Asia/Pacific Regional ATFM Concept of Operations
4.42 The main responsibility of the FMP is to monitor the demand by viewing flight data
from the ATFM System and comparing that to the arrival capacity of the airport(s) in their
jurisdiction. The FMP collaborates with relevant stakeholders to update the capacity (i.e., AAR) when
there is a constraint such as predicted weather or resource maintenance/outage. Whenever the
predicted demand exceeds the capacity, the FMP must determine the best solution for the problem,
which will likely involve implementing a TMI. The FMP will have the ability to model various
initiatives to smooth the imbalance and, in coordination with local stakeholders, select the solution
that causes the least operational impact. Additionally, if multiple ANSPs in the region have an ATFM
system, the FMP may coordinate with FMPs of other ANSPs to establish the best regional solution
taking all the regional requirements into consideration. While ANSPs may have different ATFM
systems, they will transmit and receive data in a common way, thereby enabling all regional FMPs to
share the same operational information.
4.43 Once the ATFM program is run, the FMP will monitor the performance of the
program. The FMP has the ability to revise a program if any of the parameters need to be changed.
The FMP also has the ability to perform a compression (optimizing slot allocation) on a program to
reassign flights to slots and to fill in any empty slots. Both of these actions involve having new slot
times assigned and sent to the Aircraft Operators; therefore, these FMP actions are limited to
operational need based on updated flight data or capacity information.
4.44 The FMP will also be responsible for chairing scheduled and ad hoc teleconferences.
Scheduled teleconferences will likely be held daily in the morning and afternoon. The daily airspace
plan will be discussed and could include: demand anticipated during the day, weather forecasts and
constraints, resource availability/non-availability, special use of airspace, Aircraft Operator
operations, proposed TMI modeling and implementation, and post-event analysis. Ad hoc
teleconferences can also be held should circumstances dictate a need.
Aircraft Operators
4.45 Aircraft Operators will see changes in the way they manage their flights due to the
redistribution of inevitable delay. When a demand and capacity imbalance is predicted, an ATFM
program will shift the delay from the more costly airborne holding delay to the more efficient ground
delay or airborne adjustment. Both the Flight Operations Center (FOC) and pilot need to be aware of
the assigned TMI and work to comply with it in order for the concept to be effective and equitable.
4.46 An additional role of the Aircraft Operator is to provide the demand inputs into the
ATFM System in the pre-tactical and tactical time frame. These data could include flight schedule
uploads and flight plans. As the time to operate the flight approaches, the Aircraft Operator can
update flights’ EOBT (e.g., flights delayed due to mechanical issue) through the ATFM System,
making the changes visible to all stakeholders.
Note: Delay information input to the ATFM system does not replace the aircraft
operator or pilot-in-command obligation to file delay, amendment, or cancellation
and new FPL information, as specified in ICAO Doc 4444 PANS-ATM and State AIP.
4.47 When an ATFM program is implemented, Aircraft Operators have the flexibility to
prioritize flights within the pool of slots they have been assigned and to specify the intended delay
distribution for their flights. The FOC will communicate this delay intent to pilots and the flights will
be measured for compliance with the slot times, as described in paragraphs 4.71 to 4.75.