SLOT Vs CTOT
Thread Starter
Joined: Jun 2002
Posts: 4
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From: London
SLOT Vs CTOT
Happy New Year to you all
Could somebody please clarify if a CTOT has the same tolerances as a slot (-5 +10) and if possible where this information is printed.
Thanks in advance. D
Could somebody please clarify if a CTOT has the same tolerances as a slot (-5 +10) and if possible where this information is printed.
Thanks in advance. D
Joined: Oct 2006
Posts: 26
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From: Somewhere on a RWY
Hi there...
There is a slight difference between CTOT and SLOT.
The CTOT is a time (eg.: 0745 UTC)
DAT123 has a CTOT of 0745 UTC
The slot is a time window of 15 minutes calculated on the CTOT
DAT 123 has a slot from 0740 till 0755 UTC
Greetings
B.
There is a slight difference between CTOT and SLOT.
The CTOT is a time (eg.: 0745 UTC)
DAT123 has a CTOT of 0745 UTC
The slot is a time window of 15 minutes calculated on the CTOT
DAT 123 has a slot from 0740 till 0755 UTC
Greetings
B.
Joined: Dec 2002
Posts: 199
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From: flightdeck/earlyhours commute
Controlled? or calculated? Take Off Time.
CTOT=slot time. The slot being 15minutes wide, (-5/+10) around the time.
So be ready to push allowing taxi to, and be ready for departure at the hold
-5/+10mins on the CTOT.
As I understood it.
Why it is -5/+10 would be interesting to know, in the 'headful of useless factoids'
CTOT=slot time. The slot being 15minutes wide, (-5/+10) around the time.
So be ready to push allowing taxi to, and be ready for departure at the hold
-5/+10mins on the CTOT.
As I understood it.
Why it is -5/+10 would be interesting to know, in the 'headful of useless factoids'
Joined: Jan 2000
Posts: 109
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From: ireland
ctot tolerance
to be pedantic, and yet correct.... there is no tolerance of -5+10 on a slot. this is a common misconception.
the bible on slots is the eurocontrol basic cfmu handbook. section 4 page 4-7 refers
it states quite clearly that for airline operators, they need to coordinate the departure time to comply with the slot i.e. slot time/ctot minus taxitime equals pushback time.fullstop.
the 15 minute window is designed for atc, and atc alone to " optimise the departure sequence "
pilots seem to think that this is their bit of leeway, and can get quite possesive of something that is patantly not theirs!
a little education can go a long way!
the bible on slots is the eurocontrol basic cfmu handbook. section 4 page 4-7 refers
it states quite clearly that for airline operators, they need to coordinate the departure time to comply with the slot i.e. slot time/ctot minus taxitime equals pushback time.fullstop.
the 15 minute window is designed for atc, and atc alone to " optimise the departure sequence "
pilots seem to think that this is their bit of leeway, and can get quite possesive of something that is patantly not theirs!
a little education can go a long way!
Joined: Sep 1999
Posts: 417
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From: Scotland
beamwidth is correct. At many places I've been to pilots call ATC and advise them they will "make the +10 on that slot" (or words to that effect) without having the courtesy to ask if they can be co-ordinated late in the first place!
Joined: Aug 2001
Posts: 102
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From: UK
So with a CTOT one would request taxi to make good that CTOT. In the common scenario of 4 or 5 aircraft at the holding point, would the crew then be expected to adjust their off-blocks time to make good the CTOT? If so, how do they get the time factor required for the adjustment?
Moderator
Joined: Jul 1997
Aviation Qualifications: PPL
Posts: 3,231
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From: Europe
The pilot should ask for taxy at an appropriate time to make good their CTOT regardless of the traffic on the airfield. That's not really the pilot's problem.
ATC will then take the responsibility for massaging the system around the planned CTOT, be that using the 15 minute window period, or arranging for an extension if the aircraft can't get airborne within the CTOT window due to congestion
ATC will then take the responsibility for massaging the system around the planned CTOT, be that using the 15 minute window period, or arranging for an extension if the aircraft can't get airborne within the CTOT window due to congestion
Joined: Feb 2001
Posts: 1,064
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From: Hants, UK
Each airfield has an assumed taxi time from the gate to the runway. This can be increased in times of high congestion. Any delay calculation is based upon the difference between the EOBT and the Taxi time.
So at Heathrow, where assumed taxi time might be 20 mins, an EOBT of 0900 with a CTOT of 0920 will be attributed as no delay. EOBT 0900, CTOT 0930 is a 10 minute delay.
So in this case you should be ready to leave blocks no later than 20 mins before your CTOT.
So at Heathrow, where assumed taxi time might be 20 mins, an EOBT of 0900 with a CTOT of 0920 will be attributed as no delay. EOBT 0900, CTOT 0930 is a 10 minute delay.
So in this case you should be ready to leave blocks no later than 20 mins before your CTOT.
Joined: Jan 2008
Posts: 29
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From: uk
"""to be pedantic, and yet correct.... there is no tolerance of -5+10 on a slot. this is a common misconception.
the bible on slots is the eurocontrol basic cfmu handbook. section 4 page 4-7 refers
it states quite clearly that for airline operators, they need to coordinate the departure time to comply with the slot i.e. slot time/ctot minus taxitime equals pushback time.fullstop.
the 15 minute window is designed for atc, and atc alone to " optimise the departure sequence "
pilots seem to think that this is their bit of leeway, and can get quite possesive of something that is patantly not theirs!
a little education can go a long way!""""
the bible on slots is the eurocontrol basic cfmu handbook. section 4 page 4-7 refers
it states quite clearly that for airline operators, they need to coordinate the departure time to comply with the slot i.e. slot time/ctot minus taxitime equals pushback time.fullstop.
the 15 minute window is designed for atc, and atc alone to " optimise the departure sequence "
pilots seem to think that this is their bit of leeway, and can get quite possesive of something that is patantly not theirs!
a little education can go a long way!
""""
Registered User
Joined: Jul 2004
Posts: 35
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From: uk
Couldnt agree more, there still seems to be a lot of confusion about slots, and how and why and by who they are issued. and doesnt seem to be a good enough education of handling companies and also pilots of exaclty the improtance of upto date flightplans.
