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in the area of ATM training at the
Institute, offering a cost-efficient solution, especially
for smaller Member States.
The Institute library is part of the EUROCONTROL
library network. It allows for remote access to
customers via the Extranet.
E-LEARNING
E-learning provides services to the other training
units of the Institute and directly online.
The Learning Management System has now
been fully operational for a year and the numbers
of users and the volume of content continues
to expand. At the end of 2003, there were
1,400 active students enrolled on e-learning
courses. There was a total of 65 individual modules
online, on average one module equates to
one hour of study. At the end of 2003, students
had completed a total of 3,464 modules.
51
PAGE
INSTITUTE OF AIR NAVIGATION SERVICES
As mentioned earlier, a significant step has been
the development and introduction of a blended
learning course for OJTI. Originally, OJTI was a
two-week classroom course. The theoretical
study is now carried out by e-learning, following
which the student attends a one-week, classroom-
based course. This provides cost-saving
advantages to the Member States and also gives
students time to study quite complex theories at
their own pace.
cfmBalanciung Demand
and Capacity
52
PAGE
2003 saw air traffic once again setting record-breaking
figures and substantial savings being made as a
result of sharp reductions in delays.
This is a most encouraging indication that the confidence
established between the Central Flow
Management Unit (CFMU) and its partners has
allowed an adequate balance to be found between
demand and supply.
The air traffic management system needs to be
operated as an effective network. In this respect,
collaborative decision-making played an increasingly
important role in 2003.
The CFMU continued to expedite traffic flows by
adapting constantly to the changing circumstances
and traffic demand, adopting the necessary pre-tactical
and tactical measures and operating in close
coordination with all its partners in the air traffic
management network.
© Steve Hall
The principal objectives of the Central Flow
Management Unit (CFMU) have always been to
protect air traffic services against the overdelivery
of aircraft, while at the same time
enabling aircraft operators to carry out their
flight operations with the minimum of disruption.
During 2003 the level of traffic returned to
record breaking figures, signalling an end to
the depression experienced by the aviation
industry following the September 11 attacks
and the subsequent SARS problem. This return
to overall growth was matched by record low
levels of delay, a clear indication that the efforts
being undertaken by all concerned are succeeding
and a reminder that, with continued
growth being forecast, these efforts must continue
to succeed.
Although the basic objectives of flow management,
which of course concern safety and efficiency,
remain unchanged, the manner in
which they are achieved is constantly evolving
in order to provide a more accurate, efficient
and cost-effective service. A consolidated Air
Traffic Flow and Capacity Management
(ATFCM) Strategy has been proposed in which
it is emphasised that air traffic flow management
must not be restricted to slot allocation
mechanisms but should also be extended to
the optimisation of traffic patterns and capacity
management.
CENTRAL FLOW
MANAGEMENT UNIT
In addition to the CFMU's developments to
improve its own processes, the global ATM environment
in which the CFMU operates is also
evolving and, given the CFMU's centralised, pan-
European role, it is all the more important that
the CFMU systems are capable of adapting to
new requirements, allowing the CFMU to integrate
its services more easily within the developing,
collaborative,ATM environment, to the benefit
of all concerned.
AIR TRAFFIC FLOW MANAGEMENT
The EUROCONTROL Provisional Council requested
that the average delay per flight during the
2003 summer season (May-October) should not
exceed 2.8 minutes per flight. Furthermore, the
average delay caused by en-route regulations
should not exceed 2.1 minutes. This is known as
the “delay target”.
The traffic forecast for the ECAC area for 2003
predicted a 2.2% increase while the delay forecast,
derived from the traffic forecast, predicted
1.1 minutes delay per flight, of which 0.5 minutes
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本文链接地址：
EUROCONTROL Annual Report 2003(25)
