AIRAC AIP SUPPLEMENT

INDIA
TEL: 91-11-24632950 126/2020
AERONAUTICAL INFORMATION SERVICE
Extn: 2219/2233
AIRPORTS AUTHORITY OF INDIA
AFS: VIDDYXAX
RAJIV GANDHI BHAVAN
FAX: 91-11-24615508
SAFDARJUNG AIRPORT 16 SEP 2020
Email: gmais@aai.aero
NEW DELHI – 110003

File No. AAI/ATM/AIS/09-09/2020

Following supplement is issued for information, guidance and necessary action.

sd/-
अरव द
िं स हिं
ARVIND SINGH
अध्यक्ष/CHAIRMAN
भारतीय व मानपत्तन प्राधिकरण
AIRPORTS AUTHORITY OF INDIA
[EFFECTIVE DATE: 25 MAR 2021]

ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT AND

AIRSPACE MANAGEMENT

1. Introduction

1.1 Air Traffic Flow Management (ATFM) is a service established in order to contribute
to a safe, orderly and expeditious air traffic movement, ensuring that air traffic
volume is compatible with capacities declared by the ATS authority.

1.2 ATFM is primarily meant to address the balancing of demand against the capacity to
achieve optimum utilization of the major resources viz., Airport, Airspace and aircraft
at every Indian airport where there is a capacity constraint.

1.3 The function of balancing demand and capacity consists of evaluating the air traffic
flows and taking timely and appropriate measures for reducing the effects of
limitations of the ATM system to a minimum. A process of collaboration is adopted
for efficient management of system-wide air traffic flows through timely information
sharing on air traffic, the weather conditions and other resources available among all
stakeholders.

1.4 By creating optimum balance between demand and capacity, the ATFM system
enables airspace users to participate in the ATM system in an optimal manner,
mitigating at the same time constraints related to the airspace and aerodrome

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 capacity. The collaborative decision-making process ensures greater equitable access
and a more efficient use of the airport and airspace resources.

1.5 Airports Authority of India (AAI) has established a Central Air Traffic Flow
Management (C-ATFM) system in India. The C-ATFM network consist of a Central
Command Centre (CCC) at Delhi supported by Flow Management Positions (FMPs)
at major Area Control Centres (ACCs) and ATC towers across the country. The CCC
provides ATFM service in conjunction with the FMPs.

2. Applicability of C-ATFM

2.1 The C-ATFM system provides ATFM services covering all the four Indian FIRs
including the oceanic airspace areas of Bay of Bengal, Indian Ocean and Arabian
Sea, designated to India for the provision of ATS Services. This is called Indian Air
Traffic Flow and Capacity Management (ATFCM) area.

The CCC Traffic Flow Manager, using the C-ATFM system, may apply

 Strategic/Pre-Tactical ATFM Measures to flights which depart and land within

the Indian ATFCM area.
 Tactical ATFM measures to all flights operating within Indian ATFCM area.
3. ATFM Process

3.1 ATFM – CDM (Collaborative Decision Making) Concept

3.1.1 The functioning of C-ATFM involves ATFM community participation, which

includes air space users, airport operators, military, regulator (DGCA) and Airports
Authority of India.

3.1.2 Members of ATFM community participate and collaborate in the planning,

development, use, regulation, operation and maintenance of the ATFM system,
within the framework of the concept of Collaborative Decision Making (CDM),
elucidated by ICAO in the Global Air Traffic Management Operational Concept
(Doc. 9854 AN/ 458), Global Air Navigation Plan (Doc. 9750 AN/963) and Manual
on Collaborative Air Traffic Flow Management (Doc 9971 AN/485).

3.1.3 The application of CDM will facilitate to reach an acceptable solution in which
requirements of all participants and effective operation of ATM system will be
considered.

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3.2 ATFM Implementation in India

3.2.1 Airports Authority of India, in accordance with ICAO guidelines on PANS-ATM has
established Central Air Traffic Flow Management system (C-ATFM) in India.
Implementation of C-ATFM project is being undertaken in three phases. The system
capabilities will be upgraded phase wise and at each milestone, some additional
functionality will be added.

3.2.2 Phase I has been implemented with the operationalization of 36 FMPs across India
to provide support to Central Command Center (CCC). The FMPs will be
operational as per the operational watch hours of the respective airport. The C-
ATFM system provides AAI and Aircraft operators with significant capabilities to
perform strategic, pre-tactical and tactical ATFM and CDM associated with
departures from/arrivals into all Indian Airports.

3.2.3 The Phase II capabilities include extending flow management capabilities to airspace
elements. Airspace elements associated with ATFM measures can include sectors,
terminal control area (TMAs), ad hoc volume of airspace, SUA, fixes, Nav-aids and
Airways segment.

3.2.4 In Phase III, cross-border ATFM services between adjacent States is envisaged.

3.2.5 The C-ATFM system is designed for easy access through web based application.
Authorized users are able to access the C-ATFM system through secured log in
process and participate in the CDM process.

3.3 C-ATFM Operating Process

3.3.1 Strategic Slot Allocation

3.3.1.1 The Jt. Director General, DGCA approves the summer and winter flight schedules
for domestic/International scheduled airlines on bi-annual basis under the provision
of Rule 140A of the Aircraft Rule 1937. The Summer Flight Schedule is valid for a
period from last Sunday of the month of March to last Saturday of the month of
October of every year whereas the Winter Flight Schedule is valid from last Sunday
of the month of October to last Saturday of the month of March every year.

3.3.1.2 A slot coordination meeting is convened by AAI, inviting all the stakeholder’s
participation under the Chairmanship of DGCA. During the slot coordination
meeting, filed slots for each airport by airlines are discussed in respect of runway
closure and other safety concerns and in accordance with guidelines for slot allocation

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 issued by Ministry of Civil Aviation & worldwide slot allocation guideline issued by
IATA.

3.3.1.3 Based on the deliberations during the meeting such as agreement on slot finalisation
between airline and airport operators, redressal of call sign conflicts & block hour
related issues, approval to the airline-wise flight schedule is accorded. The approved
flight schedule forms the basis for strategic air traffic flow management planning.

3.3.2 Demand-Capacity Balancing in ATFM

3.3.2.1 With access to approved flight schedules, Flight Plans and operational flight data
from AAI’s ATC automation system, strategic and pre-tactical demand predictions
are provided by the C-ATFM (“SKYFLOW”) system to determine periods of excess
demand compared to the Declared/ Practiced airport Capacity.

3.3.2.2 C-ATFM operates on the principle of primarily making efforts towards efficient
capacity management by application of ATFM measures.

3.3.2.3 C-ATFM will, when necessary, apply ATFM measures (ATFM Solutions) such as
Ground Delay Programs (GDP) and/or Ground Stop Programs (GSt), by issuance of
“Calculated Take Off Time” (CTOT) to balance demand/capacity at an airport.
ATFM Measures are collaborated with airspace users and airport operators as an
integral part of the CDM process. Ground Delay Program & Ground Stop Program
assign only ground delay to the affected flights.

3.3.2.4 C-ATFM system has the capability of application of other Tactical ATFM measures
such as Fix balancing program, Sector Balancing program, In-trail program,
Sequencing Program, Re-routing program, Flight level adjustment program to an
airspace element. All these ATFM measures assign air delay to the affected flights.

However, some of the above referred measures are both pre-tactical and/or tactical
ATFM measures, assigning ground delay to the flights, which are yet to depart & air
delay to the airborne flights. Air delay is assigned by SKYFLOW by issuance of CTO
(Calculated time over) a Fix/Nav-aid or CLDT (Calculated Landing Time) for a
flight.

3.3.2.5 Once an ATFM Measure is implemented, CCC will monitor updated demand
predictions. Updated predictions are driven by tactical flight data updates from the
automation systems as well as flight specific updates provided by aircraft operators.

3.3.2.6 Airspace Users (AU)/Aircraft Operators (AO) are provided capabilities to monitor
the SKYFLOW system and may request CCC for schedule management adjustments

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 (e.g., slot substitutions) to optimize their operations consistent with the available
capacity.

3.3.2.7 A web portal access to the SKYFLOW system is provided via www.atfmaai.aero
which is compatible with all the browsers. The SKYFLOW system provides the
stakeholders a common situational awareness of the current ATFM status and
information about ATFM measures in India. (A hyperlink to the ATFM system is
provided on www.aai.aero). AU/AOs will be able to view flight details and their own
slots during an ATFM Measure. ATS Units and aerodrome operators will also be able
to view all flights arriving and departing from their aerodrome.

3.3.2.8 C-ATFM system provides post operational reports to help AAI and their stakeholders
to evaluate system performance and lessons learnt.

3.4 ATFM Regulation Process

3.4.1 At times when air traffic demand exceeds available capacity or to apportion traffic
into a manageable flow over an Airspace element, a regulation (ATFM measure) will
be applied by C-ATFM system. Accordingly, based on the applied ATFM measures,
SKYFLOW issues Calculated Take Off time (CTOT), Calculated Time Over (CTO)
and Calculated Landing Time (CLDT). This is facilitated by the SKYFLOW
automated system algorithm.

3.4.2 The information about the CTOT, CTO & CLDT can be accessed through
SKYFLOW log-in or through ATFM web portal. The information may also be sent
to the aerodrome operator, FMPs/ATC and the Aircraft Operator as an e-mail
message.

3.4.3 Recipients of the CTOT messages as above are required to comply with the issued
departure slot time. The AUs shall arrange their flights so as to take-off within the
slot tolerance window (-5 to +10 minutes of the CTOT). ATC shall ensure that the
departures comply with the CTOT regulations so that excessive holdings and
diversions are avoided.

3.4.4 When applicable, ATC shall ensure that the CTOs are available with the crew for
flight proceeding to a constrained airspace element & cross this element within a
declared slot tolerance window (typically varies from -3/+3 minutes to -/+1 minute
of the CTO). In case of an airspace element being a volume of airspace, CTO is to be
maintained over the entry point.

3.4.5 When AUs are unable to meet the departure slot window, they shall inform respective
ATC unit with a revised EOBT. ATC or/and the local FMP will in turn inform CCC
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 about the revised EOBT and when possible will receive a revised CTOT to be passed
on to the aircraft.

3.4.6 Full details of the ATFM regulation process and procedures related to Flight Planning
and C-ATFM are published in the ATFM User’s Manual section of the C-ATFM
Operations handbook.

4. Flight Planning in the context of ATFM

4.1 All Airline Operators should adhere to Flight Planning requirements as stated below:

a) Flight plans shall be submitted at least 3 hours before the EOBT;

b) The window for filing FPL is between 3 Hours and 120 Hours (Five days)
before the EOBT. Earlier filing of FPL will give a realistic demand data to
the CCC and hence the requirement of ATFM measures can be identified
early for better planning. Late filing of a flight plan will lead to inaccuracies
in predicting the demand and may lead to undesirable delay;
c) All ATS messages such as FPL, CNL, DLA, CHG shall be addressed to
VIDPCTFM also. All flights departing, arriving or overflying India subject to
a change in an EOBT of more than 15 minutes shall notify the change to the
C-ATFM system through AFTN messages
d) It is in the best interest of Aircraft Operators to initiate prompt revisions or
cancellations, thus permitting the ATFM system to maximize use of available
capacity and minimize delay. The later the revision is made the greater is the
probability of unwanted delay.
e) Originators of all NOTAM, AIS and MET messages pertaining to Indian
airports/FIRs shall include VIDPCTFM additionally in the addressee list of
such messages.
f) Full details of flight planning requirements are included in the ATFM User’s
Manual section of C-ATFM Operations Handbook.
4.2 Flights Exempted from ATFM Measure

4.2.1 The following flights are exempted from the ATFM Measures:

a) Flights experiencing an emergency, including aircraft subjected to unlawful

interference;
b) Flights in search and rescue or fire-fighting missions;
c) Urgent medical evacuation flights specifically declared by medical authorities
where flight delays would put the life of the patients at risk;
d) Flights with “Head of State” status;

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 e) Military Aircraft; and
f) Other flights specifically identified by appropriate authorities.

Note: After medical flights have completed their mission, they shall be subject to
ATFM measures. Scheduled passenger transfer flights are, by their nature, non-
urgent and should not be given priority under normal operational situation.

4.2.2 Flights exempted from ATFM measures shall indicate the exemption in their flight
plan (Field 18 – STS/HEAD, STS/MEDEVAC etc.).

4.3 Modification of EOBT

4.3.1 In order to comply with a CTOT, Aircraft Operators should plan its off-block time
consistent with the CTOT, taking into account the taxi time;

4.3.2 Any change to the EOBT of previously filed FPL or fortnightly flight data submitted
(to CCC) shall be communicated to ATFM by appropriate message;

4.3.3 If the original EOBT can no longer be met, then the AO shall communicate the new
EOBT by use of a DLA or CHG message. When an AO submits an amendment
message to ATC and ATFM, they must always give an EOBT which indicates the
time the AO wants to be off-blocks;

4.3.4 The procedure to be followed to modify the EOBT is as follows:

a) To amend the EOBT to a later time, a DLA or CHG message shall be sent to
ATC and CATFM;
b) To amend the EOBT to an earlier time, a CNL message must be sent to ATC
and CATFM which cancels the earlier FPL. It shall be followed five minutes
later by a new flight plan with new EOBT.
4.3.5 Whenever the EOBT of a flight is changed sufficiently in advance, the SKYFLOW
system may allocate a revised CTOT. In any case, the CTOT of the flight will always
be later than the new EOBT plus the taxi-time.

4.3.6 However, if the EOBT is revised closer to the actual time of operations, ATFM
system will not be in a position to issue a revised CTOT. In this case the flight is
treated on its merits and may be subjected to tactical ATC delay in coordination with
FMP/CCC.

5. Responsibilities of Aircraft Operator

5.1 Aircraft operators participate in the ATFM process by providing and updating flight
intentions as well as participating in CDM process. Aircraft operators are essential
stakeholders in the CDM process and shall
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5.1.1 Ensure that the latest schedule information and flight planning information are
supplied to CCC;

5.1.2 Provide flight details in respect of domestic scheduled operation every fortnight in a
timely manner i.e. for the first fortnight (1st to 15th) by 25th of the previous month
and for second fortnight (16th to last day of the month) by 10th of the same month;

5.1.3 When applicable, ensure timely submission of Flight plan & other associated AFTN
messages to C-ATFM;

5.1.4 Ensure that the details given in the FPL are consistent with that of the approved Flight
Schedules & flight data submitted to CCC every fortnight;

5.1.5 Monitor ATFM Daily Plan (ADP);

5.1.6 Participate in CDM for effective implementation of ATFM;

5.1.7 Ensure ATFM information such as ATFM measures (CTOT, CTO) is distributed to
each affected flight;

5.1.8 Comply with ATFM measures (CTOT/CTO/CLDT);

5.1.9 Comply with the provisions of filing of flight plans and for amending of EOBT; and

5.1.10 Participate in post-operations analysis.

6. Responsibilities of FMP

6.1 Flow Management positon (FMP) is a position that monitors traffic flows and
implements or requests ATFM measures to be implemented. Each FMP shall:

6.1.1 Liaise with the ATS units within their area of responsibility to understand the current
and anticipated capacity conditions;

6.1.2 Collect and ensure the distribution of all relevant information such as significant
meteorological conditions, capacity constraints (planned or unplanned),
infrastructure outages, runway closure, automated system outages etc. to CCC and
other appropriate stakeholders;

6.1.3 Coordinate with CCC for any contingency events affecting Aerodrome capacity or
an event leading to airspace congestion, which may entail application of ATFM
measures;

6.1.4 Identify the airspace element which needs to be regulated, the duration of the
applicable ATFM measures & the other associated parameters;

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6.1.5 Assist CCC in preparation of ATFM Daily Plan (ADP) by sharing essential
information regarding In-operability, active NOTAMS, VVIP movement for the next
day;

6.1.6 Inform all concerned about the initiation of ATFM measures;

6.1.7 Disseminate CTOTs/CTOs/CLDTs to the concerned ATS unit in a timely manner;

6.1.8 Execute, manage, continuously monitor ATFM measures in real time, in coordination
with the relevant ATS units and access C-ATFM system (SKYFLOW) for the same.;

6.1.9 Ensure compliance with ATFM measures;

6.1.10 Participate in CDM process for effective implementation of ATFM & post-operations
analysis of the applied ATFM measures;

6.1.11 In case of withdrawal of ATFM measures, inform all concerned;

6.1.12 Document, in real time, a complete description of all ATFM measures (for example,
ground delay programmes, miles-in-trail) in a designated log.

7. Responsibilities of Air Traffic Service Units

7.1 ATS units providing ATC services play a central role in ATFM. Though each unit
controls flights at different moments, the roles and responsibilities of ATS units are
similar within their specific area of responsibility (Aerodrome, Approach, Area).
Concerned ATS unit shall:

7.1.1 Participate in relevant ATFM/CDM conference;

7.1.2 Provide input regarding capacity and configuration for their area of responsibility;

7.1.3 Provide strategic/pre-tactical/tactical input into capacity/demand scenarios;

7.1.4 Deliver aircraft as per applied ATFM measures, ensuring compliance with ATFM
measures i.e. facilitate CTOT/CTO/CLDT compliance;

7.1.5 Coordinate with the respective FMPs for revisions to EOBT when flights are unable
to adhere to their slot;

7.1.6 Keep FMP informed about any changes or occurrences that can affect the capacity of
the aerodrome/airspace or flights are unable to comply with CTOs due contingency;

7.1.7 As far as practicable, preference should be accorded to aircraft subject to ATFM

measures to ensure compliance of CTOT/CTO/CLDT;

7.1.8 Participate in Post-operations analysis.

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8. Responsibilities of Airport Operator

8.1 Airport operator shall:

8.1.1 Provide input to the strategic capacity declaration of airports;

8.1.2 Provide, at the earliest opportunity, but at least 14 days in advance, details of any
event that may lead to an hourly increase in demand, e.g. sports event, trade fair,
Government/Public meeting, air show etc.;

8.1.3 Send such Event-related information to: Email: ccc_catfm@aai.aero / Fax: + 91-11-
26135290;

8.1.4 Coordinate with local ATC and FMP for allocation/revision of airport slots;

8.1.5 Notify CCC and concerned FMP of events/maintenance works etc., that may impact
airport and/or airspace capacity;

8.1.6 Participate in the C-ATFM activities and CDM and;

a) Provide updated flight schedules to CCC for accurate demand predictions;

b) Participate in CTOT and/or CTO communication flow;
8.1.7 Ensure gate planning takes into consideration CTOT;

8.1.8 Participate in Post-operations analysis.

9. Role of Military as a CDM Participant

9.1 C-ATFM operating concept envisages active civil-military coordination &

cooperation on sharing of data and other resources, thus enabling an optimal use of
ATM resources. Further it may be noted that, in case of exigencies, the Defence
liaison at CCC will be the focal point of contact for all required coordination between
CATFM and Defence.

9.2 Military ATC unit shall liaise with the respective airports/ concerned Defence
authorities for information on Special User Airspace

10. ATFM Operational Letters of Agreement

10.1 The roles and responsibilities of all stakeholders for the collaborative decision
making of ATFM are being jointly developed and agreed upon. The applicable
common rules will be published in a document called “Common Business Rules”
(CBR).

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11. ATFM Documentation

11.1 Specific C-ATFM procedures and information is available in the C-ATFM

Operations Handbook published by the ATFM Directorate of AAI and can be
downloaded from: https://www.atfmaai.aero/portal or https://aim-india.aai.aero/ais-
document.

11.2 The C-ATFM Operations Handbook containing comprehensive information and

procedures on ATFM includes:

11.2.1 General and C-ATFM Systems: this section contains details of the C-ATFM and CCC
organization, area of responsibility of various stakeholders and a description of
CATFM systems.

11.2.2 The ATFM User’s Manual: this is a self-contained user’s manual for aircraft
operators and ATC units describing CATFM operating procedures in the context of
the SKYFLOW system.

11.2.3 Flight Planning User’s Manual: this is a self-contained user’s manual describing
operating procedures for flight plan filing in the context of ATFM.

12. General ATFM Enquiries

12.1 General ATFM enquiries should be addressed to:

Executive Director (Air Traffic Flow Management)

Airports Authority of India, Rajiv Gandhi Bhavan

Safdarjung Airport, New Delhi -110003

Phone: +91-11-24610776

Fax: +91-11-24657898

Email: edatfm@aai.aero

AMENDMENT/CANCELLATION:

i. Replace contents of paragraph 1 to paragraph 12 in ENR 1.9 of AIP India with the
contents of this AIP Supplement.

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