Reduce slot time delays
 

I have lots of ideas that have been used very successfully, to minimise slot time delays. How about some more innovative procedures that pilots & other crew can use?

A mate working in the CFMU is a good start :D

Having an ex-girl friend working in the CFMU is .....

let's say :\ :ugh: :{ :mad:

Regards, Bernhard

Don't tell anyone.

If everyone knows the short cuts, they won't be short cuts anymore.

:D :D :D

Regards,

DFC

I'm all ears!:E

flowman

You'll notice that autoflight has lots of ideas - but none that he seems willing to share.......:rolleyes:

Maybe if he gave some hints others may be more forthcoming?

Try giving a REALISTIC ETD...Does help
watp,iktch

Thanks chiglet and I agree entirely about giving a PROPER ETD. Check out the other thread on this issue (entitled "ATC - another hour in bed please?" or similar).

As I say in that topic (and backed up by others, thankfully!) no back-door-tricks, no silly stuff, no bending or breaking the rules, FILE a proper EOBT, CHECK your route runs and STICK to the rules.

That way the FMPs and the CFMU can be helped towards helping us ALL out.

By the way, the mechanisms for mitigating ATFCM slot time delays are already there, and they work. I know! I used 'em at airfields, with and for operators, AND at the FMP and for the CFMU.

SATCO

Most of us are unable to think outside the square. If I give all my techniques, the subject might die. Here is the beginning of the drip feed.
IMHO missing the slot is not the worst case. There will often be legitimate reasons, delays, unavoidable miscalculations etc. The real crime is not being in a position to pick up a slot that somebody else missed. There may be some airfields where this cannot be useful, but there are many where it can be.
Speedy procedure #1: Plan for minimum ground time by reducing or eliminating refuelling time. At departure point, there could be refuelling time to spare, and additional fuel carrying capability. Maybe even enough for next destination. At the destination you may then be ready for an earlier start, being more prepared to catch your own slot or that of someone who missed theirs. Of course we don’t want to always be carrying huge amounts of fuel, but very intelligent fuel choices can give a great turnaround advantage. More ready to pick up a missed slot.

Speedy procedure #2: If possible, land early at the airfield where your departure will be subject to a slot time. This gives a little more margin for delays.
Speedy procedure #3: Check with your company or agent enroute. Based on your info, a likely fully ready time can be determined and an appropriate slot can be requested.
Speedy procedure #4: Leave through pax on board. Cleaning is then concentrated on the empty seats.

100% guaranteed to reduce all aviation delays, go by train.

Speedy procedure #5: If you have the chance, take a standoff parking position rather than an aerobridge. Then your engine start / taxi out will be independent of tug availability. If you are at an aerobridge, there may be a chance to pushback to a position where you can remain ready for no delay startup & taxi.
Speedy procedure #6: Make APU start rather than external air supply.
Speedy procedure #7: Start APU & close doors when pax, baggage & freight on board.
Speedy procedure #8: Listen to slot time extension requests. If you are fully ready, call advising immediate readiness for startup. You might get the missed slot.
Speedy procedure #9: Be prepared to taxi a bit faster if needed.
Speedy procedure #10: If the controller goes out on a limb for you, don't let him/her down. Other pilots in your company also need to be mindfull of this. If your company has a reputation for bending the readiness truth, or not making take-off time or en-route time constaints, don't expect too much co-operation from controllers. Don't forget the human element.

Pilots obviously have a lot of interest in slot times.

I certainly miss the good old facility of being able to swap slots allocated to flights on same routes/same destinations without recourse to CFMU. That really was of help, and could sometimes be a life-saver when, traffic-wise, the s**t hit the fan.

For all its proclaimed benefits, I find the current system is too restrictive for its own good. When you're trying to assist in getting planes away, especially when there are backlogs, flexibility is the key to success. I am afraid I do not find the current system as 'flexible' as it once was :ugh:

I find very stupid the late update concept. Isn't easier to calculate the new CTOT only according the new IOBT?? I really don't understand why should exist the "late update".

Speedy procedure no 11. - Ensure that the cabin tell you they're ready for departure before you tell us that you are.

Speedy procedure no 12 - If you're likely to miss your slot, don't wait until ETD + 9 mins to tell someone, sometimes we may be able to help, sometimes not, but it's a guaranteed method of being refused pushback / taxi clearance if you keep quiet.

Speedy procedure no 13 - Don't tell untruths to get pushback clearance ahead of someone else, (i.e. no tug attached, no ground crew available etc), this is becoming an irritatingly common practice, and achieves nothing other than problems for ATC and other's on the ground and in the air.
In our particular case, because of taxiway weight restrictions, we have to give extended routings to arrivals to allow certain aircraft to taxi and back track the runway. This plan kicks in from the moment we know you are ready for start, any deviation can lead to significant delays.

Swanwick came out with a brilliant new 'Slot Delay Reduction Solution' for us this morning at Bristol......................they cancelled all the slots and put on 5 minute MDI's instead. Good game, good game. :rolleyes:

Still, at least we were able to wind the smartie tube drivers by blaming someone else.

Thanks Niknak. There are obviously a few more ways to make a slot or to get one. I just hope that some more pilots wander into this forum where they stand to make work a bit easier for themselves and for ATC. White Hart, its now a few years since I was flying around Western europe, so maybe some of the slot time technicalities have been modified. These speedy procedures worked wonderfully then. On a holiday charter it was possible to leave late & return early. Do you think that most of these procedures can still apply? I would be the first to admit that at particularly busy airfields there is not much chance to pick up another's lost slot, and sometimes difficulty in achieving one's own.

I'll second autoflights point. It's very annoying to be told that someone cannot make their slot time 10 or 20 minutes after the event (sometimes as much as an hour goes by without anyone thinking of telling us).
All this means is that a slot is wasted and the flight concerned ends up queing up behind itself!
If a missed slot can be given to somebody else, often the flight that missed the slot can be given the newly vacant slot of the improved flight. Then everybody's happy. :ok:

Standard Noise
 

Sorry old chap, Bristol got hit by the deadly X-flow procedure. This was put on by the off-going night watch. All hell broke loose at 0700 local.
What is the X-flow?.......well it is a genuine flow procedure for a start......absolutely hated by operational controllers but loved by supervisors and flow managers. The sector is flowed to capacity plus 10% with short term overload of 30-40%....but aerodrome departures within the sector are completely excluded [ hence X].
The operational sector team are advised to issue clearances to aerodromes on a tactical basis thereby absolving "flow" of any responsibility. Unfortunately it may be necessary to stop all such flights for an indefinite period if there is just no space available, and on the 20th there wasn't.
With your help we can ban this procedure, we've tried and we can't.....management love it!