Paragraph
Number

Title

1-2-5

ABBREVIATIONS

2-1-18

LAND-BASED AIR DEFENSE IDENTIFICATION ZONE (ADIZ)

2-9-9

SPECIFIC AREA MESSAGE ENCODING (SAME) WEATHER RADIOS

3-10-1

GUIDELINES FOR USE OF COLOR ON ATC DISPLAYS

10-3-8

TAXI INTO POSITION AND HOLD (TIPH) OPERATIONS

13-4-6

AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) - ALASKA FSSs ONLY

17-4-1

TELEPHONE CONFERENCES

17-5-4

Responsibilities

17-5-9

NTML DATA ENTRIES

17-6-4

TYPES OF TMIs

CHAPTER 17
SECTION 9

TRAFFIC MANAGEMENT NATIONAL, CENTER, AND TERMINAL
AIRSPACE FLOW PROGRAMS (AFP)

17-9-3

LOCAL ground stop(s)

CHAPTER 17
SECTION 19

TRAFFIC MANAGEMENT NATIONAL, CENTER, AND TERMINAL
AVIATION SYSTEM PERFORMANCE METRICS

OLD

NEW

TBL 1-2-1
ABBREVIATIONS

TBL 1-2-1
ABBREVIATIONS

Abbreviation

Meaning

Abbreviation

Meaning

Add

Add

FLM

Front-Line Manager

OLD

NEW

2-1-18. LAND-BASED AIR DEFENSE IDENTIFICATION ZONE (ADIZ)

2-1-18. LAND-BASED AIR DEFENSE IDENTIFICATION ZONE (ADIZ)/AIR TRAFFIC CONTROL (ATC) SECURITY SERVICES

Terminal and en route facility management shall establish procedures for the following:

ATC security services are designed to support the national security mission of the FAA and other agencies. A designated Security Services position has area responsibility for the purpose of security service. Such positions do not have airspace jurisdiction and are not ATC operational positions for purposes beyond the scope of this section, i.e., transfer of control, communications, point-out, etc.

a. Record, on the flight progress strip, where an aircraft enters the ADIZ, using cardinal direction (e.g., north, northeast, east), the time the aircraft entered, and the aircraft's destination or transit path.

a. The FLM/CIC shall report all instances of loss of radio communication, intermittent transponder or transponder/Mode C failure, the inability to security track aircraft, and other unusual IFR/VFR flight information to the Domestic Events Network (DEN) through the appropriate lines of communication. Some examples are, but are not limited to; suspicious activities, deviation from assigned course/altitude, or other equipment malfunction that may cause an aircraft to operate in an unexpected manner. Relay all known information regarding the aircraft.

b. If a flight progress strip does not exist for the aircraft, record the call sign, transponder code, entry point (e.g., north, northeast, east), and time of entry into the ADIZ.

b. ATC Security Services Position: ATC Security Services Position is responsible for providing ATC security services as defined. This position does not provide air traffic control IFR separation or VFR flight following services, but is responsible for providing security services in an area comprising airspace assigned to one or more ATC operating sectors and as such, normal airspace jurisdictional constraints do not apply.

c. Notify the Domestic Events Network, through the appropriate lines of communication, of any aircraft approaching, overflying, and within the lateral limit of the ADIZ that appears as a primary radar target or is operating without automatic altitude reporting capability. Relay all known information regarding the aircraft.

c. Facility manager shall:

Add

1. Designate in a facility directive which existing position(s) and frequencies will be utilized to provide Security Services when required and the transition procedures from the ATC operational status to the Security Services Position.

2. Ensure that contingency plan parent and support procedures are updated regarding operational capability level (OCL) changes that affect Special Security Areas.

NOTE-
The requirement to establish an ATC Security Services Position in addition to ATC operating position does not by itself constitute a need for additional staffing nor is its purposes intended to justify or deny facility staffing needs.

d. When the Security Services position and the ATC Operating position are both staffed, detailed position responsibilities shall be defined in the facility directive.

NOTE-
Airspace sectorization and the workload associated with the normal use of that airspace may degrade the ability of an ATC operation position to provide security services. When this occurs, pilots shall be held outside of the security services area in accordance with FAAO JO 7110.65 para 9-2-1, Aircraft Carrying Dangerous Materials, subpara b2.

1. When an ATC Security Services Position is not separately staffed, the appropriate ATC operating position responsible for that airspace will assume the security service responsibilities.

2. Requests for ATC services to VFR aircraft operating within the designated area to enter positive controlled airspace shall be issued by the appropriate radar position in accordance with FAAO JO 7110.65, Air Traffic Control, and other applicable directives.

e. Adjacent Airport Operations

1. Aircraft that will enter the designated airspace after departing controlled airports within or adjacent to security areas shall be provided security services by the appropriate ATC facility having jurisdiction over the affected airspace. Procedures for handling this situation must be covered in a Letter of Agreement (LOA) or facility directive as appropriate.

2. Aircraft departing uncontrolled airports within security areas must be handled using procedures contained in a NOTAM or rule designating the area where ATC security services are required.

OLD

NEW

Add

2-9-9. SPECIFIC AREA MESSAGE ENCODING (SAME) WEATHER RADIOS

Add

TERMINAL

SAME Radios shall only be used to provide weather information for occupants of Terminal facilities. This equipment is not certified for the purpose of providing weather or any other aviation-related information and therefore shall not be used for any aviation-related purpose.

a. SAME Radios shall not be used in lieu of pre-existing emergency evacuation procedures or FAA certified sources of aviation related weather data.

b. SAME Radios shall only be programmed for the specific county/territory of the facility.

c. The following shall be affixed to the SAME Weather Radio so as to be visible: “This equipment is not certified for the purpose of providing weather or any other aviation-related information and therefore shall not be used for any aviation-related purpose.”

OLD

NEW

3-10-1. GUIDELINES FOR USE OF COLOR ON ATC DISPLAYS

3-10-1. COLOR USE ON ATC DISPLAYS

Add

Color use on terminal systems was developed jointly with the Terminal Safety and Operations Support Office and the Terminal Automation Human Factors Team. This section provides guidelines on the use of color on ATC displays through a national standard for terminal air traffic displays. These guidelines are intended to standardize the use of colors across the terminal systems. Any use outside these guidelines must be developed jointly with the Terminal Safety and Operations Support Office, the appropriate Service Area Director, and the Terminal Automation Human Factors Team. All use of color on ATC displays must fall within these guidelines, except for MEARTS:

a. Whenever color capabilities exist, the following National Color Standard for Terminal Systems shall be installed:

1. Background shall be black.

2. Point out identifier blinking or steady shall be yellow.

3. Compass Rose, range rings, maps A and B shall be dim gray.

4. Coordination rundown list as follows:

(a) Unsent shall be green.

(b) Unacknowledged shall be blinking green.

(c) Acknowledged shall be steady green.

5. Geographic restriction border, fill, and text shall be yellow.

6. Data blocks owned shall be white.

7. Limited or partial data blocks unowned shall be green.

8. Search target symbol shall be blue.

9. Beacon target extent shall be green.

10. History trails shall be blue.

11. Predicted track line shall be white.

12. Minimum separation line shall be white.

a. Whenever color is used to code critical information it must be used along with another method of coding.

b. Whenever color is used to identify critical information it must be used with another method of notification such as blinking.

b. Cultural color conventions (such as red for danger and yellow for warning) should not be violated.

c. Cultural color conventions which cannot be violated include red for danger and yellow for warning.

c. The color pure blue should not be used for text, small symbols, other fine details, or as a background color.

d. The color pure blue should not be used for text, small symbols, other fine details, or as a background color.

Add

e. Ensure all colors that are used including text and symbols are presented in sufficient contrast.

f. Ensure no more than two colors are assigned to a single data block.

g. Use of color in general should be kept to a minimum. When color is used to denote a specific meaning, e.g., yellow means caution, the number of colors used on a single display shall be no more than six and should be constrained to the primary colors of red, yellow, green, blue, orange, and cyan. The optimum number of colors used for coding should be limited to four.

h. The specific colors that are selected for a display must take into account the ambient environment and the capabilities of the specific monitor.

i. Any implementation of color is to be tested in the context and environment to which it was designed.

d. Color use needs to be consistent across all of the displays that a single controller will use.

j. Color use needs to be consistent across all of the displays that a single controller will use.

e. Facility air traffic managers shall make all requests for any color changes to color baseline through the Director of Terminal Safety and Operations Support.

k. Facility air traffic managers shall make all requests for any color changes to color baseline through the Director, Terminal Safety and Operations Support.

OLD

NEW

10-3-8. TAXI INTO POSITION AND HOLD (TIPH) OPERATIONS

10-3-8. TAXI INTO POSITION AND HOLD (TIPH) OPERATIONS

a. The air traffic (AT) managers must determine an operational need exists before conducting TIPH operations, to include such factors as capacity, efficiency, user input, etc.

a. The Air Traffic (AT) Manager shall:

Add

1. Determine an operational need exists before conducting TIPH operations.

b. Before authorizing TIPH operations as specified in FAAO JO 7110.65, the AT manager must ensure the following:

2. Before authorizing TIPH operations, conduct a review of the impact that airport configuration and local conditions may have on the application of TIPH procedures.

1. A review of the impact that airport configuration and local conditions may have on the application of TIPH procedures.

Delete

2. A facility directive has been prepared prescribing:

3. Prepare a facility directive prescribing:

(a) Local procedures for conducting these operations.

No Change

(b) Methods to assist the local controller in maintaining awareness of aircraft positions on the airport. Such methods may include, but are not limited to, reading back the pilot's stated position, annotating flight progress strips, posting or arranging flight progress strips according to aircraft's intended takeoff position, or marking the location of aircraft with color-coded chips on a magnetic diagram of the airport.

(b) Methods to assist the local controller in maintaining awareness of aircraft positions on the airport, i.e., annotating flight progress strips or marking the location of aircraft with color-coded chips on a magnetic diagram of the airport.

REFERENCE-
FAAO JO 7210.3, Para 10-1-7, Use of Active Runways.

REFERENCE-
FAAO JO 7210.3, Para 10-1-7, Use of Active Runways.

(c) The consolidation and staffing of positions.

(c) The consolidation and staffing of positions.

(d) The requirement for the safety logic system to operate in full core alert runway configuration as an alternative to withholding landing clearance.

(d) The requirements necessary for issuing a landing clearance with an aircraft holding in position.

Add

(1) The safety logic system must be operated in full core alert runway configuration.

Add

(2) The reported weather must be ceiling of 800 feet or more.

Add

(3) The reported visibility must be 2 miles or more.

Add

REFERENCE-
FAAO JO 7110.65, Para 3-9-4, Taxi into Position and Hold (TIPH), subpara c1.
FAAO JO 7110.65, Para 3-10-5, Landing Clearance, subpara b.

Add

(e) Runway geometry, i.e., the physical configuration of runways and other airport movement areas.

Add

(f) Weather conditions, time of day, i.e., prevailing light conditions.

Add

REFERENCE-
FAAO JO 7110.65, Para 3-9-4, Taxi Into Position And Hold (TIPH), subpara c1 and g.

Add

(g) Fleet mix.

Add

REFERENCE-
FAAO JO 7110.65, Para 3-9-6, Same Runway Separation.
FAAO JO 7110.65, Para 3-9-7, Wake Turbulence Separation For Intersection Departures.
FAAO JO 7110.65, Para 3-9-8, Intersecting Runway Separation.

Add

(h) Traffic volume; complexity restrictions.

Add

(i) Obstructions or limitations to visibility from controller-to-aircraft and aircraft-to-aircraft perspectives.

b3 through d

Renumbered a4 through c

OLD

NEW

Add

13-4-6. AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) - ALASKA FSSs ONLY

Add

a. Alaska FSS AFIS provides a continuous broadcast of recorded non-control information at airports in Alaska where a Flight Service Station (FSS) provides local airport advisory service. The AFIS broadcast automates the repetitive transmission of essential but routine information such as weather, wind, altimeter, favored runway, breaking action, airport NOTAMs and other applicable information. The information is continuously broadcast over a discrete VHF radio frequency (usually the ASOS frequency). Pilots are urged to listen to AFIS when arriving, departing, and operating within the airport advisory area as it relieves frequency congestion on the local airport advisory frequency. AFIS is not used in terminal areas and does not contain approach information.

Add

b. Before transmitting, the voice message shall be reviewed to ensure content is complete and accurate. Ensure specialist speech rate does not exceed 100 words per minute, the enunciation is of the highest quality, and each part of the message is easily understood.

Add

c. Keep messages as brief and as concise as practical.

Add

d. ASOS shall not be allowed to broadcast weather concurrent with AFIS.

Add

e. During hours of non-operation of Alaska FSS AFIS, ASOS broadcast capability shall allow the automated weather report to be broadcast on the ASOS frequency in the one minute update mode and include the following information:

Add

1. The FSS hours of operation or in the case of a seasonal FSS, a statement that the FSS is closed for the season.

Add

2. The appropriate common traffic advisory frequency (CTAF).

Add

3. The frequency for operating pilot controlled lighting.

Add

4. The AFSS and frequency for additional information.

Add

f. The AFSS air traffic manager that has responsibility for a FSS utilizing AFIS equipment shall ensure that ATCS personnel assigned to duty in that FSS are in compliance with the AFIS requirements and that they receive training to utilize AFIS equipment and are familiar with required procedures.

13-4-6

Renumbered as 13-4-7

OLD

NEW

17-4-1. TELEPHONE CONFERENCES

17-4-1. TELEPHONE CONFERENCES

Title through c

No Change

Add

d. TELCONs are also used to maintain operational “Hotlines.” The objective of Hotlines is to provide rapid communications between FAA facilities, customers and other aviation interests when complex air traffic and airspace issues are being managed. Hotlines allow many participants the capability to problem-solve complicated issues and reduces the amount of coordination needed to implement collaborated strategies. Hotlines may be initiated at the request of both the FAA and other aviation entities that substantiate its use. The operational Hotlines are authorized for customer attendance; however, they may be limited to listen-only capability.

Add

1. The ATCSCC administers, facilitates, and manages operational Hotlines.

Add

2. Hotlines are used to communicate:

Add

(a) Airport and airspace capacity issues.

Add

(b) Constraint/capacity mitigation strategies.

Add

(c) Route availability information and route alternatives.

Add

(d) Weather information.

Add

(e) Equipment Outages.

Add

(f) Customer preferences for initiatives and alternatives.

Add

(g) Special circumstances, contingency requirements and emergency events.

Add

(h) All required coordination and information sharing necessary in regard to the event.

Add

(i) Coordination that can be accomplished quickly and precisely with all parties. If an item requires extensive coordination, other communication sources will be used.

Add

(j) Items that are not considered sensitive or classified in nature.

Add

NOTE-
Examples of sensitive or classified items include VIP movement and military requirements or exercises.

OLD

NEW

17-5-4. RESPONSIBILITIES

17-5-4. RESPONSIBILITIES

a. Facilities must:

a. All facilities must:

1. Communicate and coordinate events that may have an impact on the NAS.

No Change

2. Utilize the NTML to document events and TMIs.

2. Use the NTML to document events and traffic management initiatives (TMI).

3. Designate a point-of-contact (POC).

Delete

b. The ATCSCC must:

No Change

1. Communicate directly with facility and service area representatives for a critique of operations and future plans for TM.

1. Provide an FAA ATCSCC data entry web page for facilities identified in TBL 17-5-1, Aviation System Performance Metrics Airport Traffic Control Towers.

2. Coordinate directly with service area representatives on plans, procedures, and operations that affect inter-facility traffic flows.

2. Transmit these data to other FAA offices for analysis.

3. Provide NTML to all Centers and designated terminals.

3. Provide the NTML to all ARTCC TMUs and designated terminals.

4. Consult with weather information providers to ensure the receipt of timely weather forecasts (including the collaborative convective forecast), observed terminal weather sequences, and any weather data that may have a significant impact on the NAS.

4. Communicate directly with facility and service area representatives for a critique of operations and future plans for TM.

5. Coordinate with the en route TMUs and terminals in the day-to-day operations of the NAS and resolve operational TM disagreements between facilities.

5. Coordinate directly with service area representatives on plans, procedures, and operations that affect interfacility traffic flows.

6. Conference affected Centers as needed when contacted by a terminal facility.

6. Consult with weather information providers to ensure the receipt of timely weather forecasts (including the collaborative convective forecast), observed terminal weather sequences, and any weather data that may have a significant impact on the NAS.

7. Initiate TELCONs with customers and facilities, as necessary, to obtain input and to provide operational information, as well as, other significant events affecting the NAS.

7. Coordinate with the TMUs in the day-to-day operations of the NAS and resolve operational TM disagreements between facilities.

8. Subscribe to NTML entries pertinent to their position of operation.

8. Conference affected ARTCC TMUs as needed when contacted by a terminal facility.

Add

9. Initiate telecons and Hotlines with customers and facilities, as necessary, to obtain input and to provide operational information, as well as other significant events affecting the NAS.

Add

10. Subscribe to the NTML entries pertinent to its position of operation.

c. ARTCC TMUs and designated terminals must:

c. ARTCC TMUs and designated terminals must:

1. Advise the ATCSCC of situations and conditions that may require implementation of TM initiatives, or are of national interest.

1. Advise the ATCSCC of situations and conditions that may require implementation of TMIs or are of national interest.

2. Present unresolved conflicts between adjacent TMUs to the ATCSCC for resolution.

No Change

3. Notify the ATCSCC if a significant change in capacity is expected or has occurred.

No Change

4. Be the focal point for coordination relating to any TM issues, initiatives, programs, or information. Data received from underlying facilities must be forwarded to the ATCSCC in a timely manner.

4. Be the contact for their underlying facilities about coordinating any TM issues, initiatives, programs, or information. Data received from underlying facilities must be forwarded to the ATCSCC in a timely manner.

Add

5. Advise the ATCSCC if an operational Hotline is requested including:

Add

(a) Facility participation required.

Add

(b) Requested customer participation and assist the ATCSCC in determining if the Hotline will be limited to “listen-only” customer capability.

Add

(c) Other aviation/airport resources requested.

d. Terminal facilities must:

No Change

1. Coordinate with the appropriate ARTCC TMU and ensure that they are kept aware of situations and conditions that may require the implementation of TM initiatives.

1. Coordinate with the appropriate ARTCC TMU and ensure it is kept aware of situations and conditions that may require the implementation of TM initiatives.

2. Report any significant change in the capacity that is expected or has occurred.

2. Report to the ARTCC TMU any significant change in capacity that is expected or has occurred.

3. Present TM conflicts to the ARTCC TMU.

No Change

4. Consult with the ATCSCC, the affected ARTCC, terminals, and customer organizations about the development and implementation of procedures, when appropriate.

4. Consult with the ATCSCC, the affected ARTCC TMU, terminals, and customer organizations about the development and implementation of procedures, when appropriate.

Add

e. Terminal facilities listed in TBL 17-5-1 must:

Add

1. Enter the runway configurations (specifying runway numbers) and their associated AAR and ADR using the NTML.

Add

NOTE-
Local procedures must be established to determine whether the tower or TRACON is responsible for these entries.

Add

2. Enter the hourly arrival and departure counts starting at 0700 and ending at 2259 local using the ATCSCC-supplied web page.

Add

NOTE-
These counts must include IFR/VFR arrivals and departures that are fixed wing itinerants. Helicopter and local operations must not be included in the traffic count.

Add

3. Investigate and resolve issues about their web page.

Add

4. Submit suggestions for improvement to the Terminal Operations area office, when applicable.

Add

f. The information for subpara e above applies to any airport in a ground delay program.

Add

g. Field facility specialists with the NTML must:

Add

1. Enter sign on/off times and initials.

Add

2. Mark entries for equipment (E) when they cause a TMI or result in a TMI.

Add

3. Mark entries for a QAR with a (Q) when they cause a TMI or result in a TMI.

Add

4. Enter TMIs initiated by your facility.

Add

5. Enter constraints in your area of responsibility that may impact the NAS and forward them to the ATCSCC.

Add

6. Enter arrival, departure, and en route delay status, as appropriate.

Add

7. Enter deicing status (in/out).

Add

NOTE-
Facilities with the NTML are required to make the above data entries. At non-NTML facilities, the first facility overlying the non-NTML facility is responsible for entering data into the NTML. Facility personnel must enter data in a timely manner on the appropriate template. Timely is construed to mean that it would be useful to someone looking at the data in current time. If workload conditions or the situation prohibits entering the data in a timely manner, the information should be recorded by a subsequent or delayed entry.

Add

TBL 17-5-1

Add

AVIATION SYSTEM PERFORMANCE METRICS

AIRPORT TRAFFIC CONTROL TOWERS

Add

ABQ
ANC
ATL
AUS
BDL
BHM
BNA
BOS
BUF
BUR
BWI
CLE
CLT
CVG
DAL
DAY

DCA
DEN
DFW
DTW
EWR
FLL
GYY
HNL
HOU
HPN
IAD
IAH
IND
ISP
JAX
JFK

LAS
LAX
LGA
LGB
MCI
MCO
MDW
MEM
MHT
MIA
MKE
MSP
MSY
OAK
OGG
OMA

ONT
ORD
OXR
PBI
PDX
PHL
PHX
PIT
PSP
PVD
RDU
RFD
RSW
SAN
SAT
SDF

SEA
SFO
SJC
SJU
SLC
SMF
SNA
STL
SWF
TEB
TPA
TUS
VNY

OLD

NEW

17-5-9. NTML DATA ENTRIES

Delete

17-5-10 through 17-5-12

Renumbered as 17-5-9 through 17-5-11

OLD

NEW

17-6-4. TYPES OF TMIs

17-6-4. TYPES OF TMIs

Title through h

No Change

Add

i. Airspace Flow Programs. (See Section 9, Airspace Flow Programs (AFP).)

i. Ground Stops. (See Section 9, Ground Stop(s).)

j. Ground Stops. (See Section 10, Ground Stop(s).)

OLD

NEW

Chapter 17. Traffic Management National, Center, and Terminal

Chapter 17. Traffic Management National, Center, and Terminal

Add

Section 9. Airspace Flow Programs (AFP)

OLD

NEW

Add

17-9-1. POLICY

Add

AFPs may be applied to all aircraft departing airports in the contiguous United States and from select Canadian airports. Aircraft that have been assigned an EDCT in an AFP should not be subject to additional delay. Exceptions to this policy are miles-in-trail and departure/en route spacing initiatives that have been approved by the ATCSCC. AFP procedures do not apply to facilities in Alaska.

OLD

NEW

Add

17-9-2. RESPONSIBILITIES

Add

a. Facilities must:
1. Remain cognizant of operational areas of interest and use FEAs to evaluate situations.
2. Share FEAs that may require AFP consideration.

Add

b. The ATCSCC must implement, monitor, and cancel AFPs as appropriate.

Add

c. The Air Route Traffic Control Center Traffic Management Unit (ARTCC TMU) must monitor the effectiveness of the AFP and notify the ATCSCC of adjustments and revisions as necessary.

Add

d. The terminal must comply with the AFP-generated EDCTs.

OLD

NEW

Add

17-9-3. PROCEDURES

Add

Upon receipt of information that traffic flows have been impacted, or are expected to be impacted, and that significant delays may result:

Add

a. The ATCSCC must:
1. Identify the constraint and potential AFP.
2. Issue an FCA and tag as FSM-eligible.
3. For the potential AFP, model program rates, scope, and duration. Time permitting, transmit a proposed AFP advisory.
4. Conference affected facilities and customers to review system demand, other known or anticipated factors, program rates, scope, and duration.
5. If it is determined that an AFP is the most appropriate Traffic Management Initiative (TMI):
(a) Send the AFP using the FSM and transmit an advisory.
(b) Coordinate with affected facilities to ensure the AFP is adequately managing demand.
(c) Use the traffic situation display (TSD) and FSM to monitor traffic flow patterns.
(d) Manage AFPs with revisions, extensions, and compressions, as appropriate, and transmit advisories.
(e) Provide EDCT information when requested.

Add

b. The ARTCC TMU must:
1. Issue a general information (GI) message to all towers, sectors and Flight Service Stations (FSS) advising of the AFP. In some instances, verbal notification, in addition to a GI, may enhance the dissemination of information.
2. Issue EDCT information to non-flight data entry and printout (FDEP)/flight data input output (FDIO)-equipped towers and other customers in sufficient time for proper planning and control actions. This does not include non-FDEP towers that are satellites of Terminal Radar Approach Control (TRACON) facilities. The TRACON is responsible for issuing these EDCTs to satellite towers.
3. Evaluate the delay assignment (DAS) mode and assign EDCTs, as appropriate.
(a) For DAS, acquire an EDCT from the ATCSCC for aircraft that do not receive an EDCT and are destined to/through the affected NAS element outside their ARTCC boundaries.
(b) For aircraft not assigned an EDCT the TMU must advise the ARTCC area supervisor of the appropriate DAS delay. If requested, the TMU should provide reroute information to avoid the AFP.
4. Keep the ATCSCC apprised of cancellations and diversions.
5. Relay information to the ATCSCC about EDCT issues when advised by a terminal facility.
6. Use FSM to obtain information about the AFP.

Add

7. Provide EDCT information, when requested, for flights departing underlying non-towered airports. If a flight departing a non-towered airport is airborne and not in compliance with an AFP EDCT, coordinate with the National En Route Spacing Position (NESP) at the ATCSCC for the appropriate course of action.

Add

c. The TRACON/airport traffic control tower (ATCT) must:
1. Use FSM or enhanced traffic management system (ETMS), if available, to obtain EDCT information.
2. Ensure the EDCT is included in the flight clearance when an AFP is in effect.
3. Issue EDCT information to non-FDEP/FDIO-equipped towers and other customers in sufficient time for proper planning and control actions.
4. Provide EDCT information, when requested, for flights departing underlying non-towered airports.
5. To the extent possible, plan ground movement of aircraft to meet the parameters of their EDCTs. If unable, advise the ARTCC.

Add

d. The ARTCC must:
1. Ensure compliance with EDCTs issued for aircraft departing non-towered airports.
2. If a visual flight rules aircraft requests an instrument flight rules clearance through an area under an AFP:
(a) The air traffic control specialist (ATCS) will advise their supervisor/controller-in-charge when an unscheduled flight occurs needing an EDCT.
(b) The supervisor will coordinate the appropriate DAS from the TMU and advise the ATCS.
(c) The ATCS will advise the pilot of the DAS and take the necessary control action such as airborne holding, reroute, etc.

OLD

NEW

Add

17-9-4. AMENDING EDCTs

Add

a. Facilities with FSM may use the EDCT change request (ECR) tool, applicable to the controlled FCA element, to assign a new EDCT. Select the slot credit substitution (SCS) option when assigning a new EDCT for a flight. If the SCS option is not available, use the unlimited delay option.

Add

b. EDCT amendments not obtained using the ECR tool should be coordinated through the Tactical Customer Advocate (TCA) at the ATCSCC.

Add

c. Facilities without FSM must contact their overlying facility to request a new EDCT.

OLD

NEW

Add

17-9-5. CANCELLATION PROCEDURES

Add

a. When conditions no longer warrant AFP ground delays, the ATCSCC must:
1. Conference all affected facilities and system customers to develop an operational plan for release of ground delayed traffic into the system.
2. Purge the AFP and transmit an advisory stating the AFP has been canceled.

Add

b. The ARTCC TMU and the terminal TMU must:
1. Issue cancellation information to underlying facilities.
2. Notify facility personnel, as appropriate, of the cancellation.

OLD

NEW

Add

17-9-6. DOCUMENTATION

Add

Facilities must use the national traffic management log (NTML) where applicable to document all pertinent information related to the AFP, including, but not limited to, the start and stop times and the reason for the AFP. Facilities that do not have NTML will log information as required by local procedure.

OLD

NEW

Add

17-9-7. CUSTOMER OPTIONS

Add

a. When an AFP is in effect, system customers may exercise options other than ground delays.
1. Intermediate landing: The flight should land at the intermediate airport to provide the delay necessary for the flight to arrive at the controlled time of arrival (CTA). Customer coordination with the TCA is required to avoid assignment of additional delay after an intermediate landing.
2. Reroutes: Customers may reroute flights out of an AFP. Alternative route options will normally be discussed on either a planning telecon or an ad hoc telecon.

Add

b. Substitution of flights.
1. The ATCSCC may deny substitution requests when deemed appropriate. The ATCSCC must transmit an advisory when substitutions are suspended and include an estimated time when substitutions will resume.
2. Customers are permitted to exchange and substitute CTAs congruent with CDM agreements concerning substitutions.

Section 17-9 through 17-18

Renumbered as Section 17-10 through 17-19

OLD

NEW

17-9-3. local ground stop(s)

17-10-3. local ground stop(s)

The local facility may initiate a local GS when conditions are not expected to last more than 30 minutes. The local GS is implemented when the facilities impacted are wholly contained within the local facility's area of responsibility. Local GSs must not be extended without prior approval of the ATCSCC.

A facility may initiate a local GS when the facilities impacted are wholly contained within the facility's area of responsibility and conditions are not expected to last more than 30 minutes. Local GSs must not be extended without prior approval of the ATCSCC.

a. The ARTCC TMU must:

a. The TMU must:

1. Explore and implement alternative initiatives prior to implementing a local GS, if feasible.

1. Explore and, if warranted, implement alternative initiatives before implementing a local GS.

2. Notify the ATCSCC if a local GS is expected to reach 15 minutes. This notification must be in accordance with para 17-5-12, DELAY REPORTING, and accomplished within 15 minutes of the initiation of the GS.

2. Notify the ATCSCC before implementing a local GS.

Add

NOTE-
If conditions prohibit notifying the ATCSCC before the GS is implemented, the TMU must inform the ATCSCC as soon as practical.

3. Issue GS information to underlying facilities, using normal communication methods, in sufficient time for proper planning.

No Change

b. The Terminal facility must:

b. The Terminal facility must notify the appropriate TMU before implementing a local GS.

1 through 3

Delete

NOTE-
When appropriate, the ATCSCC may issue an ATCSCC advisory for a local GS.

NOTE-
If conditions prohibit notifying the TMU before the GS is implemented, the facility must inform the TMU as soon as practical.

Add

c. The ATCSCC must:

Add

1. When available, use the FSM to implement the GS.

Add

2. Issue an advisory.

OLD

NEW

Chapter 17. Traffic Management National, Center, and Terminal

Chapter 17. Traffic Management National, Center, and Terminal

Section 19. Aviation System Performance Metrics

Delete