Documentation

The home page performs no operational calculations.
The Dark/Light button changes the theme and saves your choice in the browser.
Some menu links depend on the connection recognised by the application.

With an active pilot connection, opening DMAN or AMAN redirects you to CDM.
Both controller tools require an active ATC connection.

TOBT cannot be more than 15 minutes before EOBT.
With an EOBT of 14:30, 14:15 is accepted and 14:14 is rejected.
The comparison accounts for crossing midnight.
Submission is also rejected when the IVAO flight plan contains an actual departure time: this is the criterion used here to identify an activated flight plan.

Without a saved TOBT, departure calculations use EOBT; the TOBT display remains “−” and the input may be prefilled with the flight plan time.
TSAT comes from DMAN: it adds taxi time to the reference time, accounts for CTOT and other departures, then subtracts taxi time and the permitted queue margin.
The full formula is in the DMAN calculations panel.
An asterisk after TSAT means the flight has a CTOT.

Before CLD, TOBT turns blue during the 20 minutes before it is due, then red once it has passed.
TSAT is green from five minutes before until five minutes after its time, then red afterwards.
These colours help you identify the planned time; they do not grant a clearance or define a regulatory take-off tolerance.

The counter displays current time − SOBT in minutes: a negative value means the planned time is still ahead; a positive value means it has passed.
It measures neither CTOT delay nor actual waiting time on the ground.

Check that you are signed in to the correct IVAO account, have an active pilot connection and have filed a flight plan.
The list excludes VFR flights, flights that have already left their departure airport and flights that have completed their arrival.
If IVAO data has just changed, allow the next update to arrive.
A data source may also be unavailable.

Check the HHMM format, the EOBT − 15 minutes limit and whether the IVAO flight plan is activated.
A blank TSAT may mean the runway or taxi time is unknown; report it to the controller for a check in DMAN.
Keep your TOBT realistic.

The reference time is the submitted TOBT, or the flight plan EOBT if none is available.
Taxi time depends on the parking area and runway.
If the parking area is unknown, the system uses the longest known taxi time for each runway at the airport.
The Min TT strategy chooses the shortest taxi time among candidate runways; other strategies also filter by route and local rules.

The sequence is calculated separately for each airport and runway.
Flights with a CTOT come first, in ascending CTOT order; the others are sorted by ETOT.
Ties are resolved by ETOT, then callsign.

• ETOT = reference time + taxi time.
  For an ACT flight, the sequence uses ASAT + taxi time.
• TTOT = max(ETOT, CTOT if present, previous TTOT + spacing).
• TSAT = max(ETOT − taxi time, TTOT − taxi time − pressure).
• Runway Wait = TTOT − ETOT: the calculated sequencing delay, not a measurement of actual waiting time at the runway.

The defaults are 15 minutes of pressure and 2 minutes of spacing.
Pressure represents the queue margin allowed in this calculation.
An asterisk on TSAT and a “c” after TTOT indicate a CTOT.
After ACT, the card displays ASAT in place of TSAT.

A flight that is not activated is hidden more than 40 minutes before TOBT, or EOBT if no TOBT is available.
Between 40 and 20 minutes before, a “TOBT − 15” reminder replaces the CLD button on the card.
An IFPS error also hides this button: open the flight details and read the message.
Also check that the aircraft is on the ground, its flight rules are non-VFR and the flight is your responsibility.

A blank TSAT may result from a missing time, runway or taxi time: the flight details provide diagnostics.
A missing SID may indicate an unknown route/runway/configuration combination.
SUSP corresponds to the FLS state and calls for checking the flight’s situation with the pilot and FMP.
PDC Fail indicates a transmission failure: check the clearance with the pilot rather than assuming it was received.

For a scheduled runway change, the calculation applies a transition from five minutes before the scheduled time until five minutes after it, excluding the end time.
Active departure and arrival runway lists are temporarily empty; capacity, pressure and spacing become zero.
For example, a change at 15:00 has a transition from 14:55 up to, but not including, 15:05.
Check the airport schedule before treating this as missing data.

An arrival is positioned at FMP snapshot time + estimated time remaining.
A departure is positioned at its DMAN TTOT.
Aircraft whose position data shows they are already on the ground are removed from the arrivals list.
The Arrival Load chart counts movements in 15-minute periods.

For a runway with a positive arrival capacity C in aircraft/hour, the theoretical spacing is round up(3600 / C) seconds.
After sorting by ETA, the first slot equals its ETA, then next slot = max(next ETA, previous slot + spacing).
Delay is the slot–ETA difference, rounded up to the next whole minute.

In the current version, this delay is separate information: the card stays at its ETA, even where some legends mention TLDT.
This capacity calculation does not apply a wake turbulence separation matrix or combine departures and arrivals under a common spacing rule.

For the arrival runway, a manual assignment that is still active has priority, followed by the AMAN strategy and, if neither is available, the NMOC prediction.
Min TT looks for the active runway with the shortest taxi time to the assigned stand.
Other strategies match route points against the airport’s rules.
An unresolved runway may leave the flight in an unassigned group.

Check the active runways, airport data and flight route.
Min TT needs an assigned stand and corresponding taxi times.
A missing stand means no usable reservation was found; the responsible controller can open the arrival editor to choose one.

Viewing and editing have different requirements: you can view an airport without being its responsible position.
Check the selected airport and the priority of active positions.
If an arrival has just landed or disappears from the FMP forecast, its old card can no longer be used to edit it.

ETA = FMP snapshot time + estimated time remaining.
For an arrival, the reserved window runs from ETA − 15 minutes to ETA + 120 minutes.
The system can also compare departure reservations, whose window is departure time − 120 minutes to + 15 minutes.
Two windows that touch at their boundary are treated as conflicting.

A stand is available when local rules allow the flight and no reservation or detected occupancy conflict exists.
Rules may cover the aircraft, its category, airline, route and special uses such as cargo, helicopters or private aviation.
Two differently named stands may also be declared incompatible because they share space.

Actual occupancy is estimated from an aircraft on the ground, no more than 0.04 NM from a stand, with groundspeed no higher than 10 kt when known.
A known future departure time can free that position for a later arrival; without a usable time, it remains blocked.

When an arrival is within the next 60 minutes and has no reservation, the system automatically looks for an available stand.
It favours the lowest local priority value, then the stand name to break ties; stands without a priority come after those with one.
The Gate selected by the system box identifies this choice.
You can then select another available stand and update the reservation.

Read the reasons: incompatible aircraft, local restrictions, another reservation or occupancy.
Availability is checked again when saving; a stand that was free when selected may have been taken in the meantime.
Reload the results and choose another option.
Without stand data for the airport, the page cannot offer a reservation.

Use Retry if the FMP forecast is still being calculated or has just failed.
Without a usable ETA, no reservation can be calculated.
Automatic assignment requires a future arrival within the hour, no existing reservation and at least one compatible free stand.
Manual reservations are rejected beyond 36 hours or when the entire arrival window has already passed.

It performs no slot calculations.
When a flight changes to cleared status in DMAN, a task can be created for the linked controller if the required data is available.
The bridge sends these commands in order:

1. #TRAS;CALLSIGN — assume the aircraft;
2. #LBWP;CALLSIGN;SID RWY — assign the SID/runway label, for example LATRA6B 26R;
3. #LBSQK;CALLSIGN;SQK — assign the transponder code.

Each command waits for Aurora’s response, with a one-second pause before the next command.
The bridge receives tasks assigned to the linked VID.
IVAO authentication stays in the browser; the bridge stores an iATFM device credential.

If pairing has expired, restart the bridge.
If Aurora is not receiving commands, check that it is open and accepts the local connection, that the correct account is linked, and that the runway, SID and squawk are filled in.
Diagnostics are written to %LOCALAPPDATA%\iATFM\aurora-bridge.log.

No.
The DMAN state, Aurora commands and CPDLC/PDC transmission are separate.
Check Aurora; for the pilot data link, consult CPDLC log in the flight details.
CPDLC/PDC transmission is skipped if no clearance request has been received.

For each minute, the engine calculates load = the maximum of (OC ÷ peak capacity) and (E/H ÷ hourly capacity), multiplied by 100.
A missing or zero capacity cannot produce a usable percentage.
High load can therefore come from occupancy, entries or both.

The map groups the forecast into one-hour slices over six hours.
Within each slice, it uses the highest load level sustained for at least 15 consecutive minutes.
A very brief peak therefore does not affect the colour in the same way as a sustained overload.
Detailed values are sampled every five minutes.

The Heatmap legend marks 60%, 80%, 100% and above 100%.
The Regulation layer uses a different measure: the average delay of flights whose CTOT is attributed to that volume.
Its bands are below 15, 15 to below 30, 30 to below 45, and at least 45 minutes.

Simulation adds position callsigns to your local coverage display.
It does not connect any controller to the network.
A Booking reservation is also separate from an actual connection.
Weather layers have their own forecast time: check it alongside the traffic period.

First check the filters, altitude range, selected layer and ground/VFR/military visibility.
Remove a filter with Clear.
If the problem persists, check the data status: an empty or unavailable layer does not prove that there is no traffic.

Heatmap shows load relative to capacity; Regulation shows average delay.
A volume can be busy without an active regulation, or remain regulated after slots have reduced its load.
Always read the legend for the active layer.

NMOC crossing forecasts and alerts cover 120 minutes, in one-minute steps.
The vertical profile can show the complete route beyond that horizon.
The engine uses the route and navigation data, procedures, available active runways, the aircraft performance model and available weather.
It first identifies sector crossings, finds applicable LOA constraints, then recalculates the trajectory when those constraints apply.

A basic travel-time calculation follows minutes = distance in NM ÷ ground speed in kt × 60.
Speed can vary with the flight phase and wind; climb and descent account for performance and constraints.
The profile is therefore more than a straight line at the requested level.

Sector boundaries are checked against horizontal position and altitude.
Intersections between two samples are interpolated: a boundary can be crossed between minute marks.
The chart uses distance in NM when available, otherwise time; check its axis before comparing two markers.

If no usable route trajectory is available, the engine may project from the last observed position: distance = ground speed × time, using the available heading and altitude.
With an unusable or near-zero speed, the position stays fixed.
Unresolved points and missing data therefore limit the result.

Special area alerts check the trajectory against the area’s vertical limits and active periods.
They apply to the civil flight types handled by the engine.
They describe a predicted area crossing; this page does not calculate separation between two aircraft.

Direct access without a callsign is unavailable: open Profile from an aircraft on the map.
A callsign missing from the latest snapshot may have disconnected.
For a different level, check the flight phase, procedures, altitude constraints and LOAs; a requested level is not necessarily maintained throughout the route.

The engine projects flights over 24 hours, minute by minute.
OC counts aircraft present within the volume’s horizontal and vertical boundaries.
E/H adds entries in the displayed minute and the previous 59 minutes; at the start of the forecast, this window is partial.
Airport volumes count departures or arrivals and have no occupancy area.

FMP forecasts include IFR portions: the whole flight for I; from the switch to IFR identified in the route for Z; until the identified switch to VFR for Y.
Flights without usable flight rules and completed arrivals are excluded.
Filters specific to a volume can also exclude a flight.

A peak regulation limits simultaneous occupancy; rate limits entries in rolling 60-minute windows starting during the regulation period.
These constraint windows look forward, while the E/H indicator looks back over the previous 59 minutes.
Nominal capacity alone does not generate a CTOT.

The engine schedules airborne flights first, then ground flights, giving priority to locked CTOTs.
For the others, it searches minute by minute for a delay that meets the constraints.
Without a lock: CTOT = base take-off time + regulation delay.
The base is:
With a known departure reference: effective departure reference + 10 minutes.
Otherwise: calculation time + 10 minutes.
On the ground, the effective reference uses this priority:
1. AOBT, when available.
2. An entered TOBT.
3. The flight plan time.
Several regulations may apply.

FLS appears if the delay exceeds 180 minutes, or if a flight remains on the ground when CTOT + 10 minutes is reached.
FLS is shown separately from ordinary counts.
An ATFMX exemption avoids a slot assignment but leaves the traffic in the load.
Recognised statuses include STS/HEAD, SAR, MEDEVAC, FFR and ATFMX.

No.
ACK acknowledges a notification in your browser; ACT visually marks a window as active.
Notifications flag capacity exceedances lasting more than five minutes.
Only an action in REG changes the regulation.
Profiles, windows and acknowledgements are stored locally: another browser may show a different state.

You must be logged in.
Changes are limited to IVAO AO, DIR or ADIR staff roles and authorised volume prefixes, with configured administrative exceptions.
Being a controller or opening FMP does not grant these permissions.
Also check the period and volume in the form.

The page uses FMP forecast results, with one row per callsign.
If several volumes contain the same flight, the row from the volume responsible for its CTOT takes priority.
The same callsign is therefore not repeated for every sector crossed.

Departure time uses the effective calculation reference: on the ground, AOBT takes priority, then an entered TOBT, then the flight plan time.
TOBT shows the explicitly entered time when available, otherwise that departure reference.
Once the aircraft starts moving, Departure time and TOBT may therefore differ.
Flight List displays the value; changes are made in CDM or DMAN.

The delay is the shift assigned by the regulation.
Unless the CTOT is locked, the take-off calculation base includes ten minutes after the departure reference.
CTOT − TOBT is therefore not necessarily equal to the displayed delay.
See DMAN for TSAT, taxi and sequencing calculations.

ATFMX replaces the CTOT time for an exempt flight.
FLS replaces the delay when it exceeds 180 minutes, or when the flight remains on the ground at CTOT + 10 minutes.
REA indicates readiness; the indicator beside the callsign marks an activated flight.
The REA button is no longer offered after activation.

Not necessarily: without a CTOT, FLS or ATFMX, it does not appear in this list.
Look for it in CDM, DMAN or on the map.
Also check the flight’s connection, flight plan and data freshness.

A REA badge means readiness has already been declared.
A dash may mean you are not managing the departure, you are not logged in as a recognised controller, or the flight is activated.
Being an FMP or pilot does not itself give access to this button.

Each value covers one minute; the range includes its start and excludes its end.
Occ counts distinct IFR aircraft observed inside the volume during that minute, using its altitude limits and filters.
Several observations of the same aircraft do not count as several aircraft in that volume.

E/H(t) = entries recorded during t and the previous 59 minutes, including before the start of your search when those records exist.
An entry requires an observed transition from outside.
An aircraft first seen already inside a sector counts towards occupancy, but its entry time is unknown and does not create an entry.

Tracking gaps and implausible movements must not invent a crossing.
The engine separates observations when their continuity cannot be used.
For airport volumes, E/H uses observed ground/air transitions at departure or arrival; these volumes have no occupancy area.

Missing data between two observed values is filled with their mean rounded to the nearest integer, with halves rounded up, using the same value for every minute in the gap.
Leading or trailing gaps without observations on both sides remain empty.
Zero is a valid observation, not missing data.
Filled values are not additional observations.

Positions are retained for seven days.
Counts use the current volume definitions and capacities: they do not automatically reconstruct the previous configuration.
CAP shows peak for Occ and hourly entry capacity for E/H.
Account for data or filter warnings when interpreting the results.

FMP is a forecast based on the data available at the time.
STATS recounts positions actually recorded, using current definitions.
Route changes, disconnections, missing observations or changes to a volume can explain a difference.

No.
It may fall outside retained records, predate the start of recording or lack observations.
Shorten the period and check the missing-data information.
A zero result, by contrast, represents an observed minute with no traffic counted in the selected volume.

No operational calculations are implemented on this page.
There is therefore no ATC counting method to apply or result to interpret here.

No.
This is the intended screen for a feature that is not yet available.
Signing in with another role will not reveal additional statistics.

No calculations by country are implemented here.
Adding values from several volumes can count the same aircraft more than once if the areas overlap: the result is not automatically a count of distinct flights by country.

No.
Results are missing because the feature is not yet available, equally for all three roles, rather than because of a permission you need to unlock.

The system compares two successive states.
FPL marks the first detection of a flight plan.
DLA marks a change to the departure time alone.
CHG marks other changes.
DEP marks a detected departure.
ARR marks a detected arrival.
TOBT, AOBT and REA record timings and the change to ready status.

SAM appears when a CTOT is first assigned.
SRM appears when the CTOT or its associated volume changes.
SLC appears when the CTOT is removed without suspension.
FLS appears when the flight becomes suspended.
The displayed time is the observation time.
Events are retained for up to seven days, with a limit of 5,000 events.

The event was detected, but the full message text requires fields that are missing.
Strict ATFCM messages require IFPLID and TAXITIME, among other fields, which this generator does not currently provide.
An entry therefore proves neither that an external message was sent nor that it was received.

No capacity or slot calculations take place here.
The page collects errors from sources such as forecasts, navigation data, weather or saved states.
It is not a complete audit log of all member actions.

A page not found error may simply mean that your account cannot access Logs.
An empty list means this diagnostic view exposes no errors at that moment; it does not certify that every data item is complete.

Check your role and active connection on IVAO, the account used on the website and, for pilots, the flight plan.
Allow the traffic data to update.
For a CDM departure, the aircraft must still be on the ground.
The menu depends on the session data known to the server; signing in to the website alone does not create a network session.

First compare the callsign, volume, metric and time.
FMP: forecasts load.
STATS: reconstructs observations.
DMAN: calculates a departure sequence using its taxi times.
AMAN: follows arrivals.
The caches do not necessarily update at the same instant.
Read the calculation details for the relevant page before comparing two figures.

Read the message beside the field: an invalid time format, unavailable flight, missing data or insufficient permission can prevent saving.
Then check the value after refreshing.
When asking for help, include the page, UTC time, callsign, action and exact message.
A screenshot of the result or error is more useful than one of the button alone.

They provide preparation and coordination information in iATFM.
Pilots follow the controller’s instructions for operational actions.
Updating a TOBT or reserving a stand does not authorise start-up, taxi or take-off.

Choose a chapter from a contents list or follow the steps for your role, then expand the calculations and questions you need.
“Open” links take you to the relevant application page; they do not grant additional permissions.
This page performs no operational calculations and remains available during your preparation.

For guide editors: HTML comments beginning with CAPTURE DOC- identify suggested illustration locations, the states to show and recommended annotations.
Use demonstration data and hide personal information.