Per Piloti PROFESIONISTI ed ATC...lavoriamo insieme!
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Per Piloti PROFESIONISTI ed ATC...lavoriamo insieme!
Poiché su questo Forum abbiamo la fortuna di avere sia Piloti Professionisti che Controllori di Volo, quale argomento migliore per volerci confrontare?
Questo che vi riporto di seguito è un PRELIMINARY di un SIB che uscirà prossimamente. Il più del lavoro è stato fatto...mancano i "ritocchi". Evito i razionali che hanno portato a questo per non influenzare in alcun modo.
Essendo appunto un PRELIMINARY c'è ancora spazio per poter integrare "commenti e considerazioni" che possano apportare un miglioramento all'efficacia di questa BOZZA.
Pertanto, visto che tra Professionisti e Controllori qui siamo un bel gruppo, ho pensato che l'argomento possa essere di interesse per noi tutti in primo ed inoltre per raccogliere gli ultimi pareri nel caso in cui abbiate piacere di esprimerli.
Il mio termine ultimo per inviare le mie considerazioni è il 27 Aprile.
Di seguito Vi riporto il testo integrale del SIB ribadendo che è un PRELIMINARY (NON ancora effettivo).
Spero di fare cosa gradita e sarò lieto di poter "convogliare" la Vostra voce qualora lo vogliate.
In-Flight Fuel Management — Phraseology for Fuel-Related Messages between Pilots and Air Traffic Control
This SIB replaces EASA SIB 2013-12, dated 23 July 2013, which is withdrawn.
Ref. Publications:
- ICAO Annex 6 ‘Operation of aircraft’ Part I — ‘International Commercial Air Transport – Aeroplanes’, 10th Edition dated July 2016.
- ICAO Annex 6 ‘Operation of aircraft’ Part II — ‘International General Aviation – Aeroplanes’, 9th Edition dated July 2016.
- ICAO Doc 4444 ‘Procedures for air navigation services — Air Traffic Management’ 16th Edition dated 2016 (hereafter referred to as PANS-ATM).
- ICAO Doc 9976 ‘Flight Planning and Fuel Management (FPFM) Manual’, 1st edition dated 2015.
- Commission Regulation (EU) No 965/2012 dated 05 October 2012 on air operations (hereafter referred to as the Air Ops Regulation).
- Commission Implementing Regulation (EU) 2016/1185 dated 20 July 2016 amending Implementing Regulation (EU) No 923/2012 as regards the update and completion of the common rules of the air and operational provisions regarding services and procedures in air navigation (SERA Part C) and repealing Regulation (EC) No 730/2006.
- EASA ED Decision 2016/023/R dated 13 October 2016 amending the Acceptable Means of Compliance and Guidance Material to Commission Implementing Regulation (EU) No 923/2012 ‘AMC and GM to the rules of the air’ — Amendment 1.
Applicability:
All aeroplane operators, air traffic service providers and air traffic controllers (ATC).
Description:
Minimum fuel situations have been the subject of several air accident investigations. Moreover, information received by EASA from mandatory occurrence reports related to fuel indicates that the minimum fuel declaration has been frequently misunderstood and misused by pilots and ATC.
The initial issue of this SIB informed stakeholders about the adopted ICAO amendment 36 to Annex 6 Part I, which, in particular, introduced new standards for in-flight fuel management and associated phraseology. The ICAO standards on the minimum fuel call have been applicable since 15 November 2012.
The relevant ICAO standard and related notes in Annex 6 Parts I and II require that:
‘The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having committed to land at a specific aerodrome, the pilot calculates that any change to the existing clearance to that aerodrome may result in landing with less than planned final reserve fuel.’
Note 1.— The declaration of MINIMUM FUEL informs ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing and any change to the existing clearance may result in landing with less than planned final reserve fuel. This is not an emergency situation but an indication that an emergency situation is possible should any additional delay occur.’
For Commercial Air Transport (CAT) operators, Part I includes the following Note 2:
‘Guidance on declaring minimum fuel for CAT operators is contained in the Fuel Planning Manual (Doc 9976).’
More clarification is provided in ICAO Doc 9976, chapter 6.8.5 ‘Minimum fuel declarations’:
‘Note 1 — Pilots should not expect any form of priority handling as a result of a “MINIMUM FUEL” declaration. ATC will, however, advise the flight crew of any additional expected delays as well as coordinate when transferring control of the aeroplane to ensure other ATC units are aware of the flight’s fuel state.’
As highlighted in ICAO Doc 9976, it is ‘important to note that although the coordinated escalation process (with ATC) related to the protection of final reserve fuel typically occurs in three steps, each situation is different and may be resolved at any stage in the process. The three steps in the escalation process are:
Protecting final reserve fuel in accordance with Annex 6, Part I, 4.3.7
Step 1 Request delay information when required (in accordance with 4.3.7.2.1).
Step 2 Declare MINIMUM FUEL when committed to land at a specific aerodrome and any change in the existing clearance may result in a landing with less than planned final reserve fuel (in accordance with 4.3.7.2.2).
Step 3 Declare a fuel emergency when the calculated fuel on landing at the nearest suitable aerodrome, where a safe landing can be made, will be less than the planned final reserve fuel (in accordance with 4.3.7.2.3).’
Operators can find and use several examples and scenarios for safety promotion in ICAO Doc 9976, Ch. 6.10.
The corresponding provisions for air traffic controllers can be found in ICAO Doc 4444 PANS-ATM:
‘Minimum fuel. The term used to describe a situation in which an aircraft’s fuel supply has reached a state where the flight is committed to land at a specific aerodrome and no additional delay can be accepted.’ (Ch. 1 Definitions)
‘15.5.4.1 When a pilot reports a state of minimum fuel, the controller shall inform the pilot as soon as practicable of any anticipated delays or that no delays are expected.
Note.— The declaration of MINIMUM FUEL informs ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing, and any change to the existing clearance may result in landing with less than planned final reserve fuel. This is not an emergency situation but an indication that an emergency situation is possible should any additional delay occur.’
The relevant requirements in the European regulation SERA are the following:
Article 2 Definitions:
‘94a. “minimum fuel” means a term used to describe a situation in which an aircraft's fuel supply has reached a state where the flight is committed to land at a specific aerodrome and no additional delay can be accepted;’
SERA.11012 Minimum Fuel and Fuel Emergency
‘(a) When a pilot reports a state of minimum fuel, the controller shall inform the pilot as soon as practicable of any anticipated delays or that no delays are expected.
(b) When the level of fuel renders declaring a situation of distress necessary, the pilot, in accordance with SERA.14095, shall indicate that by using the radiotelephony distress signal (MAYDAY), preferably spoken three times, followed by the nature of the distress condition (FUEL).’
The associated Guidance Material is provided in the Annex to ED Decision 2016/023/R, as follows:
GM1 SERA.11012 Minimum fuel and fuel emergency
‘The declaration of MINIMUM FUEL informs ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing, and any change to the existing clearance may result in landing with less than planned final reserve fuel. This is not an emergency situation but an indication that an emergency situation is possible should any additional delay occur.’
The Air Ops Regulation does not yet contain detailed requirements about the minimum fuel declaration. This will be completed through EASA Rulemaking Task (RMT) RMT.0573 ‘Fuel planning and management’. More examples for the appropriate use of the ‘minimum fuel’ declaration will be provided in the EASA Guidance Material associated to RMT.0573. However, all the provisions referenced above already contain the relevant requirements on the minimum fuel declaration.
Recommendation(s):
EASA recommends that operators and ATS providers take note of the references provided in this SIB, amend their procedures for in-flight fuel management and the fuel-related phraseology in accordance with the latest applicable ICAO Standards And Recommended Practices and the SERA requirements, and document those changes in their Operations Manuals accordingly.
EASA also recommends that operators and ATS providers ensure that these procedures are properly disseminated and used by the relevant personnel.
Questo che vi riporto di seguito è un PRELIMINARY di un SIB che uscirà prossimamente. Il più del lavoro è stato fatto...mancano i "ritocchi". Evito i razionali che hanno portato a questo per non influenzare in alcun modo.
Essendo appunto un PRELIMINARY c'è ancora spazio per poter integrare "commenti e considerazioni" che possano apportare un miglioramento all'efficacia di questa BOZZA.
Pertanto, visto che tra Professionisti e Controllori qui siamo un bel gruppo, ho pensato che l'argomento possa essere di interesse per noi tutti in primo ed inoltre per raccogliere gli ultimi pareri nel caso in cui abbiate piacere di esprimerli.
Il mio termine ultimo per inviare le mie considerazioni è il 27 Aprile.
Di seguito Vi riporto il testo integrale del SIB ribadendo che è un PRELIMINARY (NON ancora effettivo).
Spero di fare cosa gradita e sarò lieto di poter "convogliare" la Vostra voce qualora lo vogliate.
In-Flight Fuel Management — Phraseology for Fuel-Related Messages between Pilots and Air Traffic Control
This SIB replaces EASA SIB 2013-12, dated 23 July 2013, which is withdrawn.
Ref. Publications:
- ICAO Annex 6 ‘Operation of aircraft’ Part I — ‘International Commercial Air Transport – Aeroplanes’, 10th Edition dated July 2016.
- ICAO Annex 6 ‘Operation of aircraft’ Part II — ‘International General Aviation – Aeroplanes’, 9th Edition dated July 2016.
- ICAO Doc 4444 ‘Procedures for air navigation services — Air Traffic Management’ 16th Edition dated 2016 (hereafter referred to as PANS-ATM).
- ICAO Doc 9976 ‘Flight Planning and Fuel Management (FPFM) Manual’, 1st edition dated 2015.
- Commission Regulation (EU) No 965/2012 dated 05 October 2012 on air operations (hereafter referred to as the Air Ops Regulation).
- Commission Implementing Regulation (EU) 2016/1185 dated 20 July 2016 amending Implementing Regulation (EU) No 923/2012 as regards the update and completion of the common rules of the air and operational provisions regarding services and procedures in air navigation (SERA Part C) and repealing Regulation (EC) No 730/2006.
- EASA ED Decision 2016/023/R dated 13 October 2016 amending the Acceptable Means of Compliance and Guidance Material to Commission Implementing Regulation (EU) No 923/2012 ‘AMC and GM to the rules of the air’ — Amendment 1.
Applicability:
All aeroplane operators, air traffic service providers and air traffic controllers (ATC).
Description:
Minimum fuel situations have been the subject of several air accident investigations. Moreover, information received by EASA from mandatory occurrence reports related to fuel indicates that the minimum fuel declaration has been frequently misunderstood and misused by pilots and ATC.
The initial issue of this SIB informed stakeholders about the adopted ICAO amendment 36 to Annex 6 Part I, which, in particular, introduced new standards for in-flight fuel management and associated phraseology. The ICAO standards on the minimum fuel call have been applicable since 15 November 2012.
The relevant ICAO standard and related notes in Annex 6 Parts I and II require that:
‘The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having committed to land at a specific aerodrome, the pilot calculates that any change to the existing clearance to that aerodrome may result in landing with less than planned final reserve fuel.’
Note 1.— The declaration of MINIMUM FUEL informs ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing and any change to the existing clearance may result in landing with less than planned final reserve fuel. This is not an emergency situation but an indication that an emergency situation is possible should any additional delay occur.’
For Commercial Air Transport (CAT) operators, Part I includes the following Note 2:
‘Guidance on declaring minimum fuel for CAT operators is contained in the Fuel Planning Manual (Doc 9976).’
More clarification is provided in ICAO Doc 9976, chapter 6.8.5 ‘Minimum fuel declarations’:
‘Note 1 — Pilots should not expect any form of priority handling as a result of a “MINIMUM FUEL” declaration. ATC will, however, advise the flight crew of any additional expected delays as well as coordinate when transferring control of the aeroplane to ensure other ATC units are aware of the flight’s fuel state.’
As highlighted in ICAO Doc 9976, it is ‘important to note that although the coordinated escalation process (with ATC) related to the protection of final reserve fuel typically occurs in three steps, each situation is different and may be resolved at any stage in the process. The three steps in the escalation process are:
Protecting final reserve fuel in accordance with Annex 6, Part I, 4.3.7
Step 1 Request delay information when required (in accordance with 4.3.7.2.1).
Step 2 Declare MINIMUM FUEL when committed to land at a specific aerodrome and any change in the existing clearance may result in a landing with less than planned final reserve fuel (in accordance with 4.3.7.2.2).
Step 3 Declare a fuel emergency when the calculated fuel on landing at the nearest suitable aerodrome, where a safe landing can be made, will be less than the planned final reserve fuel (in accordance with 4.3.7.2.3).’
Operators can find and use several examples and scenarios for safety promotion in ICAO Doc 9976, Ch. 6.10.
The corresponding provisions for air traffic controllers can be found in ICAO Doc 4444 PANS-ATM:
‘Minimum fuel. The term used to describe a situation in which an aircraft’s fuel supply has reached a state where the flight is committed to land at a specific aerodrome and no additional delay can be accepted.’ (Ch. 1 Definitions)
‘15.5.4.1 When a pilot reports a state of minimum fuel, the controller shall inform the pilot as soon as practicable of any anticipated delays or that no delays are expected.
Note.— The declaration of MINIMUM FUEL informs ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing, and any change to the existing clearance may result in landing with less than planned final reserve fuel. This is not an emergency situation but an indication that an emergency situation is possible should any additional delay occur.’
The relevant requirements in the European regulation SERA are the following:
Article 2 Definitions:
‘94a. “minimum fuel” means a term used to describe a situation in which an aircraft's fuel supply has reached a state where the flight is committed to land at a specific aerodrome and no additional delay can be accepted;’
SERA.11012 Minimum Fuel and Fuel Emergency
‘(a) When a pilot reports a state of minimum fuel, the controller shall inform the pilot as soon as practicable of any anticipated delays or that no delays are expected.
(b) When the level of fuel renders declaring a situation of distress necessary, the pilot, in accordance with SERA.14095, shall indicate that by using the radiotelephony distress signal (MAYDAY), preferably spoken three times, followed by the nature of the distress condition (FUEL).’
The associated Guidance Material is provided in the Annex to ED Decision 2016/023/R, as follows:
GM1 SERA.11012 Minimum fuel and fuel emergency
‘The declaration of MINIMUM FUEL informs ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing, and any change to the existing clearance may result in landing with less than planned final reserve fuel. This is not an emergency situation but an indication that an emergency situation is possible should any additional delay occur.’
The Air Ops Regulation does not yet contain detailed requirements about the minimum fuel declaration. This will be completed through EASA Rulemaking Task (RMT) RMT.0573 ‘Fuel planning and management’. More examples for the appropriate use of the ‘minimum fuel’ declaration will be provided in the EASA Guidance Material associated to RMT.0573. However, all the provisions referenced above already contain the relevant requirements on the minimum fuel declaration.
Recommendation(s):
EASA recommends that operators and ATS providers take note of the references provided in this SIB, amend their procedures for in-flight fuel management and the fuel-related phraseology in accordance with the latest applicable ICAO Standards And Recommended Practices and the SERA requirements, and document those changes in their Operations Manuals accordingly.
EASA also recommends that operators and ATS providers ensure that these procedures are properly disseminated and used by the relevant personnel.
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ottimo lavoro,
il mio commento è solo per questo:
Le nostre raccomandazioni, e il comune sentire quando questi casi succedono è comunque quello di dare priorità lo stesso.
Lo conoscerai sicuro ma ti allego link della nostra ass. professionale sul tema
https://anacna.it/attachments/articl...MUM%20FUEL.pdf
ciao e grazie
il mio commento è solo per questo:
Pilots should not expect any form of priority handling as a result of a “MINIMUM FUEL” declaration
Lo conoscerai sicuro ma ti allego link della nostra ass. professionale sul tema
https://anacna.it/attachments/articl...MUM%20FUEL.pdf
ciao e grazie
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@Ray, grazie per la condivisione.
Sinceramente c’è davvero poco da aggiungere secondo me, è certamente un bel lavoro e soprattutto finalmente si inizia a vedere un tentativo di sintesi con le procedure ATC.
La cosa più rilevante rispetto alla precedente stesura - correggimi se sbaglio - è quella dello “step 1”: Step 1 Request delay information when required (in accordance with 4.3.7.2.1).” Che mi sembra un “invito al dialogo” derivante dal fatto che spesso si è notata una certa titubanza e mancanza di chiarezza nel comunicare il proprio stato di urgenza al controllo del traffico.
La mia riflessione è che la teoria c’è, bisogna metterla in pratica ed essere sicuri che tutti sappiano farlo, ma questa è in fondo è una mera questione nozionistica.
Ancor prima, bisognerebbe fare di tutto per evitare di arrivarci a metterla in pratica, e l’unico modo è lavorare sugli aspetti “grigi” di pianificazione e gestione del carburante in volo, aspetti “grigi” che probabilmente sono maggiori in alcune realtà ed un pò meno in altre.
A proposito di questo, qualche giorno fa è uscito il rapporto sicurezza 2017 dell’ANSV:
http://www.ansv.it/cgi-bin/ita/Rappo...NSV%202017.pdf
In allegato B c’è uno studio sulle “fuel policy” derivante dal trend negativo di eventi connessi a “low fuel” che non sono diminuiti, anzi. Secondo me è finalmente un documento ben fatto, che dovrebbe far riflettere su un’altro aspetto sul quale si dovrebbe lavorare per uniformare.
Vorrei scrivere di più ma in questo periodo ho davvero i minuti contati, prossima settimana se riesco ad avere un pò più di tempo mi ci metto con più impegno.
Ciao.
Sinceramente c’è davvero poco da aggiungere secondo me, è certamente un bel lavoro e soprattutto finalmente si inizia a vedere un tentativo di sintesi con le procedure ATC.
La cosa più rilevante rispetto alla precedente stesura - correggimi se sbaglio - è quella dello “step 1”: Step 1 Request delay information when required (in accordance with 4.3.7.2.1).” Che mi sembra un “invito al dialogo” derivante dal fatto che spesso si è notata una certa titubanza e mancanza di chiarezza nel comunicare il proprio stato di urgenza al controllo del traffico.
La mia riflessione è che la teoria c’è, bisogna metterla in pratica ed essere sicuri che tutti sappiano farlo, ma questa è in fondo è una mera questione nozionistica.
Ancor prima, bisognerebbe fare di tutto per evitare di arrivarci a metterla in pratica, e l’unico modo è lavorare sugli aspetti “grigi” di pianificazione e gestione del carburante in volo, aspetti “grigi” che probabilmente sono maggiori in alcune realtà ed un pò meno in altre.
A proposito di questo, qualche giorno fa è uscito il rapporto sicurezza 2017 dell’ANSV:
http://www.ansv.it/cgi-bin/ita/Rappo...NSV%202017.pdf
In allegato B c’è uno studio sulle “fuel policy” derivante dal trend negativo di eventi connessi a “low fuel” che non sono diminuiti, anzi. Secondo me è finalmente un documento ben fatto, che dovrebbe far riflettere su un’altro aspetto sul quale si dovrebbe lavorare per uniformare.
Vorrei scrivere di più ma in questo periodo ho davvero i minuti contati, prossima settimana se riesco ad avere un pò più di tempo mi ci metto con più impegno.
Ciao.
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Deci ti ringrazio!
Il link é utile e sinceramente non lo conoscevo. Grazie ancora.
Paul,
hai colto nel centro come sempre.....
Attualmente in EASA c'è una role making room aperta sul Fuel Planning. Come ho qualcosa la condivido....
scusate il ritardo nella risposta. .. anche per me un periodaccio.....
Grazie per i preziosi contributi come sempre!
Il link é utile e sinceramente non lo conoscevo. Grazie ancora.
Paul,
hai colto nel centro come sempre.....
Attualmente in EASA c'è una role making room aperta sul Fuel Planning. Come ho qualcosa la condivido....
scusate il ritardo nella risposta. .. anche per me un periodaccio.....
Grazie per i preziosi contributi come sempre!
