The ICAO Documents cover a range of matters from regulation to guidance.
The allocation of ATFM departure slots shall give priority to flights according to the order of their planned entry into the location at which the ATFM measure will apply, unless specific circumstances require application of a different priority rule which is formally agreed and is of benefit to the EATMN.The first subparagraph may be applied to flights which are unable to accept the re-routing option to avoid or alleviate congested areas, taking into consideration the location and extent of the congested area.1.
When an ATFM measure has to be applied, ATS units shall coordinate through the local ATFM unit with the central unit for ATFM in order to ensure that the choice of measure is made with respect to the optimisation of the overall performance effects on the EATMN.2. PANS-OPS is an air traffic control acronym which stands for Procedures for Air Navigation Services – Aircraft OPerationS.PANS-OPS are rules for designing instrument approach and departure procedures.Such procedures are used to allow aircraft to land and take off when instrument meteorological conditions (IMC) impose instrument flight rules (IFR). The pilot is responsible for these corrections, except for the temperature correction when being vectored by ATC or issued a direct routing as documented in ICAO Doc 4444, PANS-ATM, $ 8.6.5.2 (see footnote 3). When necessary, ATS reporting offices shall facilitate the exchange of information between pilots or operators and the local or the central unit for ATFM.3.
Chapter 8.3 (exemptions from ATFM slot allocation) of ICAO Doc 7030, European (EUR) Regional Supplementary Procedures (5th edition 2007). Appears to be the most current editions as well. Note: Doc 9646 was published in 1995 and contains information available as of October 1993.
Annexes 2, 5, 7 & 8 contain international standards and no recommended practices (RPs). Any operator, airport managing body and ATS unit shall be entitled to report to the airport slot coordinator on repeated operation of air services at times that are significantly different from the allocated airport slots or with the use of slots in a significantly different way from that indicated at the time of allocation, where this causes prejudice to airport or air traffic operations.4. ReportFinancial Statements and Report of the External Auditor for the Financial Period Ending 31 December 2005Financial Statements and Report of the External Auditor for the Financial Period Ending 31 December 2006Assembly Resolutions in Force (as of 28 September 2007)Financial Statements and Report of the External Auditor for the Financial Period Ending 31 December 2007Financial Statements and Report of the External Auditor for the Financial Period Ending 31 December 2008Financial Statements and Report of the External Auditor for the Financial Period Ending 31 December 2009Assembly Resolutions in Force (as of 8 October 2010)Manual for the Oversight of Fatigue Management ApproachesFinancial Statements and Report of the External Auditor for the Financial Period Ending 31 December 2010 (Revised)Financial Statements and Reports of the External Auditor for the Financial Period Ending 31 December 2011Financial Statements and Reports of the External Auditor for the Financial Period Ending 31 December 2012Report by the Second CAEP Noise Technology Independent Expert Panel. Novel Aircraft-Noise Technology Review and Medium- and Long-Term Noise Reduction GoalsAssembly Resolutions in Force (as of 4 October 2013)Guidance on Environmental Assessment of Proposed Air Traffic Management Operational ChangesFinancial Statements and Report of the External Auditor for the Financial Period Ending 31 December 2013Financial Statements and reports of the External Auditor for the Financial Year Ended 31 December 2014Financial Statements and Reports of the External Auditor for the Financial Year Ended 31 December 2015Assembly Resolutions in Force (as of 6 October 2016)Financial Statements and Reports of the External Auditor for the Financial Year Ended 31 December 2016Financial Statements and Reports of the External Auditor for the Financial Year Ended 31 December 2017Financial Statements and Reports of the External Auditor for the Financial Year Ended 31 December 2018Assembly Resolutions in Force (as of 4 October 2019) Operators shall submit a report to the central unit for ATFM on each non-compliance to ATFM measures providing details of the circumstances that resulted in a missing flight plan or multiple flight plans and the actions taken to correct such non-compliance.6. Member States shall ensure that, where requested by an airport slot coordinator or a managing body of a coordinated airport, the central unit for ATFM or the local ATFM unit shall provide them with the accepted flight plan of a flight operating at that airport, before that flight takes place. This Regulation shall apply to the following parties, or agents acting on their behalf, involved in ATFM processes:air traffic service (hereinafter ATS) units, including ATS reporting offices and aerodrome control services;For the purposes of this Regulation the definitions provided for in Article 2 of Regulation (EC) No 549/2004 and Article 2 of Council Regulation (EEC) No 95/93‘air traffic flow management (ATFM) measure’ means the actions taken to perform air traffic flow management and capacity management;‘operator’ means a person, organisation or enterprise engaged in or offering to engage in an aircraft operation;‘instrument flight rules (IFR)’ means instrument flight rules as defined in Annex 2 of the 1944 Chicago Convention on International Civil Aviation (hereinafter Chicago Convention);‘air traffic services (ATS) reporting office’ means an ATS unit established for the purpose of receiving reports concerning ATS and flight plans submitted before the first delivery of an air traffic control clearance;‘local air traffic flow management (ATFM) unit’ means a flow management entity operating on behalf of one or more other flow management entities as the interface between the central unit for ATFM and an ATS unit or a group of such units;‘critical event’ means an unusual situation or crisis involving a major loss of EATMN capacity, or a major imbalance between EATMN capacity and demand, or a major failure in the information flow in one or several parts of the EATMN;‘air traffic flow management (ATFM) departure slot’ means a calculated take-off time attributed by the central unit for ATFM with a time tolerance managed by the local ATS unit;‘route and traffic orientation’ means policies and procedures for the use of routes by aircraft;‘multiple flight plan’ means more than one flight plan for the same intended flight between two airports;‘air traffic service (ATS) unit sector configuration’ means the four dimensional description of an ATS unit airspace sector, or group of sectors, which may be operated on a permanent or temporary basis;‘aerodrome taxi time’ means the pre-determined time value from off-block to take-off, expressed in minutes and valid during normal airport operations;‘updated flight position’ means aircraft position, updated by surveillance data, flight plan data or position reports;‘air traffic control clearance’ means the authorisation for an aircraft to proceed under conditions specified by an air traffic control unit;‘flight plan suspension’ means the process initiated by an entity performing ATFM to ensure that a change is made to the flight plan by the operator before the execution of the flight;‘air service’ means a flight or a series of flights carrying passengers, cargo or mail for remuneration or hire;‘operational log’ means a log of the ATFM system, converted into a database to allow quick search of ATFM data.1.