The DFS is modernising the management of IFR departures
As air traffic increases, not only does the control of aircraft in the air become more important, but also the efficient organisation of ground movements. Particularly at larger airports, unnecessary waiting times between engine start, taxiing and take-off can lead to delays, increased fuel consumption and additional environmental pollution.
Against this backdrop, DFS Deutsche Flugsicherung has revised its previous regulation from 1994 and replaced it with a new event procedure. The regulations apply to all aircraft taking off under instrument flight rules from aerodromes for which DFS is responsible for aerodrome control.
This means the change affects not only commercial aviation but also numerous operators of business jets, air rescue organisations and IFR-flying private pilots.
What specifically changes
The core of the new regulation is comparatively simple.
Previously, takeoff clearances were sometimes requested significantly earlier than the aircraft was actually ready for departure. This occasionally resulted in aircraft having their engines running while still having to wait on the ground for a considerable time due to air traffic control measures or slot restrictions.
In future, an engine start clearance shall only be requested once it is ensured that the engines can actually be started within five minutes of the clearance being granted.
This is to prevent aircraft from waiting unnecessarily long on the apron with their engines running.
Better use of start slots
Behind this seemingly small change lies a much larger system.
European air traffic is currently managed by a highly complex network of traffic flow management measures. The so-called Network Manager System by Eurocontrol coordinates thousands of flights across Europe daily.
So-called CTOTs (Calculated Take-Off Times) play a central role in this. These calculated take-off times ensure that aircraft do not fly into overloaded airspace at the same time.
If an aircraft misses its scheduled departure time or is reported ready for departure significantly too early, this can have an impact on numerous other flights.
The new DFS regulation therefore supports pan-European efforts to adhere even more precisely to take-off times.
Delays under 20 minutes
The new treatment of delays is particularly relevant in practice.
If the expected waiting time is under 20 minutes, pilots are generally given clearance to start the engines immediately.
For the cockpit crew, little changes in these cases. The procedure remains largely identical to the methods currently in use at most controlled airports.
The new regulation is therefore likely to be hardly noticeable for many pilots, especially at airports with moderate traffic levels.
Larger delays will be more transparent
The situation is different with longer waiting times.
If a delay of at least 20 minutes is expected, air traffic control will in future inform pilots when the pushback can commence or how long the delay is likely to last.
This offers several advantages.
The crew can use the remaining time productively without having to monitor already running engines. At the same time, fuel consumption, emissions, and noise pollution are reduced.
Particularly with modern business jets and airliners, even a few minutes of unnecessary idling can incur significant costs.
Significance for general aviation
Even though the regulation might initially seem more relevant to airlines, it affects numerous areas of general aviation.
Many business jets, air ambulances, survey aircraft and privately operated IFR aircraft regularly depart from airports with DFS aerodrome control.
For these operators, there will be clearer procedures in the future for longer delays.
Operators of turbine-engine aircraft, in particular, benefit from a reduction in unnecessary engine running times. In addition to fuel costs, maintenance costs also play a role, as many components are assessed based on operating hours.
Every avoided minute of idling can therefore contribute to lower operating costs in the long term.
Environmental and noise protection as an additional factor
The new regulation also aligns with a Europe-wide trend to make ground operations more efficient and environmentally friendly.
At many airports today, measures are already in place to reduce engine running times. These include single-engine taxi procedures, electric towing vehicles, or optimised pushback processes.
The DFS regulation adds a further component to these measures.
Less unnecessary engine running time means less fuel consumption, lower CO₂ emissions, and reduced noise pollution for residents.
Against the backdrop of rising environmental requirements, this aspect is becoming increasingly important.
Part of a larger European trend
The introduction of the new referral procedures does not stand alone.
In recent years, numerous measures have been introduced across Europe to manage air traffic more efficiently. These include Airport Collaborative Decision Making (A-CDM), improved traffic flow management by Eurocontrol, and modern forecasting systems for traffic loads.
The aim of all these measures is to make better use of the existing infrastructure, reduce delays and, at the same time, maintain safety at the highest level.
The new DFS regulation fits seamlessly into this development.
Impacts on cockpit practice
For IFR pilots, the new regulation mainly means an adjustment to their usual procedures.
Communication with air traffic control will in future be more closely aligned with actual readiness for departure. Flight preparations should therefore be completed as far as possible before the clearance to taxi is requested.
A more precise schedule becomes important, particularly for more complex aircraft with longer preparation times.
In practice, however, this should quickly become routine, as the procedures are clearly defined and simple to apply.
Conclusion
The DFS's new commencement procedures may appear at first glance to be a minor administrative change. In reality, however, they reflect the ongoing modernisation of European air traffic management.
By more closely linking the commencement release and actual readiness for departure, waiting times, fuel consumption, and unnecessary engine run times will be reduced. At the same time, adherence to take-off slots will be improved and the efficiency of the entire system will be increased.
For IFR pilots, the new regulation primarily means slightly more precise planning of the departure process. In the long term, however, all parties involved – from air traffic control and operators to the environment – will benefit from a better-coordinated and more resource-efficient ground operation.
Source references:
NFL
