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In the meetings presentations were given by Eurocontrol (CODA), a Member For NM the total ATFM delay of flight ABC was 10 minutes (CTOT-ETOT).


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CTOT - Calculated Take-Off Time | Aviation Intelligence Unit Portal
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– demand/capacity balancing aimed at providing safety, resulting in delay on the ground (CTOT) to flights flying across congested airspaces or to congested.


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EUROCONTROL SLOT ALLOCATION METHODOLOGY AND NEW APPROACH FOR CALCULATED TAKE OFF TIMES (CTOT): ALTERNATIVE CTOT VERSUS.


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EUROCONTROL will seek re-designation for the period beyond The European ATC network includes all the European Union's 28 and EUROCONTROL's.


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EUROCONTROL SLOT ALLOCATION METHODOLOGY AND NEW APPROACH FOR CALCULATED TAKE OFF TIMES (CTOT): ALTERNATIVE CTOT VERSUS.


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Content control: EUROCONTROL, EUROCONTROL. Definition. Calculated Take Off Time (CTOT) - The time provided by the Central Flow.


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In the meetings presentations were given by Eurocontrol (CODA), a Member For NM the total ATFM delay of flight ABC was 10 minutes (CTOT-ETOT).


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The ATC unit delivering start-up and/or take-off clearance will give priority in the departure sequence to traffic with a Eurocontrol NM CTOT. The Fl MDC acts as.


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At the earliest, 2 hours before EOBT you will receive a SAM with a CTOT. However, if a regulation is applied after this time a slot will be issued immediately​.


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The CTOT is defined as a time at which the aircraft shall take-off. The SAM message is sent to AOs/ATS 2 hours before the last received EOBT.


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If the higher level is granted, they will achieve a more efficient cruising level than that for which they filed and avoid the delays incurred by other airlines, who had genuinely filed at the higher level. Most ANSPs provide guidelines to controllers which typically state that changes to the requested FL should only be initiated in exceptional circumstances such as for weather or for ATC reasons, however, it is often the case that controllers ask the crew for their requested level and if circumstances permit it is readily granted. So where it is experienced, what are the principal causes for the lack of FPL adherence at airports? The network impact of this over-delivery can result in:. In such circumstances:. Thus the flight may end up back in the sector which regulation had sought to avoid. Possible reasons for non-adherence are multiple and vary from inefficient turnover process, weather problems, lack of trust in load figures, under estimation of the network effects, pressure to make up lost time, etc. Category : Safety Regulations.{/INSERTKEYS}{/PARAGRAPH} It can be caused by:. The complete documents are accessible on the respective websites. Accurate flight plan data is essential. For controllers there is a problem of knowing whether a flight has been subject to regulation in the first place; so some major ANSPs are beginning to address this need to respect the requested flight level in a more systematic way rather than a verbal alert. The filed route, flight levels and timing will need to be respected through training, system support and practice. In accordance with Chapter 3, article 3. When investigating those occurrences in most cases it is found that the additional flights entered the concerned sector as a result of:. These changes to the planned timing, route or flight level, if not communicated, may cause disruption to a handling ACC but also to the destination airport. The filed flight plan is the result of the preparation by Aircraft Operators AOs to ensure, as far as possible, the most efficient and economic profile for the intended flight. The texts below are extracts only from the original publications. If change is not communicated then this immediately introduces an element of inaccuracy into traffic projections for both en route and destination airports. To protect ATC from those consequences is one of the core operational tasks of the Network Manager, i. This trajectory is the choice of the AO. Carrying and burning the minimum amount of fuel is also commercially important, and so all pilots are trained to fly an optimised fuel trajectory wherever and whenever possible. ATC may also clear a flight to take a more direct route DCT than that originally envisaged and thus the flight profile may deviate substantially from the FPL route and its planned times. Daily across Europe, regulations are put in place to protect ATC from receiving more traffic than the controller can handle safely. It will be the role of ATC and the cockpit to match that agreed profile to the extent possible and the flight plan will increasingly be regarded as a contract between parties. The use of the business trajectory is a fundamental element of SESAR, their use and definition is sought by airlines and ATM has to prepare itself to meet this requirement. Who has not arrived early on a flight at an airport to find no stand available? {PARAGRAPH}{INSERTKEYS}If you wish to contribute or participate in the discussions about articles you are invited to join SKYbrary as a registered user. Provided the controller meets the sector exit conditions it is not often regarded as an issue, and further, it is a rare occasion when a pilot refuses a shorter route!