Skip to main content

Flow Management Procedures

Normally, on VATSIM, the Reykjavik CTA operates under the principle of “free flow,” meaning there are no restrictions on aircrafts’ movements, departures, or arrivals. However, during periods of heavy traffic, flow control measures may be imposed to reduce the strain on local and neighboring ATC.

Flow control measures may be issued either by a local supervisory controller, if one is present (e.g., rostered for an event), or through a larger traffic management initiative like ECFMP (European Collaboration and Flow Management Project), where neighboring vACCs may impose restrictions on flights entering/exiting their airspace via the Reykjavik CTA.

Types of Flow Control

Takeoff TimeCDM (CTOT)Collaborative Decision Making)

During periods of high traffic, such as major events, aircraftcontrollers may beinitiate requiredwhat is known as Collaborative Decision Making (CDM). A detailed guide to CDM, written by the Danish staff, is available HERE.

To summarize the basic principles of CDM:

  • Aircraft are assigned a calculated take-off time (CTOT), aka a "slot time."
    • Aircraft must take off within -5/+10 mins of their CTOT.
  • Based on their CTOT, and the distance from their parking location to the runway, they must also adhere to calculated takeoff times (CTOT) which are designated for their flight.

    If an aircraft has a CTOT, then TWR, GND, and DEL should make a collective effort to ensure that aircraft are airborne as close as possible to their CTOT (within 5 minutes before/10 minutes after.)

    If an aircraft has missed its CTOT by over 10 minutes, it should not be cleared to take off, and its departure release should be re-coordinated with the relevant flow controller(s).

    Startup Time (TSAT)

    When an aircraft has a CTOT time, it will also have an associated target startupstart-up time (TSAT).

    • Aircraft must start up within +/- 5 mins of their TSAT.

This system ensures that aircraft only start moving towards the runway when there is capacity for their departure — not too early or too late, to avoid traffic congestion on the ground.

TSATsThe maygeneral beflow calculatedof byCDM accountingis:

  1. Aircraft calls for clearance.
  2. DEL issues clearance and asks for the estimatedaircraft's taxitarget off-block time of(TOBT), i.e., the aircraft,time plusthey 5expect minutesto ofbe leeway.ready for push & start. DEL inputs the TOBT into Euroscope, and the CDM plugin will use that time to automatically calculate the next available CTOT, as well as the corresponding TSAT.
    • E.g., A pilot may report that they are ready for startup at BIKF,1230z — this would be their TOBT. The CDM plugin might calculate that based on the current traffic conditions, the next available takeoff time (CTOT) is at 1249z. If it takes 15 minutes to taxi timefrom the aircraft's stand to the runway, the CDM plugin would also calculate that the aircraft's TSAT would be 1234z.
    • During events with bookings, DEL does not need to ask for mostthe runwaysaircraft's mayTOBT. beDEL estimatedshould atinstead ~10verify minsthat assumingthe noplugin delays,has soloaded forthe aaircraft's CTOTbooking istime 1515z,correctly as the CTOT, and that the plugin has calculated an appropriate TSAT wouldaccordingly.
      • be
    1500z.

    3. In

  3. DEL real life, TSATs are automatically calculated. However, on VATSIM, we do not currently haveprovides the software to do so within the Reykjavik CTA. Therefore, during events, TSAT times may be manually assigned by flow controllers, or may be coordinated between DEL & GND if there is no dedicated flow controller available.

    If an aircraft has a TSAT, they should be notified of it when issuingwith their clearance.TSAT For(e.g., example:

    🎧 NAX107, oceanic clearance to Copenhagen, OSKUM 3A departure, LARUX VALDI, climb via SID FL290, Mach 0.79, squawk 2012,"BAW123, startup time 13151234z.")

    4. zulu.

  4. Approaching TSAT,

    WhenDEL anshall transfer the aircraft isto subjectGND tofor startup. This shall happen no earlier than 5 mins before the TSAT.

  5. GND and TWR must ensure that the aircraft takes off within -5/+10 mins of their CTOT. If they miss this window, GND and TWR shall coordinate a TSAT,new they may not be clearedCTOT for startupthem, priorwithout tointerrupting theirthe TSAT.

    flow of traffic.

Radar Release

During periods of high traffic congestion in the TMA airspace surrounding the airport, APP may, in coordination with TWR,may move an airport into the status of radar releases. When radar releases are in effect, then TWR must receive a release from APP for each specific aircraft before TWR may clearclears them to take off.

APP & TWR should remain in coordination regarding when the period of radar releases will end.

Minimum Departure Interval (MDI)

A minimum departure interval (MDI) is a minimum amount of time which must elapse between two departing aircraft going in a specific direction. This is generally imposed by either local staff, or by staff in neighboring FIRs, to manage the flow of departing traffic out of an airport.

ItGenerally, when CDM is in use, the CDM plugin will factor in any active MDIs issued via ECFMP and include them in the CTOT calculation automatically. Regardless of whether CDM is in use or not, it is TWR’s responsibility to ensure that aircraft are adhering to the MDI requirement.

Note that for an MDI, like wake turbulence separation, the time between departures is counted from between the aircraft being airborne. TWR may, for instance, clear aircraft for takeoff slightly early, so that they become airborne just as the MDI is satisfied.

Level Capping

Level capping refers to when flights meeting certain conditions are subject to a level restriction for part (until a certain point) or all of their flight. This is in order to reduce congestion in enroute airspace, particularly in upper sectors.

Rerouting

Flow controllers may occasionally decide to reroute aircraft if necessary to relieve pressure on enroute sectors. If a rerouted aircraft already has a clearance, then the issuing of the re-clearance via the new route is generally handled by DEL.

If the aircraft is already taxiing, then GND should taxi them to an unoccupied area where they will not be blocking traffic so that they can hold position and receive the re-clearance.

Back to top