AIP for South Africa (section ENR-1.9) valid from 15 APR 2022

ENR 1.9 Air traffic flow management (ATFM)

1 AIRPORT SLOT ALLOCATION AND AIR TRAFFIC FLOW MANAGEMENT PROCEDURES

PART 1. AIRPORT SLOT ALLOCATION PROCEDURES.

AIRPORT SLOT COORDINATION SOUTH AFRICA:
Air Traffic and Navigation Services (ATNS) is the appointed and recognized International Air Transport Association (IATA) slot coordination for South African airports. The primary function of the team is airport slot coordination and monitoring operational slot compliance performed in accordance with:

-South African airports slot regulations
-IATA worldwide slot guidelines (WSG)
-IATA standard schedules information manual (SSIM)
-Airport specific local rules

Office hours are between 0600-1400 on weekdays (excluding public holidays). Contact numbers are +2711 928 6589, +2711 928 6473 and +2711 928 6434.

All slot requests are to be submitted to the following e-mail address: coord@atns.co.za.

After hours contact details:
Airports company South Africa (ACSA) provides a slot booking service from 1400-1900 daily, and 0600-1900 on weekends and public holidays.Tel: + 2710 207 2001
E-mail: slots@airports.co.za

Note: Please note that the after hours service is limited to ad-hoc requests and does not facilitate slot information request (SIRS), slot availability query (SAQS), requests for series of slots, slot compliance queries or initial submissions. All slots for the following day must be received by the slot coordination office or after hours service (ACSA) within their relevant duty hours in order for the slot requests to be processed. Slot requests for the same day of operation must be submitted to the relevant airport manager. Delays may result if slots are not requested timeously.

The procedures stated below will be operated in accordance with the South African Airport Slot Coordination Regulations, 2012 and International Air Transport Association (lATA) Worldwide Slot Guidelines.

1 An Airport Slot means the permission given by the coordinator in in accordance with these regulations to use the full range of airport airport infrastructure necessary to operate an aircraft at a coordinated airport on a a specific date and time for the purpose of landing or takeoff. A slot is specific to specific to a particular aircraft type and series, configuration, route and flight number.

An airport slot is applied for and will be allocated as an Estimated On/Off Block Time (EOBT).

In South Africa, the coordinated airports are FAOR, FACT and FALE. Any change or addition to this will be communicated via the relevant aeronautical publication.

2 All operators planning flights intended to depart and/or arrive at a coordinated airport are to comply with the following:

2.1 The procedures as stipulated in the South African Airport Slot Regulations,

2.2 Deadlines published in the IATA Worldwide Slot Guidelines,

2.3 Airport Slot standard data exchange formats as described in the IATA Standard Schedules Information Manual (SSIM, Chapter 6),

2.4 Airport specific local rules or requirements which may be published on the airport slot coordinators website or via the relevant aeronautical publication.

3 The slot coordinator will continuously monitor the compliance by operators with their allocated airport slots to identify any misuse; and enforce penalties as defined in the SA Airport Slot Regulations.

4 A Slot Coordination Committee South Africa will be established and function in a manner defined in the SA Airport Slot Regulations.

5 Coordination Parameters means the expression in operational terms of all the capacity available for slot allocation at a coordinated or schedules facilitated airport, taking into account all technical, operational, maintenance and environmental factors that affect the capacity of the airport, including the availability of surrounding airspace.

5.1 The coordination parameters for an airport will be reviewed in accordance with the SA Airport Slot Regulations, and the capacity declaration will be published as an Aeronautical Information Circular (AIC).

6 The airport slot coordination service is being provided by the following facility:

6.1 Slot Coordination South Africa

Contact Details

Central Airspace Management Unit
ATNS Operations Complex, Bonaero Park
Telephone: +27 11 928 6433
Facsimile: +27 11 928 6565
Email: coord@atns.co.za
Website: http://www.atns.com/operations/slotshttp://www.atns.com/atfm/php

6.2 Normal Hours of Duty will be Weekdays between 0600UTC and 1400UTC (excluding Public Holidays).

6.3 Details on the provision of slot coordination services outside office hours will be communicated by the slot coordination office on their website.

PART 2: AIR TRAFFIC FLOW MANAGEMENT (ATFM) PROCEDURES

1 INTRODUCTION

1.1 The responsibility for the management of air traffic flow and capacity management within South African sovereign and delegated airspace resides with the Central Airspace Management Unit (CAMU) which is established at the Johannesburg ATC Centre. The units responsibility includes, apart from managing the functions of the slot allocation program, the management of the flexible use of airspace (FUA), facilitating military exercises and operations, special and unusual events and any other activity which might require the use of airspace for a particular time period. The unit is also responsible for the re-routing of traffic, affected by adverse weather and temporary restricted or special use airspace in consultation with the aviation community in a collaborative decision making (CDM) process. In addition they will balance demand against capacity using the ATFM system after CDM with the appropriate aviation community members.

1.2 Air traffic flow and capacity management has become a vital part of air traffic management in exploiting the full capacity of the air transport system without running the risk of infringing upon safety caused by overload situations. In future the management of ATC capacity will become equally important as managing the traffic flows.

1.3 ATFM procedures in South Africa, in addition to the general description above are in conformance with the procedures set out in ICAO DOC 4444 - Air Traffic Management Operating procedures for the CAMU ATFM System (internal document) and the Enhanced ATFM Operators Manual (available for download at www.atns.co.za/atfm).

1.4 The enhanced air traffic flow management (ATFM) service is established within South African sovereign and delegated airspace. The service will be provided from the CAMU, which is supported by Flow Management Positions (FMP) established in appropriate control centres.

1.5 The objectives of the enhanced ATFM services are to:

i) Reduce ground and en-route delays;

ii) Maximise capacity and optimise the flow of air traffic;

iii) Provide an informed choice between departure delay, re-routing and/or flight level selection;

iv) Alleviate unplanned in-flight rerouting;

v) Assist ATS Units in planning for and managing future workload in the light of forecast increased traffic flows within South Africa;

vi) Assessing the impact of FUAs and Temporary segregated areas (TSAs) on the air traffic control system;

vii) Provide improved solutions around predicted severe weather;

viii) Balance the demand against capacity of ATC sectors, air routes and aerodromes;

ix) Determine the necessity for an airspace/ground delay program and other traffic management initiatives (TMls) and to enact them, and;

x) Enabling aircraft operators to operate as close to their preferred trajectories.

1.6 Responsibility for ATFM Measures

The CAMU, in co-operation with the Flow Management Positions, including regional ACCs, is responsible for the execution of ATFM measures within the Johannesburg, Cape Town and Johannesburg Oceanic FIRs.

1.7 ATFM Phases

ATFM has 3 phases:

i) Strategic Flow Management takes place two days or more prior to the day of operation and includes research, planning and coordination activities. This phase consists of analysing the evolution of the forecast demand, historical data and the identification of potential new problems and in evaluating possible solutions.

ii) Pre-Tactical Flow Management is applied during two days prior to the day of operation and consists of planning and coordination activities. This phase analyses and decides on the best way to manage the available capacity resources and on the need for the implementation of flow measures. One output is the Daily Airspace Plan (DAP) published via the ATNS website (http://www.atns.co.za/atfm/dap) and sent via email to subscribers.

iii) Tactical Flow Management is applied on the day of the operation. This phase updates the daily airspace plan according to the actual traffic and capacity. The management of the traffic is made through ATC slot allocation and/or ad-hoc rerouting.

1.8 Areas subjected to ATFM

1.8.1 The ATFM adjacent area is the area, adjacent to Johannesburg and Cape Town FIRs; this includes all the regional airspaces adjoining South Africa.

The CAMU may apply ATFM Measures to flights which:

a) Depart or arrive at: OR Tambo (FAOR), Cape Town (FACT), King Shaka (FALE), Bram Fischer (FABL), Lanseria (FALA), George (FAGG), Port Elizabeth (FAPE), East London (FAEL), and Kruger Mpumalanga Intl Airport (FAKN). Other aerodromes and airspaces within the Johannesburg and Cape Town FIRs could also be subjected to ATFM.

b) Enter the Johannesburg, Cape Town and Johannesburg Oceanic FIRs after departing from an adjacent Flight Information Region (FIR) within the ATFM adjacent area.

1.9 ATFM Measures

1.9.1 When adverse conditions affect an aerodrome or a part of the airspace, the capacity of that airspace could be affected, resulting in unoptimised traffic flows through the South African National Airspace, the following ATFM measures could be implemented:

i) Ground Delay Program (GOP) may be instituted so as to delay the flights on the ground and avoid excessive airborne holding or re-routings. An Airspace Flow Program (AFP) may also be instituted for an airspace constraint. When an Airspace Flow Program (AFP) is declared, the area subjected to the program will be called a flow constraint area (FCA).

ii) When adverse conditions or major facility outages cause demand to exceed capacity to such a degree that gridlock occurs, then a Ground Stop (GS) may be declared at an aerodrome.

iii) Level capping, and;

iv) Rerouting of aircraft.

1.9.2 If an Aircraft Operator (AO) would benefit from a reroute or level capping in-lieu of a departure delay then a reroute proposal (RRP) would be offered. Aircraft Operators would be required to respond by the time indicated in the message, to take advantage of the RRP.

1.9.3 The emphasis for ATFM measures is not to use traffic management initiatives (TMls) exclusively (delaying aircraft on the ground) but more towards capacity management. Only when no other option is available will traffic management initiatives be applied and tactical ATC slots issued in the form of calculated take off times (CTOTs).

1.10 Functions of the Air Traffic Flow Management Position

1.10.1 The Air Traffic Flow Management (ATFM) position within the CAMU, is manned by Air Traffic Flow Specialists (ATFS) who have Air Traffic Control experience and was established to further enhance COM and its practical application in ATC operations. In pre-tactical flow management they manage the preparation of the Daily Airspace Plan (DAP). For all ATFM operations, the ATFS is the point of contact with the aviation community concerning ATFM measures.

1.10.2 ATFS will play an important role during special events and in the event of crisis situation in South Africa whereby they will lead coordination with the aviation community.

1.10.3 Through the daily activities of the CAMU, the ATFM position is the focal point for strategic, pre-tactical and tactical information about the airspace and ATFM situation in South Africa. The ATFS will liaise with all relevant aviation community members, aerodrome operators and ATS Units, proposing and implementing ATFM developments. The ATFS will continue to monitor the national airspace system and amend or implement TMls as required, continually ensuring demand is balanced against capacity and the equity of all airspace users.

2 AIR TRAFFIC FLOW MANAGEMENT PROCEDURES

2.1 Information on ATFM Measures

Information on ATFM measures will be distributed by the CAMU via the following methods:

2.1.1 Bi-annual Airspace Operations Plan

The Bi-annual Airspace Operations Plan (AOP) document provides a consolidated view of the forecast seasonal ATFM situation which includes the traffic and capacity forecast, bottleneck identification and description of the associated ATFM and Traffic Management Initiatives (TMI). The AOP is the final result of the operations planning process which consolidates inputs from the aviation community involved in airspace management operations (i.e. ATS Units, Aerodromes, Airspace Users, Military, etc.). The AOP is published biannually by the CAMU - with summer and winter releases. Each release is usually updated twice per season.

2.1.2 The Daily Airspace Plan (DAP)

The Daily Airspace Plan (DAP) is produced the day prior to the day of operation. The Daily Airspace Plan (DAP) will provide a summary of planned ATFM measures for the 24 hours period. It is updated regularly. The current days Daily Airspace Plan (DAP) is the result of up to seven days of research, and historical data analysis within the CAMU ATFM system.

2.1.3 The ATFM Flow Advisory Message (FAM)

The Flow Advisory Message (FAM) providing information to ATS Units, Aerodrome Operators and Aircraft Operators about the implementation, revision, compression, and cancellation of a Ground Delay Program (GDP), Ground Stop (GS) and Airspace Flow Program (AFP) will be transmitted. Except for the cancellation of a Ground Delay Program (GDP) or Airspace Flow Program (AFP), the FAM may include the following items:

– Aerodrome or Airspace;

– Delay Assignment Mode;

– Time frame;

– Program Type (Optional);

– Program Rate;

– Flights Included (Optional, will be available on CAMU Web and on message exchange)

– Scope;

– Additional ATC Units Included;

– Exempt ATC Units;

– Delay Assignment Table Applies To (Optional);

– Maximum Delay or Delay Limit (As appropriate);

– Average Delay (Optional);

– Reason;

– Remarks.

The Daily Airspace Plan (DAP) and Flow Advisory Message (FAM) will be transmitted via AFTN and/or email to ATS Units and those Aircraft Operators and Aerodrome Operators who wish to be included in the address list.

2.1.4 Collaborative Decision Making (CDM) Teleconference (Telcon)

a) Collaborative Decision Making (CDM) will allow decisions to be taken; after collaboration of relevant aviation community members, on the basis of the most comprehensive, up-to-date and accurate information. This in turn will facilitate decisions about flights to be made according to the latest information available, thereby enabling the flight trajectory to be dynamically optimised to reflect near or real-time events. This CDM process is a key enabler of the ATFM process allowing the sharing of all relevant information between aviation community members so that the best gate to gate trajectory of flights can be achieved. This will enable the community members to update each other continuously on events from the strategic to tactical phase.

b) To be efficient and to reach the required objectives, COM should have the following characteristics:

– an inclusive process;

– a transparent process; and;

– a process that builds trust between the aviation community.

c) The principles of CDM have been implemented in the CAMU day-to-day operations, planning and developments with active involvement of appropriate members of the aviation community. An ATFM CDM Telcon with all relevant ATS Units and appropriate aviation community members will be held at various times (to be published) to discuss current Daily Airspace Plan (DAP), weather impact, flow rates, flexible use of airspace (FUA), post event discussion, inputs from ATS Units regarding staffing, consolidation of ATC sectors, anticipated traffic management initiative (TMI), equipment, anticipated traffic volumes, constraints, current configuration and aerodrome arrival rates (AAR), anticipated configuration and aerodrome arrival rates (AAR), aerodrome departure rates (ADR), special events, military activities that impact ATFM, and flow constraint areas (FCA) - current and anticipated.

2.1.5 CAMUWEB

a) CAMUWEB is an important part of the enhanced ATFM system, as it allows Aircraft Operators, Aerodrome Operators and ATS Units, access to information about TMIs. AOs will be able to view flight details and manage their own ATC slots during a TMI. ATS Units and Aerodrome Operators will be able to view all flights arriving and departing from their aerodrome. Full details of CAMUWEB process are published in the Enhanced ATFM Operators Manual (Available for download at www.atns.co.za/atfm).

b) Aircraft operators, Aerodrome Operators and ATS Units are advised to have computer equipment capable of connecting to the CAMU website https://www.camu.co.za via the internet and satisfying the following minimum technical requirements:

– Recommended Web Browser: Designed for Mozilla Firefox 2.0 or newer;

– Email capability;

– Monitor Display Resolution: minimum of 1024 x 768 pixels; and

– Printer.

2.2 Slot allocation

Slot allocation is an ATFM measure established to balance the demand against capacity. Airport slots are allocated during the strategic phase of ATFM. Air Traffic Control slots are allocated during the pre-tactical and tactical phase of flight when conditions are causing demand to exceed capacity. For the process to work effectively Aircraft Operators are to ensure they are fully informed on the following procedures:

– Strategic ATFM measures (e.g. strategic traffic routing/strategic airport slot allocation etc);

– General ATFM procedures including flight plan filing and CAMU web interaction; and;

– Current ATFM measures (e.g. specific measures applicable on the day in question) Aircraft Operators shall ensure that their crews are informed of, and adhere to, ATC slots issued by the ATFM service.

2.3 Slot allocation procedures

2.3.1 The airport slot allocation procedures remain in force as described in SA AIP ENR 1.9.1 part 1 and Aircraft Operators are to comply with their EOBT unless subjected to an Air Traffic Control Slot.

2.3.2 When other ATFM processes are exhausted, traffic management initiatives (TMIs) will be applied by CAMU to balance demand against capacity and departure times will be issued in the form of a Calculated Take Off Time (CTOT). AOs must plan their flight to be ready for take off at the calculated take off time (CTOT) (At the holding point). The calculated take off time (CTOT) is a nominal time with a tolerance of -5 to +10 minutes, this enables the ATC to manage traffic tactically.

2.3.3 The calculated take off time (CTOT) is generally issued not later than 2 hours before EOBT, however Aircraft Operators and ATS Units are to monitor the CAMU web for the latest information on calculated take off time (CTOT) as this could change as tactical conditions dictate.

2.3.4 The calculated take off time (CTOT) is included in a slot allocation message (SAM), which is sent by the CAMU to:

– The address notified in advance to the CAMU by the aircraft operator, or

– When the address is not known with the CAMU:

– The ATC Tower of the aerodrome of departure, and

– If different, the flight plan originator;

– The CAMU webs slot substitution and flight elements subpages.

2.3.5 Furthermore, ATC is informed about the calculated take off time (CTOT) issued. If no slot allocation message (SAM) is received before EOBT, it can be assumed that the flight concerned may depart in accordance with the filed EOBT.

2.3.6 Aircraft Operators shall arrange the departure of their flights to comply with the calculated take off time (CTOT) issued. A slot window is available to ATC to optimise the departure sequence. This is not for use by AOs who should plan an EOBT consistent with the CTOT.

2.3.7 All flights subjected to a calculated take off time (CTOT) will be displayed on the CAMU Webs Initiatives page.

2.3.8 Full details of the Slot Allocation Process are published in the Enhanced ATFM Operators Manual (Available for download at www.atns.co.za/atfm).

2.4 Modification of Estimated Off Block Time (EOBT)

2.4.1 It is a requirement for both ATC and ATFM that the EOBT of a flight shall be an accurate EOBT. This applies to all flights, whether subject to ATFM or not. Any change to the EOBT of more than 15 minutes (+ or -)for any IFR flight must be addressed to CAMU via an amendment message (e.g. DLA or CHG). The Aircraft Operator (AO) will receive a new Slot Allocation Message (SAM) or Slot Revision Message (SRM), whichever is applicable.

2.4.2 Once a flight plan has been filed for a flight subject to ATFM measures, any change in EOBT of more than 15 minutes shall be submitted, using a DLA message or by cancelling the original FPL and filing a new flight plan.

2.4.3 Aircraft Operators will be able to interact with CAMU via the CAMU website, https://www.camu.co.za to amend calculated take off times (CTOT), suspend, re-instate and to perform a slot swap within own aircraft schedule or move the flight to the acceptable open slot in the future.

2.5 Responsibility of Air Traffic Service Units

2.5.1 ATS Units at aerodromes shall ensure that departing flights adhere to notified calculated take off time (CTOT) issued by the CAMU.

2.5.2 Flights failing to adhere to issued calculated take off time (CTOT) shall be denied start-up clearance until the Aircraft Operator has obtained a NEW CTOT. The AO will have to obtain a new slot on the CAMU WEB.

2.5.3 ATS Units shall make every effort to enable departing flights to comply with calculated take off time (CTOT) and flights should not be prevented from departing due to minor taxiing delays.

2.5.4 ATC shall provide all possible assistance to Aircraft Operators to meet a CTOT.

2.6 ATM/Aerodrome System Impact Reports

2.6.1 The CAMU is the focal point for the collection of information relating to operational system impacts; i.e., NAVAID/radar shut downs, runway closures, aerodrome constraints or any system event that has the potential to create an operational impact.

2.6.2 Therefore, all ATS Units/Aerodrome Operators shall ensure that a dissemination and communication process is established to keep the CAMU informed of all constraints and/or equipment malfunctions that could have a significant impact on capacity.

2.6.3 The ATSU are to provide the CAMU with advance notification of planned equipage outages, staff constraints, and runway closures etc, that will impact the air traffic system capacity and additionally provide in writing a system impact report (available on www.camu.co.za) that describes in detail the following items:

– Description of outage/construction project;

– Dates/times of project or maintenance;

– Impact. Describe projected impact in regard to the operation;

– Specify the AAR under various conditions/scenarios, e.g., IFR/VFR;

– Delays. What type of delays can be expected?

– Traffic management initiatives. What type of initiatives can be expected?

– Notification to AOs/ATSU. Coordination/notification provided to AOs/ATSUs; and

– Any other pertinent information.

2.7 Flight plans

2.7.1 All aircraft operators are requested to file non-repetitive (ICAO) flight plans at least 3 hours before EOBT to provide CAMU with accurate forecast of potential air traffic demand. Early filing of flight plans will ensure that the calculated take off time (CTOT) issued is as close to the requested EOBT + published Taxi time as possible. Aircraft Operators (AOs) should be aware that filing a flight plan late may lead to a disproportionate delay. It is in the best interest of Aircraft Operators (AOs) to initiate prompt revisions or cancellations, thus permitting the system to maximise use of available capacity and minimise delay. The later the revision is made the greater the probability of a delay.

2.8 ATFM Messages

Each ATFM message comprises a number of fields some of which are mandatory and some optional. Their number varies according to the message type. The fields used ATFM messages are summarized as follows.

FIELDS	DEFINITION
ADEP	ICAO indicator of aerodrome of departure
ADES	ICAO indicator of aerodrome of destination
CTOT	Calculated Take-Off Time
EOBD	Estimated Off-Block Day.
EOBT	Estimated Off-Block Time
FILTIM	Date and time stamp of original message
NEWCTOT	Revised CTOT
NEWEOBT	Revised EOBT
NEWRTE	New Route
REGUL	Identifier for the restriction imposed (may include more than one)
RESPBY	Latest time by which a response is required
RVR	Runway Visual Range (this field is optional in certain messages)
COMMENT	Commentary
TAXITIME	Taxi Time
REGCAUSE	Regulation Cause
TITLE	Title of the message

2.9 ATFM Messages Lists

ATFM Messages issued by CAMU: SAM, SRM, SLC, FLS, DES, RRP.

2.10 ATFM Messages Examples

The following tables give examples of all ATFM messages currently in use. The tables include a brief description of each message and subsequent actions.

Message	Originator and Description	Action
- TITLE SAM - ARCID ABC123 - ADEP FAOR - ADES FACT - EOBD 100303 - EOBT 0925 - CTOT 1037 - REGUL FAOR - COMMENT CLDT 100303 1237 - COMMENT PR03 - TAXITIME 0010 - REGCAUSE CA 83	SAM: Slot Allocation Message Sent to AO/ATC 2 Hours before last received EOBT. CAMUWEB shows CTOT. The SAM is used to inform AOs & ATS of the Calculated Take-Off Time (CTOT) computed by CAMU for an individual flight, to which AOs/ATC must adhere.	Sent to AOs/ATS 2 hours before the last received EOBT. AOs/ATC must comply with the CTOT.
- TITLE SRM - ARCID ABC123 - ADEP FAOR- ADES FACT - EOBD 100303 - EOBT 0925 - NEWCTOT 1037 - REGUL FAOR - COMMENT CLDT 100303 1237 - TAXITIME 0010 - REGCAUSE AD 89	SRM: Slot Revision Message Sent to AO/ATC to pass or con-firm any revision to a CTOT following the issue of the initial SAM. This message may be used to indicate a delay increase or de-crease.	The SRM notifies a significant change of slot. AOs/ATC must comply with the NEWCTOT.
- TITLE SLC - ARCID ABC123 - ADEP FAOR - ADES FACT - EOBD 100303 - EOBT 0925 - TAXITIME 0010	SLC: Slot Requirement Cancellation Message Sent to AO/ATC to advise that a flight which has received a CTOT is no longer subject to a restriction.	Flight may depart with-out restriction unless a new message is received later.
- TITLE FLS - ARCID ABC123 - ADEP FAOR - ADES FACT - EOBD 100303 - EOBT 0815 - TAXITIME 0010	FLS: Flight Suspension Message Sent to AO/ATC at or after Slot Issue Time to suspend a flight due to exceptional conditions or adverse weather conditions or AO delays flight will enter suspension mode on CAMU-WEB.	Flight must be de-suspended to become active again via the CAMUWEB.
- TITLE DES - ARCID ABC123 - ADEP FAOR - ADES FACT - EOBD 100303 - EOBT 0815 -COMMENT CLDT 100303 1015 -TAXITIME 0010	DES: Flight De-suspension Message Sent to AO/ATC to de-suspend, a SAM will be sent as well.	No action is normally required of AOs/ATS and the flight if subjected to ATFM regulation will be issued with a CTOT.
- ARCID ABC123 - ADEP FAOR - ADES FACT - EOBD 100303 - EOBT 0925 - ORGRTE N0280F180 RAGUL UQ10 WY DCT FACT - NEWRTE N0280F180 RAGUL BLV WY FACT - RESPBY 0755 - TAXITIME 0010	RRP: Rerouting Proposal Message This message is sent to an AO to offer a reroute avoid the need for a slot on a new route or to improve the CTOT. A "respond by time" is also added.	The message is sent to an AO to offer reroute to avoid or reduce a delay AO must respond by RESPBY time if contend with the RRP.

2.11 Delay Codes

Correlation between IATA delay codes and the CAMUs reasons for TMIs, the reasons are indicted in REGCAUSE field and in the FM.

2.12 Special status flights

2.12.1 It is possible for Aircraft Operators to obtain exemptions from the ATFM restrictions for certain flights through the use of STS/indicators in FPL. The STS indicator in field 18 of a flight plan will identify that a flight may require special handling.

2.12.2 Flights exempted from ATFM measures

The following flights are exempted from ATFM slot allocation and shall include, in Item 18 of the flight plan form, the appropriate STS indicator:

a) Flights in a state of emergency, including flights subject to unlawful interference; STS/EMER;

b) Flights conducting search and rescue operations; STS/SAR;

c) Flights carrying South African Head of State; STS/HEAD;

d) Flights for medical reasons, specifically declared by the medical authorities; STS/MERCY; and

e) Flights for humanitarian reasons; STS/ATFMEXEMPTAPPROVED.

2.12.3 The decision to use a particular status indicator is the responsibility of the Aircraft Operator. Unauthorised use of any of these indicators with the intention of avoiding flow regulations is considered as a serious breach of procedure.

2.13 Failure of CAMUWEB

During CAMUWEB failures, AO and ATS Units must rely on the ATFN messages being issued and may contact CAMU for email/fax printouts.However if no TMIs are in place AOs are to depart flights according to their EOBTs.

2.14 Contact details

Aircraft Operators, Aerodrome Operators and ATS Units having general queries on ATFM matters and on CAMU operations should contact the CAMU Helpdesk. The CAMU contact numbers and address is as follows;

Postal Address:
CAMU (ATNS)
Private Bag X1
Bonaero Park
1622
SOUTH AFRICA

Site Address:
CAMU (Johannesburg ATCC)
Gate 14
OR Tambo Intl Airport OPS Complex
Bonaero Drive
Bonaero Park
KEMPTON PARK

Tel: +27 (0) 11 928 6433
Fax: +27 (0) 11 928 6420
Email: camuhelpdesk@atns.co.za

2.15 Hours of Duty will be MON-FRI: DLY 0200-1800 and SAT-SUN: DLY 0400-1800.

2.16 NEAR FIR/SECTOR BOUNDARY OPERATIONS

2.16.1 Pilots are requested to adopt the following procedures in the interest of safety. All flights intending to depart from aerodromes within 10NM of a boundary delineating services between separate ATM service providers, e.g. FIR boundary, must ensure that they make contact by whatever means available with the nearest ATSU, prior to departure. The ATSU must be provided with the ETD, the estimate for the boundary, the intended flight level, route and destination. The ETD and the ATD, or time as prior arranged, should not differ by more than 10 minutes.

2.17 ATM FOR THE PRESIDENTIAL AIRCRAFT AND ASSO-CIATED FLIGHTS

The following ATM procedures are applicable for the handling of Presidential (President and Deputy President) flights, with the aim to ensure that the relevant ATM community is aware of the procedures to be applied.

2.17.1 Procedures for Presidential aircraft

2.17.1.1 General

– ATNS will give preference to Presidential flights when the President is on board.

– SAAF will file flight plans.

– SAAF will contact the relevant ATSUs prior to departure so as to facilitate the process.

The Presidential jet (B737 Business Jet, and Falcon 900 or 50) will under normal circumstances be allocated parking as directed by Apron Control

2.17.2 Procedures for the Oryx helicopter

The Oryx helicopter will be handled like any other flight and will land and depart as follows:

– FACT - Land as directed by ATC on the designated taxiway or runway and ground taxi to the Presidential Jet as directed by Apron Control.
Departure will be via a ground taxi to the designated taxiway or runway and then as per ATC instructions.

– FALE - Land as directed by ATC on the designated taxiway or runway and ground taxi onto the apron.
Departures will be via a ground taxi to the designated taxiway or runway and then as per ATC instructions.

– FAOR - Land as directed by ATC on the O R Tambo helipad.
Departure will be as cleared by ATC from the helipad.

Conclusion

These procedures are implemented in accordance with the intent of ICAO Doc 4444, PANS/ATM para 7.6.3.3 (d) - Priority shall be given to other aircraft as may be determined by the appropriate authority.