NBAA Making Traffic Flow Management Work for You The Basics of Operating in the National Airspace System (NAS)

Transcription

1 NBAA Making Traffic Flow Management Work for You The Basics of Operating in the National Airspace System (NAS) Presented by: Jim McClay, NBAA John Kosak, NBAA Atlanta, GA October 19, 2010

2 An Overview What is Traffic Flow Management and how does it help? Exists to help minimize delays to your flight operation What is Collaborative Decision Making? Gathering input from all stakeholders before making a decision TFM is accomplished through the ATC organizational structure: Tower TRACON (if applicable) ARTCC 20 of them ATCSCC Air Traffic Control System Command Center. 2

3 Cause of Delays What is a delay? a reportable delay is one exceeding 15 minutes Delays can occur as a result of a number of things: weather volume equipment runway other - aircraft incidents, special events, etc. 3

4 Common Trouble Spots NY metro area (ZNY/N90) Due to airspace complexity DC metro area (ZDC/PCT) Issues with traffic to NY metros & Boston due to overhead stream San Francisco (SFO) Due to bay area low ceilings daily Atlanta (ATL) Due to volume (the world s busiest airport) Miami (ZMA) and Jacksonville (ZJX) Centers Due to thunderstorm activity. 4

5 Air Traffic Control System Command Center (ATCSCC) Located in Herndon, VA near Dulles Airport (IAD) Location of the NBAA GA Desk Oversees all 20 ARTCCs and manages the overall flow of air traffic within the NAS Is responsible for coordinating traffic management initiatives (delays) Responsible for managing airspace, not individual aircraft. 5

6 FAA Centers 6

7 FAA Resource Glossary of Terms 7

8 TMI Overview What are Traffic Management Initiatives (TMIs)? There are two basic types of TMIs: terminal en route Compliance is mandatory with both. 8

9 FAA Resource Operational Information System (OIS) 9

10 Scope Explained So, how do we know who will be affected by a Traffic Management Initiative (TMI)? Scope: Distance ex miles +CZY Center ex. ZTL+ZOB+ZBW Tier ex. 1STTIER or 2NDTIER INTERNAL Time. 10

11 Terminal TMIs Terminal TMIs are composed of: Ground Delay Programs (GDPs) DAS Mode GAAP Mode Ground stops Special Traffic Management Programs (STMPs) These initiatives are used to manage traffic to a particular airport 11

12 Ground Delay Programs (GDPs) DAS Mode Designed to handle a larger amount of traffic heading to an airport than its current and expected acceptance rate can handle Flights are assigned delays in order to spread the arrival demand out into succeeding hours Expect Departure Clearance Times (EDCTs) are valid +/ 5 minutes GDPs only affect traffic TO an airport and only to THAT airport Options to avoid a GDP include: Going to an alternate airport (nearby airports are NOT included in the GDP, although they may have restrictions of their own.) Moving your departure time earlier or later 12

13 Ground Delay Programs (GDPs) DAS Mode 13

14 Ground Delay Programs - GAAP Mode Another type of GDP - designed to accommodate an expected, but unknown number of unscheduled flights at an airport Once an airport acceptance rate is determined, slots are created during each hour that the program runs, into which pop-up flights are placed as their flight plans enter the system this controls the number of flights that can file into a particular hour A maximum delay value is set EDCTs are given just like a GDP Flights already in the system (known demand) receive less delay, while new flights (pop-ups) move into best available open slots and can receive up to the maximum delay. Options to avoid a GAAP or minimize your delay include: Filing as early as possible through a flight plan service provider Going to an alternate airport 14

15 Ground Delay Programs - GAAP Mode 15

16 GDP GAAP vs. DAS 16

17 Ground Stops Ground stops are the most restrictive form of TMI and are: commonly used if an airport has a sudden weather change or an equipment outage (example: FL thunderstorms impacting terminals) normally short-term often transitioned into GDPs All traffic, within the scope of the ground stop, heading to that airport, is held at their departure airport Flights are not assigned EDCTs in a ground stop, since an end time for the stop is not usually predetermined. Rather, the update time can tell you when the program MIGHT revise or end. Just like GDPs, ground stops only affect traffic TO an airport and only THAT airport However, airports that are nearby may be affected if the ground stop is due to an airspace saturation issue. 17

18 Ground Stops 18

19 FAA Resource Advisories Database 19

20 FAA Resource Operations Plan 20

21 FAA Resource EDCT Lookup Page 21

22 Pop Quiz 1. What is a reportable delay, according to the FAA? A delay exceeding 15 minutes 2. If there is a GDP at LGA, will you have an EDCT for your flight to TEB? No GDPs and ground stops are airport-specific 3. If there is a GDP at PHL, will you receive an EDCT for your flight from PHL to ORD? No, the GDPs are for arrivals only. 4. How often is the Operations Plan updated and where can you find the details? Every 2 hours; in the Advisories Database 5. If there is a 2 nd Tier ground stop at Atlanta (ATL) and you are departing from Denver (DEN), would you be impacted? 22

23 FAA Centers 23

24 Special Traffic Management Programs (STMPs) STMPs are used to provide special handling to accommodate above normal traffic demand at special events, such as sporting events and air shows Usually put into place days or weeks in advance For STMPs involving arrival or departure slots, reservations must be made in advance Two places to find information: e-stmp NTAP Fewer STMPs have been used recently 24

25 FAA Resource e-stmp This is where you can make reservations for STMP programs 25

26 FAA Resource NTAP (Notices to Airmen) This is where you can find details on STMPs 26

27 FAA Resource NTAP (Notices to Airmen) 27

28 En route TMIs En route TMIs are composed of: Miles-in-Trail (MIT) and Minutes-in-Trail (MINIT) Traffic Management Advisor (TMA) Airspace Flow Programs (AFPs) Reroutes/ Other route tools Used to manage traffic during the en route stage of flight. Generally not airport-specific they control traffic into, or through, an area (except for TMA) 28

29 FAA Resource Collaborative Convective Forecast Product (CCFP) 29

30 FAA Resource Localized Aviation MOS Program (LAMP) 30

31 Miles-in-Trail (MIT) / Minutes-in-Trail (MINIT) An older technique utilized by traffic flow managers to create spacing between aircraft. Commonly used and can affect both departures and arrivals. MIT is put into place in order to allow adequate space to deviate between aircraft in a stream of traffic. Many times, MIT is used in lieu of a GS or GDP MIT restriction information can be found on the Current Restrictions page. 31

32 FAA Resource Current Restrictions 32

33 TMA Traffic Management Advisor Concept of Operation: TMA seeks to schedule aircraft to the active runway threshold, with the least amount of delay. EWR

34 Airspace Flow Programs (AFPs) Designed to manage the volume of traffic though a specific piece of airspace, without penalizing any one airport. A Flow Control Area (FCA), which is a line in space, is drawn where the constraint will be and a rate is set, reflecting how much traffic per hour can cross that line. Flights filed through the FCA are issued delays and EDCTs much like a GDP. However, in this case, the EDCT is designed to have the aircraft arrive at the FCA boundary at a particular time. 34

35 Airspace Flow Programs (AFPs) AFPs can be created and implemented almost anywhere in the NAS - however, the most common AFPs are canned The most common AFPs control traffic from the western US to the northeast. In recent months, traffic managers have experimented with other AFPs, including one which controls traffic into Florida from the north.

36 Airspace Flow Programs (AFPs) Two of the most common AFPs are FCAA05 and FCAA08, used to control traffic into the northeast.

37 Reroutes Reroutes are issued both by FAA Advisory and tactically by ATC Types of Routes: Preferred Routes Playbook Reroutes Coded Departure Routes (CDRs) in the Route Management Tool (RMT) 37

38 FAA Resource Current Reroutes Types of reroutes RQD RMD FYI 38

39 How to Read a Reroute 39

40 FAA Resource National Playbook Routes Types of Playbook routes Airport-specific routes Airway Closure routes East/West Transcon routes Regional routes 40

41 SERMN South Routes to IAD Origin: EWR LGA JFK TEB HPN Route: DIXIE V1 LEEAH V229 PXT V157 TAPPA V286 BRV BARIN1 IAD Altitude: 6000 FEET IAD

42 NY Metro Arrival Gates

43 North Gates NY Metro Departure Gates West Gates East Gates South Gates

44 CAN 1 EAST Route As mentioned a few moments ago, the CAN 1 EAST route is an example of a West to East Transcon route. This route is commonly used when weather forms over the upper mid-west, blocking traffic headed to the northeast. The CAN 1 EAST allows traffic to overfly Canadian airspace to get north of the constraint. This reroute requires coordination with NAVCANADA to ensure that they can accommodate the increased traffic in their airspace.

45 CAN 1 EAST Route

46 AZEZU Routes One of the most common reroutes that impacts business aviation are the AZEZU routes These are designed to handle traffic between the northeast and Florida. Particularly used when there is a weather constraint onshore and ATC is trying to move as much traffic as possible offshore. It can be used either north to south or south to north. The routes are only available at FL310 or higher. Before accepting the routes, operators must ensure that their aircraft is equipped to operate over-water.

47 AZEZU Routes

48 Coded Departure Routes CDRs are identified by a unique eight-letter identifier, such as "TEBAPFAZ." TEB is the departure airport. APF is the arrival airport. AZ is a note that tells the local facility that this route uses the AZEZU deep water route. The alternate is having the controller read off the following full route clearance while you write it down: KTEB DIXIE V276 PREPI OWENZ LINND AZEZU L453 PAEPR M201 BAHAA AR21 CRANS LLNCH KAPF

49 Questions?

50 Contact Information: Jim McClay John Kosak 50

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