautical Information, Regulation and Control
AIS Aeronautical Information Services
ANg1 Access Node 1 New Generation System
ANM ATFCM Notification Message
ANP Air Navigation Plan
ANSP Air Navigation Service Provider
ANU Air Navigation Unit
AO Aircraft Operator
AOA Aircraft Operating Agency
AOCC Aircraft Operator Control Centre
AOCU Aircraft Operator Control Unit
AOU Aircraft Operator Unit
ARO Air Traffic Services Reporting Office
ARP Aerodrome Reference Point
ARPL ADEXP Format Repetitive Flight Plan Message
ARR Arrival Message
ATC Air Traffic Control
ATFCM Air Traffic Flow and Capacity Management
ATFM Air Traffic Flow Management
ATO Actual Time Over
ATS Air Traffic Services
ATSU Air Traffic Service Unit

BASIC CFMU HANDBOOK
EUROCONTROL
ACRONYM DEFINITION
AUA ATC Unit Airspace
AUAG ATC Units Airspaces Grouping
CAP Capacity
CASA Computer Assisted Slot Allocation
CDR Conditional Route
CIA CFMU Internet Access
CFMU Central Flow Management Unit
CFPU Central Flight Processing Unit (in a State)
CHMI CFMU Human Machine Interface
CIDIN Common ICAO Data Interchange Network
CIR CFMU Interactive Reporting
COTS Commercial Off-The-Shelf (software)
CPR Correlated Position Report
CR Change Request
CS Collapsed Sectors
CSC Customer Support Center Section (of ENGD)
CSO CFMU Systems Operations Section (of ENGD)
CTMO Centralised Traffic Management Organization concept
CTOT Calculated Take-Off Time
DBP Database Point
DCT Direct
DEP Departure Message
DME Distance Measurement Equipment
DWH Datawarehouse system (formerly ARC)
EAB EAD and Aeronautical Information Bureau
EAD European AIS Database
EANPG European Air Navigation Planning Group
EATM European Air Traffic Management
ECAC European Civil Aviation Conference

BASIC CFMU HANDBOOK
EUROCONTROL
ACRONYM DEFINITION
ENGD CFMU - Engineering Division (regrouping the former DEVD and ENGD)
ENV CFMU – Environment System
EOBT Estimated Off-Block Time
ETFMS Enhanced Tactical Flow Management System
ETO Estimated Time Over
EUR The ICAO European Region
EUROCONTROL European Organisation for the Safety of Air Navigation
FDR Flight Data Record
FIC Flight Information Centre
FIR Flight Information Region
FMP Flow Management Position
FPD Flight Plan Data
FPL Flight Plan Message (ICAO format)
FPM Flight Plan Messages
FPPS Flight Plan Processing System
FSA First System Activation Message
FUM Flight Update Message
GAT General Air Traffic
IATA International Air Transport Association
ICAO International Civil Aviation Organization
IDB Integrated Database
IFPAU IFPS Applicable Unit
IFPD Individual FPD
IFPRU IFPS Responsible Unit
IFPS Integrated Initial Flight Plan Processing System
IFPUV IFPS Validation System
IFPZ IFPS Zone
IFR Instrument Flight Rules
IUCM IFPS Unit Configuration Manager

BASIC CFMU HANDBOOK
EUROCONTROL
ACRONYM DEFINITION
LA Limited Airspace
LAN Local Area Network
NAS National Airspace Structure
NVA Navigation Aid
NLST New List
NOTAM Notice to Airmen
OAC Oceanic Area Control Centre
OCG Operations Coordination Group
ODSG Operations and Development Sub-Group
ORM Operational Reply Message
OPSD CFMU - Operations Division (the former FDOD & FMD)
OTS Organized Track System
PSDN Public Switched Data Network
PSTN Public Switched Telephone Network
PWP Published Way Point
QA Quality Assurance
RAD Route Availability Document
RCC Rescue Coordination Centre
RFPD Repetitive Flight Plan Data
RL Reference Location
RLST Revised List
RO RPL Office
RPL Repetitive Flight Plan
RS Routeing Scheme
RSO Route per State Overflown
SES Single European Sky
SID Standard Instrument Departure
SITA Société Internationale de Télécommunications Aéronautiques
SQS Safety, Quality and Security

BASIC CFMU HANDBOOK
EUROCONTROL
ACRONYM DEFINITION
RAD Route Availability Document
STAR Standard Arrival Route
TAS True Airspeed
TDR Traffic Data Records
TFV Traffic Volume
TIS Time to Insert into the Sequence
TOT Take-Off Time
TRS Time to Remove from the Sequence
UAC Upper Area Control Centre
UIR Upper Flight Information Region
URB CFMU - User Relations and Development Bureau
UTC Coordinated Universal Time
VOR Very High Frequency Omnidirectional Range
WAN Wide-Area Network

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BASIC CFMU HANDBOOK

GENERAL & CFMU SYSTEMS

Edition N°: 12.0

Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS i

Edition No. : 12.0

Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS ii

OPERATIONAL PROBLEMS HELP-DESKS

FLIGHT PLAN FILING PROBLEMS

Action Contact the relevant IFPS Unit Supervisor

FP1 - BRUSSELS FP2 - BRÉTIGNY

OPS TELEPHONE ++32 (0) 2 745.19.50 ++33 1 69.88.17.50

OPS FAX ++32 (0) 2 729.90.41 ++33 1 69.88.38.22

OPERATIONAL ATFCM PROBLEMS

TELEPHONE ++32 (0) 2 745.19.01

FAX ++32 (0) 2 729.90.27

OPS AFTN EBBDCEUW

OPS SITA BRUEC7X

TECHNICAL PROBLEMS (Transmission, Terminals)

TELEPHONE ++32 (0) 2 745.19.97

FAX ++32 (0) 2 729.90.23

Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS iii

Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS iv

THE CFMU HANDBOOK EDITION 12.0

 General & CFMU Systems.

Amendments are implemented at Section level as heretofore.

Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS v

Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS vi

PREFACE 02-May-2006 PREFACE 22-Jan-2008

1. THE CFMU HANDBOOK 02-May-2006

2. SUMMARY DESCRIPTION OF THE 2. SUMMARY DESCRIPTION OF THE

3. THE CENTRAL FLOW MANAGEMENT UNIT 02-May-2006

4. ORGANISATION OF THE CFMU 02-May-2006 4. ORGANISATION OF THE CFMU 22-Jan-2008

5. AREA OF RESPONSIBILITY 02-May-2006 5. AREA OF RESPONSIBILITY 22-Jan-2008

7. CFMU SYSTEMS ELEMENTS AND 7. CFMU SYSTEMS ELEMENTS AND

9. THE REPETITIVE FLIGHT PLAN

12. THE ARCHIVE SYSTEM

13. DICTIONARY OF ABBREVIATIONS 02-May-2006 13. DICTIONARY OF ABBREVIATIONS 22-Jan-2008

Amendment No. 8 to the GENERAL & CFMU SYSTEMS

Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS vii

Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS viii

2. SUMMARY DESCRIPTION OF THE CFMU HANDBOOK .........................2-1

3. THE CENTRAL FLOW MANAGEMENT UNIT............................................3-1

4. ORGANISATION OF THE CFMU ...............................................................4-1

Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS ix

6. REFERENCE DOCUMENTS AND MESSAGES.........................................6-1

7. CFMU SYSTEM ELEMENTS AND INTERFACES......................................7-1

8. THE ENVIRONMENT SYSTEM (ENV)........................................................8-1

Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS x

8.11. Capacities (CAPs) ............................................................................................................... 8-4

9. THE REPETITIVE FLIGHT PLAN SYSTEM (RPL).....................................9-1

10. THE INTEGRATED INITIAL FLIGHT PLAN

11. THE TACTICAL SYSTEM (ETFMS) .........................................................11-1

11.2.2.3. Slot Amendment Procedure ............................................................................................ 11-4

12. THE ARCHIVE SYSTEM (DWH, FORMERLY CALLED ARC).................12-1

13. DICTIONARY OF ABBREVIATIONS........................................................13-1

Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS xii

Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS xiii

Amendment date: 22-Jan-2008 EDITION 12.0 GENERAL & SYSTEMS xiv

1. THE CFMU HANDBOOK

1.1. Audience Description

1.2. Applicability Statement

This CFMU HANDBOOK applies to CFMU operations.

Amendment date: 25-Jul-2006 EDITION 12.0 SECTION 1 - page 1-1