Flow Evaluation Team CDM Deicing Procedures during TMA Scheduling

1. Flow Evaluation Team (FET)CDM General Meeting-ATLMay 3, 2011-BreakoutMichael Murphy, FAA Co-Lead Michael.d.Murphy@faa.govErnie Stellings, Industry Co-Lead estellings@nbaa.org

2. Flow Evaluation TeamCDMDeicing Procedures during TMA Scheduling

3. MIA 8/9R IAD NORTH 2 48 FAK WORRPP AAL321 AAL321 1727 1727 2 2 N14QS N19JY 1726 1726 - 1 NWA14 NWA14 1725 1725 - 1 + N124U N124U 1724 1724 1 1 + DAL599 1722 1722 DAL599 AAL321 330C 125D450 AAL321 2 330C 124G453 Deicing Procedures during TMA Scheduling

4. Procedures: • Aircraft operators at all airports with an operating ATCT are responsible for complying with issued Scheduled release departure times for airports conducting TMA and will not be exempted from compliance with these times. However, once an aircraft has been deiced/anti-iced it shall be released unless a ground stop applicable to that aircraft is in effect. • If a facility believes aircraft operators are not performing deicing/anti-icing in a manner consistent to meet the schedule release departure time for TMA airports, the facility shall notify the ATCSCC through the appropriate TMU. • The ARTCC will advise the ATCT to APREQ departures to TMA airports when the departure airport is conducting deice operations and the reason for the APREQs. • When an aircraft is assigned a TMA release time during de-ice operations, the aircraft shall depart no earlier than 5 minutes prior to the assigned time and no later than the assigned time.  However, the Tower controller or Tower TMC may verbally coordinate with the Center TMC to depart up to 10 minutes prior to the assigned time if unusual circumstances require it.

5. NOTE:  The intent of the release window is to allow the Tower some flexibility during de-icing operations, but the goal is to have the aircraft wheels up on the specified TMA release time. • NOTE: Procedures for TMA are different than for GDPs and it is imperative the ATCT understand which deicing procedures apply. • During deice operations the ATCT will issue instructions on their ATIS stating which airports are affected by TMA scheduling. The ATIS will provide instructions to call for release prior to a taxi for deice request or a deice and then taxi request. • NOTE: Consider using single gate free-flow capability in TMA to allow facilities in deicing operations to be released from meeting TMA scheduling departure times.   • NOTE: Consider suspending TMA operations if multiple first-tier facilities are de-icing and let the host facility decide if they can meet their needs running TMA as a single site operation.

6. Additional recommendations: • This procedure should be added to the 7210.3 due to the overlap, and some differences with the current procedures for deicing during the use of ground delay programs (GDPs), and some change to the wording of both procedures may be needed to ensure we provide clear purpose. The objective is to have flights plan to taxi in accordance with their EDCT and assigned TMA scheduled departure time, if both programs are being used at the same time. • The National TMA team has discussed the idea of providing a “TMA Departure Window”. Our understanding is that they are proposing flights would be allowed to depart either 2 minutes early, or 1 minute later than their assigned TMA scheduled departure time, during normal conditions. With an airport in deicing, this becomes difficult due to the tactical conditions involved. It is our recommendation that the National TMA team consider providing a window during deicing of 5 minutes prior to, or 1 minute after the assigned time. It is preferable for a flight to depart early rather than late during deicing because in TMA, once a slot is missed, it cannot be recovered. An early departure can be managed with other controller instructions (i.e. vectors, speed control, etc.).

7. Flow Evaluation TeamCDMCollaborative Planning

8. Collaborative Planning Objective and Test Period Original goal was to create a continuous process of information exchange between all parties Develop a collaborative “living” action plan to manage NAS constraints. Taking advantage of automation to create a longer range strategic look Taking a proactive approach towards next day NAS events Review of Testing: A one week test was conducted November 1-7, 2010 A subsequent test was conducted starting two weeks later and ran through the end of January.

9. Review of the Testing Positive aspects of the test: Created an open forum for all users to provide input Allowed users to log-on at anytime and get a quick overview of anticipated NAS issues Improved situational awareness on several snowstorms Areas of Concern: Inconsistent participation (all) Inability for some to access Adobe platform successfully Lack of sufficient NAS constraints during test period lead to lack of participation Lack of “bells and whistles” to keep users alert to activity on Adobe

10. Questions for the group? Did FAA/Operators have adequate time to participate? Should we attempt more testing on anticipated bad weather/special situations to gain more evaluation? Is there an better platform we could utilize? Do you think it would of worked with last weeks weather situation? International focus?

11. Flow Evaluation TeamCDMICR

12. Integrated Collaborative Rerouting (ICR) 2011 • FAA Flight Plan – Enhance use of ICR • Simplify use and allow for ICR to be used in a more targeted and tactical approach • Remove the Planned (PLN) Advisory requirement • Remove the requirement to initiate ICR with an FEA and later change to an FCA. ICR will simply use FCA’s • Coordinate early with customers to develop the FCA and routes • Change the remarks customers enter in their flight plan from “ICR” to “NRP” • Customers may enter early intent, or file a flight plan • Remove the “mandatory” requirement to issue an EI window, mandatory reroutes and AFP;s • Preparation for CTOP

13. Generating/Analyzing Reroute Options Initial ICR Concept: Overview Constraint Sharing Customers Submit Preferred Routes via Early Intent/Flight Plan Evaluating System Impacts Implementation and Monitoring

14. Traffic Managers Enter Route Guidance in Create Reroute Available Playbooks, CDRs, and Saved Reroute Definitions

15. Procedures Customers are expected to: • Examine their affected flights, and when practical enter, Early Intent (EI) and/or file a flight plan that will route the aircraft away from the affected area. When acceptable options are not available, contact the ATCSCC Tactical Customer Advocate. • Enter NRP in the remarks section of the flight plan.

16. Procedures The FAA Traffic Management Unit (TMU) must: • Coordinate with the ATCSCC to initiate the ICR process. • Provide assistance in developing FCAs, reroute options, and associated restrictions for the impacted area.

17. Procedures • The ATCSCC must: • 1. Share the FCA with all affected stakeholders and issue an ICR FCA that defines the geographical area of concern with appropriate altitude and time limits, plus any other relevant filters to select affected traffic. • NOTE- • An EI window should be affected no less than 45 minutes prior to implementation of the ICR Process. • 2. Conference the affected stakeholders and communicate the objectives for the flights captured in the FCA. • 3. Send an ICR advisory that provides an early intent window and route guidance if deemed necessary. • 4. Issue route guidance using an advisory in the Create Reroute tool. Preferential routes, recommended routes, and constraint avoidance may all be suggested. • NOTE- • Required reroutes may not be necessary if the response taken by customers alleviates the need for this initiative or the reason for initiating the ICR Process changes (weather does not materialize, significant volume reductions, etc.).

18. Procedures At the end of the EI window either: • Issue required reroutes • Issue an AFP • Extend the EI window • Cancel ICR The FCA expires at the end of the published valid time unless coordination is accomplished and an advisory is issued that cancels the initiative.

19. Benefits • Ability for the customer to re-route their own flights • UPT – saves time and money over a playbook routing • Automatic ‘flow’ control – naturally occurs by customers • Reduced communication • Reduced number of re-routes that FAA facilities must make

20. Flow Evaluation TeamCDMWind Route Changes

21. Wind Route Changes for May 5, 2011 • All Wind Routes will be available, all the time. • This will cancel the need for the daily telcon and telcon agenda page. • The EWR/JFK 3 routes will be severe weather offload

22. Wind Route Changes for 2011 EWR WIND ROUTES

23. Wind Route Changes for 2011 • JFK WIND ROUTES

24. Flow Evaluation TeamCDMUse of Required Time of Arrival (RTA)

25. Task Description: Prepare a concept of operations explaining how RTA could be implemented to support TBM efficiency. • Flight from SW U.S. to SE U.S. flies for 2 hours @ M.82 for schedule conformance • Transitions into TMA metering and is instructed to make one turn in holding • 7 minutes additional flying for 1 turn in holding MEM PHX 2003 lbs $600 RTA to Avoid Holding?

26. Flight Schedule Monitor (FSM)

27. Airspace Flow Programs (AFP)

28. Why RTA by AFP Provide an efficient flow of traffic to TMA Using Airspace Flow Program Distribute slots for the arrival fix Assign Control Time of Arrival (CTA) from AFP as the Required Time of Arrival (RTA) prior to the departure of the flight Using Dispatchers communications RTA can be provided to the pilot

29. Concept Flows are not evenly distributed over arrival fixes TMA primary focus is delivery to the runway Smooth out compacted demand

30. PRE-PROGRAM • ATCSCC initiates collaboration with all affected facilities and customers to decide on the appropriate TMI – In this scenario, the use of RTA is implemented • ATCSCC issues an RTA program for the Airport based on AFPs for each of the Meter Fixes. Different rates for each arrival fix can be used to balance arrival demand Airport AAR = 50 MFX AAR = 10 MFXAAR = 10 MFX MFX Airport MFX MFX MFXAAR = 15 MFX AAR = 15 ZZK 02/23/11 15:00Z CTA Airport 50

31. PRE-DEPARTURE • Aircraft is issued an RTA for the Meter Fix to the Airport calculated by TFMS. (Based on the MFX Arrival Rate and IGTD) • The RTA is expected to be met by the flight with an error of +/- 5 minutes • Flight is also provided a corresponding EDCT calculated by TFMS. (Based on ETE provided) • This RTA may require the flight to arrive either earlier, or later than planned Meter Fix AFP Airport Meter Fix MFX AAR = 15 Aircraft Trajectory Airport “Air Flight 110, Denver RTA 2120, EDCT 1840”

32. EN ROUTE 5. Aircraft RTA is posted in the remarks section of the flight plan OR Pilot states “RTA” on check-in 6. Flight coordinates actions (routing, speed adjustments, etc.) with ATC as needed to meet their RTA ATC may take separation actions that affect the RTA Meter Fix AFP Airport Meter Fix Aircraft Trajectory Airport “Salt Lake Center, Air Flight 110 requests to reduce speed 30 knots for RTA”

33. EN ROUTE • Once the flight crosses the TMA Freeze Horizon and the MFX Time is locked in, ATC may issue a revised RTA calculated by TMA, or cancel the RTA and issue alternative instructions (vectors, speed assignment, holding, etc.) • The flight still has some time to make adjustments between the Freeze Horizon and the MFX MFX MFX TMA Freeze Horizon Airport MFX MFX Aircraft Trajectory “Air Flight 110, revised RTA 2123

34. Seattle RTA Testing JAKSN JAWBN Meter Fix AFP’s SEA PLANNING HORIZON FREEZE HORIZON RADDY OLM

35. Airport Arrival Rate = 38 OLM AFP Rate = 9 Meter Fix distance of 166 miles allows for 2-3 minutes of delay increase/reduction (Dependent on various factors) SEA OLM 166 Miles SEA 02/23/11 15:00Z CTA 9

36. Airport Arrival Rate = 38 OLM AFP Rate = 9 SEA • Flights are assigned an “EDCT” for departure • Flights are assigned a “CTA” time to the Meter Fix = RTA OLM 166 Miles SEA 02/23/11 15:00Z CTA 9

37. RTA Benefits • Cost Index - FUEL • Improved arrival estimates • Traffic Management – better arrival planning • RTA vs. GDP • Create a relationship between traffic management equipment/processes and aircraft equipment/abilities • Efficiency • It’s AWESOME!

38. RTA PANEL

39. Flow Evaluation TeamCDMCapacity Estimation

40. 5 key concepts • A historical review of the airspace and what volume of traffic is manageable on a regular basis • A thorough understanding of the maximum capacity for a given piece of airspace that can be successfully managed • Airspace characterization • An understanding of all current constraints, or impacts to that airspace, and the effect it has on the available remaining capacity • A capability to forecast constraints where possible, and provide solution modeling to a given situation • A Human-in-the-Loop to interpret and make an informed decisions on the data, based on real-time understanding of airspace constraints

44. ACE / NAS Monitor

45. ACE / NAS Monitor 16 14 15 15 16 14 16 18 +02 0 +01 0 16 0 -01 0 15 17 16 16 14 14 16 18 +4 +1 +2 16 -2 +5 -1 0 14 -17 16 17 16 16 18 20 21 16 ACE SA ACES ACER