Page 19/3/2015 AFP Industry Training Principles of AFP (Airspace Flow Program )

Page 104/19/23 AFP Industry Training

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. [email protected]• 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: [email protected] and Sandy Clover (Metron Aviation) [email protected]

• For additional information on AFP go to this website:http://cdm.metronaviation.com/Workgroups/route_eval.html


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 VideoClick on button

to start video


Principles of AFPPrinciples of AFP Video

AFP AcronymsThe Problem

Current Approach to SWAPAFP Concept

AFP Cost and EffectivenessAFP Process Flow

AFP Scenario AFP Basic Rules

AFP ResponsibilitiesAFP Coordination

AFP ResourcesAFP Questions


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

AFP AcronymsFSM - 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.


SWAPSevere Weather Avoidance Procedures

What causes SWAP?


A Look at SWAPIntense 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 SWAPCCFP (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 SWAPCCFP (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 SWAPAvoidance 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”


A Look at SWAPAvoidance 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’sGround 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


FCA’sFlow Constrained Areas

How do they Work?


• 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.

Flow Constrained Area (FCA)


Current Approach to SWAP


Current Approach to SWAPOn 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.


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.


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


Flights routed through constrained airspace end up not taking ground delays because their destination is not a

GDP in support of SWAP AirportGDP 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 AirportGDP in support of SWAP Airport..


Effect of Airport GDPs on En Route Volume

• Airport GDPs do not provide the control needed to manage airspace demand

Demand Profile in FCA before Airport GDPs

Demand Profile in FCA after 10 Airport GDPs

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)


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.


NESP Rate Guidelines

Flow through ZOB:

Low Weather Impact: 90 – 100 Rate/Hour

Med Weather Impact 80 – 90 Rate/Hour

High Weather Impact 70 – 80 Rate/Hour

Flights out of the Northeast are NOT

included in FCAA01-FCAA06

FCAA01-FCAA06

FCAA01

FCAA02

FCAA05

FCAA04

FCAA03

FCAA06

When an AFP is issued for one or

more of these FCA’s, only flights

bound for the Northeast will

receive EDCT’s.


FCAA01


Flow through ZOB:




Note the FiltersNote the Filters

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


FCAA02


Flow through ZDC:




FCAA02 is defined by the northern boundary of ZDC from MRB extending southeastward.




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


FCAA03


Flow through ZOB:




FCAA03 is defined by the western boundary of ZOB and the eastern boundary of ZID.




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


FCAA04

FCAA04 is defined by the entire western and southern boundary of ZDC.




Likely weather for use: Weather in the Ohio Valley region or in ZDC airspace.



Flow through ZDC:




FCAA04


FCAA05

FCAA05 is defined by the western boundary of ZOB and the eastern boundary of ZID.


Arrival Filters: ZNY, ZBW, ZDC


Likely weather for use: Weather in the Ohio Valley region would likely trigger use of this FCA.



Flow through ZOB:




FCAA05


FCAA06


Flow through ZDC:




FCAA06 is defined by the entire western and southern boundary of ZDC.


Arrival Filters: ZNY, ZBW, ZDC


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


AFP Rate GuidelinesThese preliminary

rate guidelines were developed based on historical demand.

Rates are being validated through

HitLs


AFP Benefits

versus

Before AFPDuring AFP

• 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).


Cost and Effectiveness (75% of MAP)

No TMIs

45 avg, 101%

75 avg, 92%

90 avg, 87%

NY & BOS GDPs, 45 avg delay

NY & BOS GDPs, 60 avg delay

NY, DC & BOS GDPs, 45 avg delay

NY, DC & BOS GDPs, 60 avg delay

NY, DC, BOS & ORD GDPs, 45 avg delay

NY, DC, BOS & ORD GDPs, 60 avg delay

30 avg, 102%

45 avg, 97%

60 avg, 92%

75 avg, 87%

90 avg, 84%

105 avg, 81%

30 avg, 107%

45 avg, 99%

60 avg, 96%

75 avg, 92%

90 avg, 86%

105 avg, 83%

30 avg, 107%

60 avg, 97%

105 avg, 83%

0.00%

5.00%

10.00%

15.00%

20.00%

25.00%

30.00%

35.00%

40.00%

45.00%

50.00%

0 20,000 40,000 60,000 80,000 100,000 120,000 140,000 160,000 180,000 200,000 220,000

Cost (total delay minutes)

Effectiveness (percentage of sector overages reduced)

FCAA01/A02 - ZNY & ZBW Arrivals - average delay, % reduction

FCAA03/A04 - ZNY, ZBW, & ZDC Arrivals - average delay, % reduction

FCAA03/A04 - ZNY & ZBW Arrivals - average delay, % reduction

GDPs - area and airports, average delay

AFP Cost and Effectiveness

AFP Cost and Effectiveness

ModuleClick this button to start


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


AFPScenario


High Confidence

Medium Coverage

Collaborative Convective Forecast Product


Operations Plan is sent out indicating Possible AFP


NESP at the ATCSCC (Command Center) evaluates effect of an AFP

29Federal AviationAdministration

Model programNational Enroute Spacing Position monitors all scripted FCA’s, I.e., FCAA01, FCAA02, etc.


AFP is Issued due to Demand exceeding Capacity

ATCSCC ADVZY 004 FCAA05 03/17/2006 CDM AIRSPACE FLOW PROGRAMCTL ELEMENT: FCAA05ELEMENT TYPE: FCAADL TIME: 1455ZDELAY ASSIGNMENT MODE: DASENTRY ESTIMATED FOR: 17/1830Z - 18/0395ZPROGRAM RATE: 80/80/80/80/80/80/95/95/105/105FLT INCL: ALL FLIGHTS IN FCAA05 DYNAMIC FLIGHT LISTDEP 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 CYVRMAXIMUM DELAY: 107AVERAGE DELAY: 75.5REASON: WEATHERREMARKS: OFFLOAD ROUTES AVAILABLE AS FOLLOWS:CAN1 EAST, PTIMES 1500Z AND LATERNOTE: THIS ROUTE WAS PRE-COORDINATED WITH THE NOC AT NAVCANADAVUZ PTIMES 1500Z AND LATERMGM 3 PTIMES 1700Z AND LATERNOTE: THESE REROUTES WERE PRE-COORDINATED WITH THE APPROPRIATE ARTCCS171500-180459

Opportunities are given to avoid

delay via Offload Routes.














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.


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.

Basic Rules

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.


AFP Responsibilities


ATCSCC “NESP” ResponsibilitiesNational Enroute Spacing Position

ATCSCC position responsible for developing, implementing, and overseeing AFP and other enroute initiatives and restrictions.


AOC Coordinator ResponsibilitiesAirline 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.


AFP Coordination


AFP CoordinationProblem :

– 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


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.

AFP Coordination


AACSAFP AOC Coordination Spreadsheet

One possible AFP Coordination solution is being worked on


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 e-mail, 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.



IGTD CTD D-CENT ACENTR IGTA ATC DELAY

CURRNT PRIORITY ACID EQUIP STATUS SCHED CTD/ DEPT ORG EENTRY ARVL DEST SCHED CTA TTL AFP

Z-TIME ETD EDCT CENTR CENTR ETA DELAY

1 1614 A0X COA1473 B735 S 1630 1802 ZJX DAB 1917 ZNY EWR 1905 2001 +56

2 1639 RRO COA1410 B753 S 1635 1812 ZMA FLL 1929 ZNY EWR 1911 2023 +72

3 1648 RRO COA1555 B738 S 1641 1821 ZMA PBI 1953 ZNY EWR 1920 2044 +84

4 1602 XXX COA1797 B738 E 1519 XXXX ZCA MROC 1929 ZNY EWR 2009 XXXX XXX

5 1617 AOX BTA2303 ERJ S 1625 1833 ZJX SAV 1946 ZNY EWR 1841 2026 +105

6 1615 A0X COA293 B752 S 1630 1831 ZJX MCO 1957 ZNY EWR 1856 2045 +109

7 1606 XXX COA708 B738 E 1355 XXXX ZSA SEGU 1930 ZNY EWR 2015 XXXX XXX

8 1613 PFM BTA2784 ERJ S 1655 1826 ZJX CHS 1926 ZNY EWR 1904 2018 +74

9 1618 A0X COA1162 B735 S 1645 1834 ZTL ATL 1939 ZNY EWR 1858 2047 +111

10 1610 PFM BTA2256 ERJ S 1643 1817 ZTL AVL 1921 ZNY EWR 1828 2002 +94

11 1634 RRO COA40 B762 S 1606 1836 ZHU IAH 2008 ZNY EWR 1919 2056 +97

AFP AFP RRO RRO ETE AFP DLA PAX CREW OTHER

ROUTE ETE ROUTE ETE DIFF vs RRO DLA CONNX DUTY

PREF MEL/ FL280

AR16 2.05 A761 2.46 .41 -31 23 MVT CNNX

AR16 2.01 A761 2.43 .41 -43 52 CDG CNNX

A300

PREF

PREF

A300

PREF

PREF

PREF 18 FRA CNNX

PREF 2.49 A761 3.29 .40 -57 116 CREW

AIRSPACE FLOW PROGRAM - FCAA0X 061800-070359 AVG POP-UP DELAY 67 MINUTES

DATA EXPORTED FROM FSM



If interested in this project you can contact:

Loraine Sandusky (COA)[email protected]

andSandy Clover (Metron)

[email protected] CTD D-CENT ACENTR IGTA ATC DELAY

CURRNT PRIORITY ACID EQUIP STATUS SCHED CTD/ DEPT ORG EENTRY ARVL DEST SCHED CTA TTL AFP

Z-TIME ETD EDCT CENTR CENTR ETA DELAY

1 1614 A0X COA1473 B735 S 1630 1802 ZJX DAB 1917 ZNY EWR 1905 2001 +56

2 1639 RRO COA1410 B753 S 1635 1812 ZMA FLL 1929 ZNY EWR 1911 2023 +72

3 1648 RRO COA1555 B738 S 1641 1821 ZMA PBI 1953 ZNY EWR 1920 2044 +84

4 1602 XXX COA1797 B738 E 1519 XXXX ZCA MROC 1929 ZNY EWR 2009 XXXX XXX

5 1617 AOX BTA2303 ERJ S 1625 1833 ZJX SAV 1946 ZNY EWR 1841 2026 +105

6 1615 A0X COA293 B752 S 1630 1831 ZJX MCO 1957 ZNY EWR 1856 2045 +109

7 1606 XXX COA708 B738 E 1355 XXXX ZSA SEGU 1930 ZNY EWR 2015 XXXX XXX

8 1613 PFM BTA2784 ERJ S 1655 1826 ZJX CHS 1926 ZNY EWR 1904 2018 +74

9 1618 A0X COA1162 B735 S 1645 1834 ZTL ATL 1939 ZNY EWR 1858 2047 +111

10 1610 PFM BTA2256 ERJ S 1643 1817 ZTL AVL 1921 ZNY EWR 1828 2002 +94

11 1634 RRO COA40 B762 S 1606 1836 ZHU IAH 2008 ZNY EWR 1919 2056 +97

AFP AFP RRO RRO ETE AFP DLA PAX CREW OTHER

ROUTE ETE ROUTE ETE DIFF vs RRO DLA CONNX DUTY

PREF MEL/ FL280

AR16 2.05 A761 2.46 .41 -31 23 MVT CNNX

AR16 2.01 A761 2.43 .41 -43 52 CDG CNNX

A300

PREF

PREF

A300

PREF

PREF

PREF 18 FRA CNNX

PREF 2.49 A761 3.29 .40 -57 116 CREW

AIRSPACE FLOW PROGRAM - FCAA0X 061800-070359 AVG POP-UP DELAY 67 MINUTES



AFP Resources


CCSD

FCA Dynamic ListEarly Intent

Reroute Monitor


FSM


FSMFlight List after subs and route-outs

crosscheck for flights that have routed out of the AFP.


Slot Substitution SoftwareFCA EDCT’s are based on time of arrival at the FCA.


RMT


AFP Questions


General AFP Questions• What if I file a new flight plan into an existing

AFP?

• 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.

– You will be assigned an EDCT consistent with delay received by other flights entering the AFP in that +/- 15 minute time frame.


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’sFrequently Asked Questions


The following list of questions and answers will be available on the CDM Flow Evaluation Team

website, under AFP:http://cdm.metronaviation.com/Workgroups/route_eval.html

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?

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.


A: The newly created NESP (National Enroute Spacing Position) at the ATCSCC will have oversight responsibilities for all AFPs.



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?

A: Yes


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


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