(Airspace Flow Program )

(Airspace Flow Program )
Principles of AFP (Airspace Flow Program )

Before you get started... This training ppt. was created in order to assist all airlines in learning about AFP. Feel free to add or delete slides as you need for your training. Consult with ATA (Jeff Miller) before changing any slides that pertain to policy, procedure or guidelines. Consider sending the “Pilot Bulletin” word document included in this training package to your flight department for distribution. Both presentations, “AFP for Dispatchers” and “AFP for AOC Coordinators” have a link in the presentation to the “AFP Cost Effectiveness” module and the “Principles of AFP” video. The Cost Effectiveness module is very large due to sound files and runs more efficiently through the link. Principles of AFP video is also very large and runs better through the link. If you have the DVD you may choose to play it instead of running the digital file through the ppt. Anyone interested in the “AACS (AFP AOC Coordination Spreadsheet, (see AFP Coordination) module, can contact Loraine Sandusky (COA) at: and Sandy Clover (Metron Aviation) For additional information on AFP go to this website:

The AFP Initiative was developed collaboratively through the CDM/FET
FAA Members Mark Libby, FAA Lead NOM - ATCSCC Glenn Godfrey NTMO - ATCSCC, Forrest Terral NTMO - ATCSCC, Dennis O'Hara STMC - ZDC, Charles McGrady STMC - ZID, Curt Kaler STMC - ZMP Jeff Tichenor STMC - D01 Stakeholder Members James Buckner, Industry POC - Honeywell Global Data, Ed Olsen - Northwest Airlines, Charlie Mead - American Airlines, Mark Hopkins - Delta Airlines, Gary Dockan - US Airways, Steve Scheurer - United Airlines, Jeff Miller - ATA, Jo Damato - NBAA, Marlin Palmer - NavCanada Other Mike Brennan - Metron Aviation, Phil Smith - OSU

The Principles of AFP Training ppts. were developed by the following:
Sandy Clover - Metron Aviation Bill Cranor - Continental Airlines Jo Damato - NBAA Gary Dockan - US Airways Mark Hopkins - Delta Airlines Tim Matuszewski United Airlines Charlie Mead - American Airlines Jeff Miller - ATA Ed Olsen - Northwest Airlines Steve Scheurer - United Airlines Loraine Sandusky - Continental Airlines

Principles of AFP Video
Click on button to start video

Principles of AFP Principles of AFP Video AFP Acronyms The Problem
Current Approach to SWAP AFP Concept AFP Cost and Effectiveness AFP Process Flow AFP Scenario AFP Basic Rules AFP Responsibilities AFP Coordination AFP Resources AFP Questions

AFP Acronyms AFP – Airspace Flow Program
AOC – Airline Operations Control Center ARTCC – Air Route Traffic Control Center ATCSCC – Air Traffic Control System Command Center CCFP – Collaborative Convective Forecast Product CCSD – Common Constraint Situation Display CDM – Collaborative Decision Making CDR – Coded Departure Route CTA – Controlled Time of Arrival DSP – Departure Spacing Program EDCT – Expected Departure Clearance Time ESM – Enhanced Substitution Module ESP – Enroute Sequencing Program ETMS – Enhanced Traffic Management System FCA – Flow Constrained Area FET – Flow Evaluation Team FSM - Flight Schedule Monitor FSS - Flight Service Station GA - General Aviation GDP - Ground Delay Program GS - Ground Stop HITL - Human in the Loop (Testing) LASDR - Low Altitude Arrival/Departure Route MIT - Miles-In-Trail NAS - National Airspace System NBAA - National Business Aircraft Association NESP - National Enroute Spacing Position OIS = Operational Information System RCTL - Re=Controlled SWAP - Severe Weather Avoidance Procedures TFM - Traffic Flow Management TMI - Traffic Management Initiative

Problem Our current tools do not effectively control volume through constrained airspace during SWAP events. Ground Delay Programs to Support SWAP events have not been very effective.

Severe Weather Avoidance Procedures
What causes SWAP? SWAP Severe Weather Avoidance Procedures

A Look at SWAP Intense weather that is close in or moving toward and will probably impact the N.Y. Metro area and/or weather in the Ohio Valley region initiates the SWAP process.

A Look at SWAP CCFP (Collaborative Convective Forecast Product) forecasts the confidence, coverage and altitude of severe weather. When CCFP projects intensity levels of greater than 50% with High Confidence in the Ohio Valley and ZNY there is a good chance re-routes need to take place.

A Look at SWAP Avoidance Procedures are implemented in the form of Miles-in-Trail, Enroute or Departure Spacing, Fix Balancing, Re-Routes, Flow Constraint Areas, Ground Stops, Ground Delay Programs and “GDP in Support of SWAP”

Goals Reduce enroute demand where capacity is limited due to an enroute weather constraint. A more equitable distribution of delays to ALL users of this constrained airspace.

Solution Develop a tool that combines the use of current ...
FCA (Flow Constrained Area) and GDP (Ground Delay Program) related technology to control traffic volume through constrained airspace.

GDP’s Ground Delay Programs? How do they Work?

Ground Delay Programs (GDPs)
Used to control excess arrival demand at airports. Executed through FSM. Assigns ‘arrival slots’ to flights based on airport capacity as indicated by the Airport Arrival Rate. Releases each flight from its departure airport in time to meet its arrival slot. Excess demand … … delayed to match capacity

Flow Constrained Areas
FCA’s Flow Constrained Areas How do they Work?

Flow Constrained Area (FCA)
Displayed on the CCSD (Common Constraint Situation Display). FCA is a function within CCSD that identifies constrained airspace. Normally Associated with RQD Advisories. FCAA01-FCAA06 will be used to monitor traffic. FCAA01-FCAA06 will only be RQD when associated with a CDM Airspace Flow Program Advisory. Demand may be filtered by destination, airways, altitude etc. Flight lists can be produced for flights flying through an FCA.

Current Approach to SWAP

Current Approach to SWAP
On July 7th 2005, to deal with severe weather here … … specialists ran Ground Delay Programs at 14 airports Up until June, 2006 GDP’s were used to slow traffic during SWAP Events.

Traffic managers commonly try to reduce enroute demand through constrained airspace by implementing GDPs in support of SWAP at airports to reduce flows of traffic to major airports. In the past GDPs were used to slow traffic because it was the only tool they had if MIT and route spacing weren't sufficient.

Delayed by GDP in Support of SWAP
Flights that are not routed through the constrained airspace end up taking delays because their destination is a “GDP in support of SWAP” Airport. Delayed by GDP in Support of SWAP

NOT Delayed by GDP in Support of SWAP
Flights routed through constrained airspace end up not taking ground delays because their destination is not a GDP in support of SWAP Airport. NOT Delayed by GDP in Support of SWAP

NOT Delayed by GDP in Support of SWAP
Flights routed through constrained airspace end up not taking ground delays because their destination is not a GDP in support of SWAP Airport. NOT Delayed by GDP in Support of SWAP Airport GDPs do not provide the control needed to manage airspace demand. Total demand in the FCA is barely affected, even by 10 GDPs. Spikes in the demand remain, which will lead to ground stops and other corrective actions. The majority of flights in the FCA are not affected at all (green bars).

Effect of Airport GDPs on En Route Volume
Demand Profile in FCA before Airport GDPs Airport GDPs do not provide the control needed to manage airspace demand Total demand in the FCA is barely affected, even by 10 GDPs Demand Profile in FCA after 10 Airport GDPs Spikes in the demand remain, which will lead to ground stops and other corrective actions The majority of flights in the FCA are not affected at all (green bars)

Airport GDPs are a Bad Solution for En Route Congestion
Airport GDPs do not control airspace demand efficiently Spikes in demand not smoothed leads to ground stops and diversions Total demand barely changed Most flights in FCA not controlled at all FCA Demand Profile Before GDPs Demand Profile After Airport GDPs Airport GDPs delay the wrong flights 80% of the delay went to flights that weren’t part of the problem 80% of the delayed flights were not in the FCA

AFP Concept

AFP Concept Allows traffic managers to apply coordinated delays to all flights requesting use of constrained enroute resources. Uses established infrastructure and procedures for distributing Expect Departure Clearance Times (EDCTs). Customers can avoid imposed ground delays by routing around constrained airspace. Programs can be revised as demand and weather change, to fully utilize all available capacity.

For the Summer of 2006, There are 6 FCA’s that could become AFP’s during a SWAP event in the Northeast.

Flights out of the Northeast are NOT included in FCAA01-FCAA06
When an AFP is issued for one or more of these FCA’s, only flights bound for the Northeast will receive EDCT’s. FCAA02 FCAA04 FCAA06 NESP Rate Guidelines Flow through ZOB: Low Weather Impact: 90 – 100 Rate/Hour Med Weather Impact – 90 Rate/Hour High Weather Impact 70 – 80 Rate/Hour

FCAA01 Note the Filters FCAA01
FCAA01 is defined by the western boundary of ZNY and extending to Lake Erie. Altitude Filters: 120 – 600 Arrival Filters: ZNY & ZBW Departure Filters: None Likely weather for use: Weather close in to or moving toward the N.Y. Metro area. Weather Triggers: Intense weather that is close in or moving toward the N.Y. Metro area and is or will likely directly impact the N.Y. Metro airports. FCAA01 NESP Rate Guidelines Flow through ZOB: Low Weather Impact: 90 – 100 Rate/Hour Med Weather Impact – 90 Rate/Hour High Weather Impact 70 – 80 Rate/Hour

FCAA02 FCAA02 is defined by the northern boundary of ZDC from MRB extending southeastward. Altitude Filters: 120 – 600 Arrival Filters: ZNY & ZBW Departure Filters: None Likely weather for use: Weather close in to or moving toward the N.Y. Metro area. Weather Triggers: Intense weather that is close in or moving toward the N.Y. Metro area and is or will likely directly impact the N.Y. Metro airports. FCAA02 NESP Rate Guidelines Flow through ZDC: Low Weather Impact: 100 – 110 Rate/Hour Med Weather Impact – 100 Rate/Hour High Weather Impact 80 – 90 Rate/Hour

FCAA03 FCAA03 is defined by the western boundary of ZOB and the eastern boundary of ZID. Altitude Filters: 120 – 600 Arrival Filters: ZNY & ZBW Departure Filters: None Likely weather for use: Weather in the Ohio Valley region would likely trigger use of this FCA. Weather Triggers: Lines and popcorn storms. CCFP predicted intensity levels of greater than 50% with High Confidence. FCAA03 NESP Rate Guidelines Flow through ZOB: Low Weather Impact: 70 – 75 Rate/Hour Med Weather Impact – 70 Rate/Hour High Weather Impact 50 – 60 Rate/Hour

FCAA04 FCAA04 is defined by the entire western and southern boundary of ZDC. Altitude Filters: 120 – 600 Arrival Filters: ZNY & ZBW Departure Filters: None Likely weather for use: Weather in the Ohio Valley region or in ZDC airspace. Weather Triggers: Lines and popcorn storms. CCFP predicted intensity levels of greater than 50% with High Confidence. FCAA04 NESP Rate Guidelines Flow through ZDC: Low Weather Impact: 65 – 70 Rate/Hour Med Weather Impact – 65 Rate/Hour High Weather Impact 50 – 55 Rate/Hour

FCAA05 FCAA05 is defined by the western boundary of ZOB and the eastern boundary of ZID. Altitude Filters: 120 – 600 Arrival Filters: ZNY, ZBW, ZDC Departure Filters: None Likely weather for use: Weather in the Ohio Valley region would likely trigger use of this FCA. Weather Triggers: Lines and popcorn storms. CCFP predicted intensity levels of greater than 50% with High Confidence. NESP Rate Guidelines Flow through ZOB: Low Weather Impact: 75 – 85 Rate/Hour Med Weather Impact – 75 Rate/Hour High Weather Impact 55 – 65 Rate/Hour 5 is in the same geographical area. It just includes ZDC

FCAA06 FCAA06 is defined by the entire western and southern boundary of ZDC. Altitude Filters: 120 – 600 Arrival Filters: ZNY, ZBW, ZDC Departure Filters: None Likely weather for use: Weather in the Ohio Valley region or in ZDC airspace. Weather Triggers: Lines and popcorn storms. CCFP predicted intensity levels of greater than 50% with High Confidence. FCAA06 NESP Rate Guidelines Flow through ZDC: Low Weather Impact: 135 – 145 Rate/Hour Med Weather Impact – 135 Rate/Hour High Weather Impact 115 – 125 Rate/Hour

Rates are being validated through HitLs
AFP Rate Guidelines These preliminary rate guidelines were developed based on historical demand. Rates are being validated through HitLs Looking at different wx impact rates and evaluating delays These preliminary rate guidelines were developed based on historical demand POET and PDARS data was used Rates are being validated through HitLs. Data is also being collected on the ETMS 8.2 Test String to develop pop-up factor guidelines.

AFP Benefits Before AFP During AFP versus Distributes delays equitably among flights through the constrained resource. Avoids imposing unnecessary delays on flights that don’t use the constrained airspace. Provides customers with more predictability & flexibility /options (such as rerouting out of the AFP).

AFP Cost and Effectiveness
Module Click this button to start System Capacity: The Cost of Air Traffic System Delays Air Transport Association Estimates as of July 2005 FAA records air traffic control (ATC) delays by cause (e.g., equipment, runways, volume, weather, other), with delays defined as flights arriving at least 15 minutes beyond the scheduled arrival time. In 2004, 86.5 million ATC delay minutes drove an estimated $4.8 billion in direct operating costs for U.S. airlines. On average, extra crew time and fuel burn are estimated to have cost the industry nearly $34 per minute during this period. Maintenance and aircraft ownership costs totaled $20 per minute, while all other costs averaged $3 per minute. Direct (Aircraft) Operating Costs Calendar Year 2004Per Block Minute Fuel $17.05 $1,475 Crew - Pilots Crew - Flight Attendants* Maintenance Ownership Other Total DOCs $57.09 $4,768 * Reflects estimates for passenger carriers only. Note: Costs based on data reported by U.S. passenger and cargo airlines with annual operating revenues of at least $100 million. Delay minutes (86.5 million) taken from FAA Aviation System Performance Metrics (ASPM) data base.

AFP Process Flow

Process Flow The ATCSCC creates an FEA/FCA to support a possible AFP
Traffic Managers and others monitor the demand in the FEA/FCA and apply Traffic Management Initiatives (TMIs) The Traffic Management team plans an AFP to deal with a pending problem The ATCSCC executes an AFP Customers respond to the AFP Traffic Managers monitor demand in the NAS Other TMI’s are applied to address congestion The ATCSCC responds to changing conditions The ATCSCC cancels the program

AFP Scenario

Collaborative Convective Forecast Product
High Confidence Medium Coverage

Operations Plan is sent out indicating Possible AFP
The FCA’s are monitored looking for spikes in demand and weather concentrations. Ops Plan is issued showing AFP Likely and AFP Ad Hoc Telcon scheduled for 1415. The need for checkpoint routes, MIT may be reduced because AFPs.

NESP at the ATCSCC (Command Center) evaluates effect of an AFP
National Enroute Spacing Position monitors all scripted FCA’s, I.e., FCAA01, FCAA02, etc. NESP uses the FSM GDT mode modeling capabilities to evaluate effect on demand by looking at bar graph as well as impact based on avg and max delay.

AFP is Issued due to Demand exceeding Capacity
ATCSCC ADVZY 004 FCAA05 03/17/2006 CDM AIRSPACE FLOW PROGRAM CTL ELEMENT: FCAA05 ELEMENT TYPE: FCA ADL TIME: 1455Z DELAY ASSIGNMENT MODE: DAS ENTRY ESTIMATED FOR: 17/1830Z - 18/0395Z PROGRAM RATE: 80/80/80/80/80/80/95/95/105/105 FLT INCL: ALL FLIGHTS IN FCAA05 DYNAMIC FLIGHT LIST DEP SCOPE: (MANUAL) ZSE ZAB ZLC ZFW ZLA ZAU ZMP ZDV ZKC ZME ZID ZMA ZHU ZJX ZOB ZBW ZTL ZNY ZDC ZOA ADDITIONAL DEP FACILITIES INCLUDED: CANADIAN DEP ARPTS INCLUDED: CYYZ CYEG CYYC CYVR MAXIMUM DELAY: 107 AVERAGE DELAY: 75.5 REASON: WEATHER REMARKS: OFFLOAD ROUTES AVAILABLE AS FOLLOWS: CAN1 EAST, PTIMES 1500Z AND LATER NOTE: THIS ROUTE WAS PRE-COORDINATED WITH THE NOC AT NAVCANADA VUZ PTIMES 1500Z AND LATER MGM 3 PTIMES 1700Z AND LATER NOTE: THESE REROUTES WERE PRE-COORDINATED WITH THE APPROPRIATE ARTCCS Opportunities are given to avoid delay via Offload Routes. Based on the results of the ad hoc telcon and review of modeled impacts, NESP position issues AFP advisory and send AFP EDCTS (next slide) with FCAA05 as the basis If you take the option to go around the AFP you should have the option to land at any destination that doesn’t fall under a TMI.

Opportunities are given to avoid delay via Offload Routes. For CAN routes the Canadians may only be able to take a limited number of flights

Opportunities are given to avoid delay via Offload Routes. The FCA’s are monitored looking for spikes in demand and weather concentrations. Ops Plan is issued showing AFP Likely and AFP Ad Hoc Telcon scheduled for 1415.

Opportunities are given to avoid delay via Offload Routes. The FCA’s are monitored looking for spikes in demand and weather concentrations. Ops Plan is issued showing AFP Likely and AFP Ad Hoc Telcon scheduled for 1415. If you have structured routings ATCSCC could possible raise the rate.

Additional traffic routed through FCA06 could cause another AFP to be issued.
The only opportunities to avoid EDCT’s at this point is via the Canadian and Atlantic Routes.

AFP Basic Rules

Basic Rules FSM and Slot Substitution software work basically the same for AFP’s as they do for GDP’s. If a flight is controlled by an AFP and a GDP or GS is issued, the Ground Delay EDCT will be controlling. When an AFP is cancelled, or you route out of all AFP’s (within :45 minutes of P-time), the flight will be assigned a new EDCT based on one of the three criteria below, whichever is latest (New EDCT will only be sent to the tower) : The current time plus 15 minutes. (The “15” will be a configuration parameter in case we decide to change it.) The filed P-time plus 10 minutes. (The “10” will be a configuration parameter.) Note: The P-time used here is the actual value from the flight plan, not the ETMS ETD derived from the P-time. The earliest possible time of departure as computed from user-provided data. This will be computed in the same manner used by FSM and ETMS for RBS++ and compression. A flight that routes around an AFP-FCA will lose its slot! User should sub first, reroute later. ETMS will send a message when a flight reroutes out of an AFP-FCA notifying the user that the flight is no longer controlled. Bullet point 4 - Due to limitations in the automation this summer when a flight is routed out of an AFP-FCA the slot gets lost. To get the benefit of that slot to reduce delays on other flights you want to sub down first and then route out.

Basic Rules When a flight reroutes out of an AFP-FCA, it may become part of another AFP. Although this flight is a “pop-up” in the new AFP, you can still sub it normally. ETMS will send a message indicating the flight has been re-controlled. When a GDP or AFP is purged, a flight may become part of another AFP. Although this flight is a “pop-up” in the new AFP, you can still sub it normally. ETMS will send a message indicating the flight has been re-controlled. NOTE: To avoid unfairly penalizing or rewarding a re-controlled flight, the subbing status will be preserved from the previous program. That is, if the flight could be subbed in the previous program, it can still be subbed. If the flight was a pop-up in the previous program, it cannot be subbed. If the flight can be subbed, it will appear in the slot lists with a new control type of RCTL (re-control). If the AFP is cancelled or you Route out of the AFP and your flight still receives a delay, the AOC Coordinator should contact the NESP. Bullet point 1 - Re-controlled (once in an AFP, then controlled by a GS, GDP, then GDP,GS is cancelled it because recontrolled back into the AFP.

AFP Responsibilities

ATCSCC “NESP” Responsibilities
National Enroute Spacing Position ATCSCC position responsible for developing, implementing, and overseeing AFP and other enroute initiatives and restrictions.

AOC Coordinator Responsibilities
Airline Operations Center Review Ops Plan Review reroute options Discuss with regional partners Identify strategic flights Discuss with ATA rep/GA desk Prepare for AFP/Ops Telcons Prepare Worksheet Submit Agenda Items (CDM participants) Participate in AFP/Ops Telcons Contact NESP with Erroneous EDCT Delays

Dispatcher Responsibilities
Awareness of FCA’s and possibility of AFP’s Keep Flight Crew apprised of EDCT’s If you routed out of all AFP’s and you are still receiving an EDCT delay, contact the AOC Coordinator. Analyze reroute options. Advise AOC Coordinator before you route out of an AFP Send Early Intent as Appropriate

Flight Crew Responsibilities
Respond to EDCT’s. Local ATC is required to adhere to all EDCT (Expected Departure Clearance Times) within +/- 5 mins. or a revised time could be required which may result in a longer delay. Adherence to the EDCT is very important. When an AFP is cancelled or your dispatcher routes you out of the AFP your flight will be assigned a new EDCT with basically no delay. You will then be notified by the Dispatcher. If, upon passing this information to the Tower Controller the Controller refuses to allow you to depart you can: Reference “Trust But Verify” to the Controller Contact your Dispatcher. Adhering to your filed route particularly if rerouted out of the AFP delay is essential. Any reroute provided by ATC should be coordinated with dispatch for fuel and operational considerations. The FAA, airlines and other system users such as Business jets have regular planning telecons to anticipate areas that will be impacted by thunderstorms and cause constrained airspace. Using various predictive forecast tools a determination to conduct an AFP will be made and the areas to be controlled designated. Since this new procedure is in its infancy, only limited scenarios mostly involving the congested northeast airports will be used initially. Expansion of this process to other areas will be dependent on the evolution of the procedures and technology. Once an AFP is run you will receive a delay time from the tower printed on your flight progress strip just as you would for a regular airport ground delay program or your dispatcher may opt if operational limitations and other considerations can be met, to route you around the constrained area and not incur as great or possibly avoid the delay. Should your destination airport such as have a ground delay program due to an airport constraint such as a single landing runway, you would receive a regular delay such as you would today. In any case, the regular airport delay will always supersede any other delay program that might be in effect. Other Considerations: Adhering to your filed route particularly if rerouted out of the AFP delay is essential. Any reroute provided by ATC should as per SOP be coordinated with dispatch for fuel and operational considerations. Local ATC is required to adhere to all EDCT (Expected departure clearance times) within +/- 5 mins. or a revised time could be required which may result in a longer delay. Adherence to the EDCT is very important. Should the AFP be cancelled or if your flight is not included in the AFP likely due to being routed around the AFP area, the FAA computer system will then issue a “0900” EDCT this is due to an automation limitation This means you don’t have a delay and if you receive one contact dispatch so you can be released. If you determine that staying on the gate is advisable and is feasible at the station due to gate limitations, be aware that your delay time can be revised shorter using the same slot substitution process used in any delay program should demand drop below capacity or conditions improve. Should you not be able to respond to the revised shorter delay another flight could be placed in that slot.

AFP Coordination

AFP Coordination Problem :
Most CDM tools used by AOC ATC Coordinators are not accessible to their Dispatch and/or Regional carrier(s) staff The lack of shared data forces most AOC’s to accomplish internal coordination either by phone or walking to individual dispatch desks During SWAP 2006 this problem will be exacerbated due to increased intra/inter-office coordination required by AFP’s

AFP Coordination 1. AOC Coordinators and Dispatchers will need to communicate regarding slot swap and specific flight rerouting in order to retain and maximize slot values for delay mitigation. 2. This can be accomplished through the AOC Coordination spreadsheet populated with pertinent data from FSM and with ad hoc data populated by Coordinators and Dispatchers. 3. Communication strategies for planning between Majors and their respective regional carriers should be developed to maximize slot subbing opportunities.

AACS AFP AOC Coordination Spreadsheet
One possible AFP Coordination solution is being worked on AACS AFP AOC Coordination Spreadsheet

AFP AOC Coordination Spreadsheet
A Solution: In order to streamline coordination and utilize ATC Coordinators and Dispatcher’s time more efficiently during AFP events… A simple flight list will be exported from FSM and copied onto an Excel Spreadsheet using a predefined macro. Additional columns will allow dispatch staff to record their AFP decisions/ preferences… The results can then be exported to a HTML document This document would then be utilized by ATC coordinators for flight prioritization management…

As AFP usage matures… AOC’s will most likely develop their own internal automation to support internal AFP coordination…. Thus, the Excel spreadsheet macros combined with flight data exported from FSM are merely temporary tools to help AOC’s better utilize company resources for SWAP 2006… Internally the AFP spreadsheet can be printed and shared via , fax, hard-copy or posted on internal websites and filled out by dispatchers on a shared drive…

Post event the AFP spreadsheet could also be used to document and capture internal decision- making processes… AFP spreadsheets could also be archived and used in conjunction with POET analysis to calculate cost-benefits associated w/ Airspace Flow Program events… The AFP AOC Coordination Spreadsheet should be available early April. An example of what the AACS will look like is on the next slide.

AIRSPACE FLOW PROGRAM - FCAA0X AVG POP-UP DELAY 67 MINUTES Hits the street 2 priority columns DATA EXPORTED FROM FSM

If interested in this project you can contact: Loraine Sandusky (COA) and Sandy Clover (Metron) AIRSPACE FLOW PROGRAM - FCAA0X AVG POP-UP DELAY 67 MINUTES

AFP Resources

CCSD FCA Dynamic List Reroute Monitor Early Intent

FSM Revising AFP for FCAA05 (cont)
Demand in the 19Z and 20Z hours is approaching capacity but not all pop-ups have appeared so a revision is modeled at the same AAR and pop-up rate

Flight List after subs and route-outs
FSM Flight List after subs and route-outs crosscheck for flights that have routed out of the AFP. After AFP is issued (cont) CDM Customers - cont (Ed) To monitor status of subs and route-outs, an FSM Flight List is viewed Group by control type to monitor Substitutions indicated by SUB Pop-ups indicated by DAS (FA in this example from the prototype) Re-controlled flights indicated by RCTL (none in this example) Sort by DO to monitor flights that have been routed out Note that CTD is blank To generate a flight list: Select View -> Flight List from the Timeline window Select View -> Add/Remove columns from the Flight List window NEW in 8.2: last button on the button bar with the grid brings up Add/Remove Columns dialog without going to the menus Add Control Information from the By Group Add DO from the fields This list is first grouped by MAJOR since it came from an unfiltered (FAA) ADL In operation, you can select View -> Apply Filter and select Airline to see only your flights

Slot Substitution Software
FCA EDCT’s are based on time of arrival at the FCA. FCA EDCT’s are based on time of arrival at FCA. After AFP is issued (cont) CDM Customers - cont (Ed) This example shows moving a flight back on-time using a customer substitution tool. During the HITLs: Subs were both sent in by users using a prototype Subs Tool (displayed here) Reroutes were evaluated and submitted using Route Options Generation (ROG) Tool, developed for Integrated Collaborative Routing (ICR) HITLS and adapted for AFP use.

RMT CDM participant airlines that have the Route Management Tool (RMT) client installed can; query for plays, select recommended Play Routings and Destinations, and View the associated play segments on the RMT Map This example show the following route discussed on the Planning Telcon: ZHU to ZNY/IAD/DCA/BWI via MGM 2, 30 MIT per airport, PTIMEs 1700Z and later Note: These routes were pre-coordinated with the appropriate ARTCCs prior to this telcon

AFP Questions

General AFP Questions What if I file a new flight plan into an existing AFP? You will be assigned an EDCT consistent with delay received by other flights entering the AFP in that +/- 15 minute time frame. What happens if I route out of one AFP and into another AFP? You will be assigned an EDCT consistent with delay received by other flights entering the AFP in that +/- 15 minute time frame. Which EDCT takes precedence when my flight is in both an AFP and a GDP/GS? The GDP EDCT takes precedence.

NBAA / General Aviation
What happens to NBAA/GA departing airports with no control tower that are assigned AFP EDCTs: One of the following actions will result: Return to their departure airport and take their delay on the ground. Hold enroute for the duration of their delay. Request a reroute around the AFP (pending ATC approval).

NBAA / General Aviation
What happens if one of these flights departs VFR and then attempts to file IFR once airborne? One of the following actions will result: Return to their departure airport and take their delay on the ground. Hold enroute for the duration of their delay. Request a reroute around the AFP (pending ATC approval).

AFP FAQ’s Frequently Asked Questions
CDM participant airlines that have the Route Management Tool (RMT) client installed can; query for plays, select recommended Play Routings and Destinations, and View the associated play segments on the RMT Map This example show the following route discussed on the Planning Telcon: ZHU to ZNY/IAD/DCA/BWI via MGM 2, 30 MIT per airport, PTIMEs 1700Z and later Note: These routes were pre-coordinated with the appropriate ARTCCs prior to this telcon

The following list of questions and answers will be available on the CDM Flow Evaluation Team website, under AFP: The FAQ page is intended to be a living document that will be continuously updated.

Q: Who will implement AFPs and coordinate all AFP decisions?
AFP FAQ’s Frequently Asked Questions Q: Who will implement AFPs and coordinate all AFP decisions? A: The newly created NESP (National Enroute Spacing Position) at the ATCSCC will have oversight responsibilities for all AFPs. Q: How were the boundaries for the six AFPs (FCAA01-A06) decided? A: For the inaugural AFP season, six AFPs were defined to generally correspond to ARTCC boundaries, filtered for flights arriving to specific destination centers. By using these ARTCC boundaries, field facilities and customers will be able to identify which flights are included in the AFP, and what routes would be required to reroute out of an AFP. Also, when ground stops are necessary, tier based ground stops that transition into EDCT program revisions will produce more consistent values.

Q: In what weather scenarios do we expect to use the six predefined AFPs (FCAA01-A06)? A: The anticipated weather scenarios will include lines or popcorn storms in the NY Metro/Boston areas, in the Ohio Valley or ZDC, and/or the DC Metro region. The forecast should also include CCFP predictions of high confidence in areas with greater than 50% coverage. Q: When will AFPs be available for use? A: The plan is to start in June, 2006 with the release of ETMS 8.2 (currently the target date for this release is the first week of June).

Q: How is the AFP Arrival Rate (AAR) set? A: Based on the anticipated conditions, the NESP will select an arrival rate based on guidelines developed through analysis of historical data. These guidelines will be refined over time. When ‘ad-hoc’ AFPs are developed, the AAR may be a set number of aircraft allowed to pass through the FCA per hour or may be a percent reduction of known demand. Q: What are pop-ups and how are they figured into the AFP Arrival Rate (AAR)? A: Pop-ups are flights that are not part of known demand in ETMS at the time of program implementation. A second form of pop-up is any flight that reroutes into an existing AFP. Pop-up values leave room for anticipated demand and are derived from analysis of historical data for that area.

Q: In the demand chart, why is arrival volume less than the capacity line? A: The demand included in the “pop-up factor” is expected to fill the available slots. If pop-ups do not appear, the NESP may elect to compress the program to fill the unused slots. Q: What happens to a flight that already has an airport EDCT, but is also flying through an AFP? A: The flight will appear as known demand in the AFP, but the GDP EDCT will be controlling.

Q: Will AFP eliminate the need for miles-in-trail (MIT) and ESP releases? A: It is reasonable to expect that reductions in enroute volume resulting from AFPs will reduce MIT restrictions and ESP release times. However, AFPs are not expected to eliminate them. The NESP position will be monitoring MIT and ESP release times. Q: What traffic management initiatives will occur if the system under- or over-delivers to an AFP? A: If the NAS over-delivers to an AFP, the MIT can be expanded and the possibility of limited ground stops still exists. If it appears that the NAS will under-deliver to an AFP, the MIT can be reduced and a program revision will decrease EDCTs.

Q: What happens to the EDCT if a flight is rerouted out of an AFP? A: A new EDCT will be assigned as described in the previous slide. In order to avoid confusion regarding EDCT’s, it is recommended that if a flight is routed out of an AFP within 45 minutes of “P” time, the dispatcher call flight data, cancel the original strip, and refile the flight on the new route. If no EDCT was sent previously, no new EDCT will be issued.

Q: How will AFP’s be cancelled and purged? A: If the weather dissipates or the demand falls well below capacity, the AFP may be cancelled. The flight will be assigned a new EDCT (that will only be sent to the tower) based on one of the three criteria below, whichever is latest: The current time plus 15 minutes. (The “15” will be a configuration parameter in case we decide to change it.) The filed P-time plus 10 minutes. (The “10” will be a configuration parameter.) Note: The P-time used here is the actual value from the flight plan, not the ETMS ETD derived from the P-time. The earliest possible time of departure as computed from user-provided data. This will be computed in the same manner used by FSM and ETMS for RBS++ and compression.

Q: Is the EDCT Change Request (ECR) tool available in AFP? A: Yes – The ECR tool will work the same in AFPs as it does in an airport GDPs. Q: How do I define the control element for a flight’s EDCT (for ECR purposes)? A: ETMS keeps a data field called CTL_ELEM (controlled element). You can see that field for any flight on FSM, in an FCA dynamic list, or on Reroute Monitor. You can also tell by the slot name if you are looking at the list of EDCTs.

Q: What happens if my flight has an AFP EDCT, but is caught in an airport ground stop? A: The ground stop has the higher priority. If the GS is lifted and the AFP is still in place, the flight will get a new EDCT for the AFP along with a control type of RCTL (re-control). If the number of RCTL flights disrupts the delivery of the AFP, the NESP may elect to revise the AFP after the GS ends.

Q: What happens to a flight that departs VFR from an uncontrolled airport, yet has an AFP EDCT? A: The same rules apply as in an airport EDCT program. The aircraft may: - return to the airport and take the remainder of the delay on the ground. - be assigned airborne holding for the duration of the delay, before proceeding on course. - request a reroute around the AFP. - land short of the AFP.

Q: What actions will be taken at larger hubs when the number of departures with EDCTs becomes unmanageable? A: Every attempt should be made to depart all flights within the +/- 5 minute EDCT compliance window. The NESP position will monitor larger hubs and, if necessary, coordinate alternates to keep EDCT volume manageable. Q: Are the substitution rules for AFP the same as they are for an airport GDP? A: Yes Q: Will Slot Credit Substitution (SCS) be available?

Q: Will the average and total delays be less in an AFP than they were in GDPs in support of SWAP? A: While the amount of delay may or may not be less, there will be a more equitable distribution of delays amongst flights filed through the constrained airspace. Unlike GDPs in support of SWAP, only flights flying through the AFP will receive an EDCT. Q: If I reroute out of an AFP, do I lose that slot? A: If you have other flights that have EDCTs in the AFP that you want to sub, you must swap slots before rerouting the flight. If you do not sub first, that slot will be lost (sub flights that you plan to reroute out of the AFP down first). This is an automation work around that is hope to be fixed in the fall of 2006.

Q: Should I wait to cancel a flight before or after an AFP is issued? A: Since FSM eligible FCAs for FCAA01-06 will be running in the background at all times. You may cancel your flight either before or after the AFP is issued and still retain that slot. Q: What triggers an AFP revision? A: If the AFP is over or under delivering, or if the weather conditions change, the NESP position may initiate a revision. The implementation of other TMIs such as ground stops or GDPs issued after the AFP may also impact the AFP demand, necessitating a revision.

Q: How much compliance can we expect from the general aviation community (GA) this summer? A: This is an unknown at this time. The GA community is VERY large and diverse. The National Business Aircraft Association (NBAA) has been very proactive in educating their members, but NBAA only represents a percentage of the GA community. Some of the GA community are members of the Collaborative Decision Making (CDM) group, but most are not. The Flight Service Stations (FSSs) are normally an excellent avenue for getting information to the GA community, but they have very recently become privatized (now contracted out to Lockheed Martin). It will take time for them to “spool up” to AFPs and how to get the information out to GA. With time, it is expected that understanding and compliance of the AFP procedures will increase.

“The nine most terrifying words in the English language are, I’m from the government and I’m here to help.” Ronald Reagan

Operations Control & Planning
Principles of AFP (Airspace Flow Program )

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