Traffic Management Unit

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New York ARTCC
Traffic Management Unit

Rev. 6 — Revised: 2024-11-19

Area at a glance


Purpose

This order prescribes the procedures to be utilized by personnel providing traffic flow management services at ZNY and N90.

Distribution

This order is distributed to all ZNY and vATCSCC personnel.

Cancellation

ZNY Order 7210.23C, Traffic Flow Management Standard Operating Procedures, dated October 26, 2017, and all unincorporated changes to it are canceled.

Procedureal Deviations

Exceptional or unusual requirements may dictate procedural deviations or supplementary procedures to this order. A situation may arise that is not adequately covered herein; in such an event use good judgment to adequately resolve the problem.


Operations

This document describes how traffic management can be implemented for ZNY when sufficient staffing exists to support TMU functions. This document includes highly detailed information as to who is responsible for what, how TMIs are implemented, and how ZNY is able to manage traffic management constraints. It does not serve as operational documentation, but instead gives insight into the numerous things TMU personnel should be aware of when running ZNY operations from a traffic management perspective.

Operational Positions

Position Callsign Combined at Voice Channel
ZNY STMC NY_TM_CTR Primary ZNY_TU
ZNY Enroute Coordinator NY_EC_CTR NY_TM_CTR (STMC) ZNY_EC
ZNY Arrival Coordinator NY_AC_CTR NY_EC_CTR ZNY_AC (ZNY_A1 when ABE_DEL is active)
ZNY Departure Coordinator NY_DC_CTR NY_EC_CTR ZNY_DC (ZNY_D1 when UNV_TWR is active)
ZNY Weather Coordinator NY_WX_CTR NY_TM_CTR (STMC) ZNY_WX
ZNY Military/Security Coordinator NY_MS_CTR NY_TM_CTR (STMC) ZNY_MS
ZNY Departure Director NY_DD_CTR NY_DC_CTR ZNY_DD (ZNY_DR when UNV_GND is active)
ZNY Departure Complex (57) NY_57_CTR Primary PIT > NY_DC_CTR ZNY_57
ZNY Departure Complex (59) NY_59_CTR Position 57 ZNY_59
ZNY Departure Complex (60) NY_60_CTR Secondary PIT > Position 57 ZNY_60
ZNY Departure Complex (62) NY_62_CTR Position 60 ZNY_62
ZNY Departure Complex (64) NY_64_CTR Position 57 ZNY_64
Position Callsign Combined at Voice Channel
N90 STMC NY_TMU_APP NY_TMU_CTR ZNY_N9
N90 Arrival Coordinator NY_ARR_APP NY_TMU_APP ZNY_NA
N90 Depature Coordinator NY_TMU_DEP NY_TMU_APP ZNY_ND
N90 NAS Coordinator NY_NAS_APP NY_TMU_APP ZNY_NN
N90 TBFM Coordinator NY_TBM_APP NY_ARR_APP ZNY_TB
Position Callsign Line Name IA Code [Type]
LaGuardia Coordinator LGA_COR L-T-COR 122 [OVR]
LaGuardia Flight Data LGA_FD L-T-F/D 123 [SHOUT]
LaGuardia Sequencer LGA_SEQ L-TSEQ 128 [SHOUT]
LaGuardia Tower Supervisor LGA_TS L-T-T/S 129 [SHOUT]
Westchester Coordinator HPN_COR H-T-F/D 140 [SHOUT]
Westchester Flight Data HPN_FD H-T-F/D 141 [SHOUT]
DXR/POU Line DXR-684 684 [SHOUT]
Kennedy Tower Supervisor JFK-TS C-CRT 220 [OVR]
Kennedy Coordinator JFK-COR J-T-COR 213 [OVR]
Kennedy Tower Supervisor Primary JFK-TS C-CRT 220 [OVR]
Kennedy Flight Data JFK-FD J-T-F/D 223 [SHOUT]
Kennedy Tower Supervisor Secondary JFK-T2 J-T-TS 223 [SHOUT]
Farmingdale Shout Line FRG-235 235 [SHOUT]
Islip Coordinator ISP-COR I-T-COR 879 [SHOUT]
Islip Flight Data ISP-FD I-T-F/D 877 [SHOUT]
Islip Tower Supervisor ISP-TS LIT-T/S 878 [SHOUT]
Suffolk Shout Line FOK-860 860 [SHOUT]
BDR/DXR/HVN/OXC/B-FSS Shout Line BDR-766 766 [SHOUT]
BDR/HVN/OXC Tower Common Line HVN-821 821 [SHOUT]
East Hampton Shout Line 378 378 [SHOUT]
Newark Coordinator Primary EWR_COR E-T-COR 424 [SHOUT]
Newark Coordinator Secondary EWR_CO2 E-T-CO2 423 [SHOUT]
Newark Flight Data EWR_FD E-T-FD 425 [SHOUT]
Newark Tower Supervisor Primary EWR_TS E-T-T/S 427 [SHOUT]
Newark Tower Supervisor Secondary EWR_T2 E-T-TS2 427 [SHOUT]
Teterboro Local/Coordinator TEB_COR TEB-801 801 [SHOUT]
Teterboro Flight Data TEB_FD TEB-638 638 [SHOUT]
CDW/MMU Tower Common Line CDR-048 048 [SHOUT]

Organizational Responsibilities

ZNY TMU


Supervisory Traffic Management Coordinator

  • Authorize and maintain daily traffic management responsibilities and all administrative duties associated with TM personnel.
  • Function as Traffic Management Controller-in-Charge (TMCIC) when designated as such by the Air Traffic Manager (ATM).
  • Participate in all planning telcons for the development of the Operations Plan and status of the airspace.
  • Keep the Operations Manager in Charge (OMIC), Front Line Manager (FLM), or Controller-in-Charge (CIC) informed of any actions that have a significant impact on operations.
  • Provide oversight and monitoring of all Traffic Management Coordinator (TMC) positions.
  • Monitor and delegate participation, as necessary, all required hotlines.
  • Assume the responsibilities of any traffic management positions which remain unstaffed.

Traffic Management Coordinator

  • Evaluate proposed TMIs to ensure appropriateness.
  • Develop, implement, monitor, and analyze facility specific TMIs.
  • Periodically analyze and review TM procedures to ensure effectiveness and adherence to TMIs.
  • Adjust or cancel TMIs promptly when no longer needed.
TMS

Enroute- Under general supervision of the STMC:

  • Perform pre-duty familiarization to acquire an acceptable level of situational awareness and to establish an idea of potential constraints on the system.
  • Advise all necessary areas of pertinent operational information.
  • Coordinate all vATCSCC Playbook, SWAP, advisory, and Ad Hoc reroutes and if necessary, forward them to the Departure Director.
  • Manage flows of traffic that traverse the facility.
  • Monitor and mitigate sector capacity.
  • Monitor the Diversion Recovery Tool (DRT) when necessary.
  • Provide enroute spacing for departing aircraft into overhead flow.
  • Ensure TMIs are operating effectively or coordinate TMI issues with relevant controllers and the STMC.
  • Log all TMU actions in NTML.


Arrival - This specialist manages arrival flows into the New York Metro Airports (JFK, LGA, EWR), PHL, and DC Metro (BWI, DCA, IAD).

  • Perform pre-duty familiarization to acquire an acceptable level of situational awareness and to establish an idea of potential constraints on arrival flows.
  • Analyze the arrival traffic flow, demand, capacity, runway configuration, overflow capabilities, and weather information. The specialist should notify the STMC whenever s/he believes there is potential for arrival impacts.
  • Implement arrival flow TMIs to reduce arrival delays on users without exceeding sector capacity.
  • Advised affected operational areas of time based metering including the arrival airport and metering period.
  • Monitor all appropriate traffic management tools as necessary in managing arrival flows.
  • Log all TMU actions in NTML.


Departure - This specialist manages departure flows from designated ZNY airports and PHL.

  • Perform pre-duty familiarization to acquire an acceptable level of situational awareness and to establish an idea of potential constraints on departure flows.
  • Analyze the departure traffic flow, demand, NAVAID usability, weather conditions, airport conditions, and delays.
  • Reroute traffic via alternate routes through designated sectors or centers as necessary and advise area managers (FLMs/CICs) of reroutes affecting their airspace.
  • Inform the STMC of TMIs.
  • Disseminate reroutes to the Departure Complex positions.
  • Coordinate with towers/N90/PHL TRACONs concerning fix balancing and reroutes.
  • Ensure throughput – balance arrivals and departures.
  • Initiate departure restrictions to manage sector volume and forward this information with the Enroute Coordinator.
  • Assist the Departure Complex with vATCSCC reroutes and Severe Weather Avoidance Plan (SWAP) implementation.
  • Monitor and ensure compliance with all TMIs, especially reroutes.
  • Log all TMU actions in NTML.


Military/Security - This specialist manages all military, special operations, and security initiatives in ZNY, ZWY, and other facilities.

  • Coordinate all Special Use Airspace.
  • Update the SUA Status Page.
  • Control sensitive and classified information.
  • Responsible for Mission Support.

New York Center operates up to five (5) manual departure positions in a centralized Departure Complex (also known as The Pit). The Complex is overseen by the Departure Director (DD [TMC]) and issues clearances for traffic departing all New York and Philadelphia metro airports. Due to the proximity of high density airports and the commonality of route fixes, the centralization of the Complex provides the Departure Director with advance warning of route or fix saturation. Judicious and timely reroutes are employed to mitigate or avoid bottlenecks, eliminating or reducing departure delays. During periods of high airspace complexity or severe airspace constraint, the Complex is invaluable in rerouting aircraft.

Sector 57 [Show]
  • Sector 57 issues amended routings to Philadelphia (PHL), McGuire (WRI), and satellites.
  • When directed, issue alternate route clearances for aircraft departing PHL/WRI and satellites.
  • Monitor all systems for routing errors and proactively issue correct route clearances.

NOTE: This is the primary Departure Complex position.

Sector 59 [Show]
  • Sector 59 issues amended routings to Kennedy (JFK), Islip (ISP), and satellites.
  • When directed, issue alternate route clearances for aircraft departing JFK/ISP and satellites.
  • N90 will accept ISP and ISP Satellite departures via the following routes, in addition to those routes depicted in the ZNY/N90 LOA:
    • GREKI, BDR, MERIT
    • BEADS, SARDI
  • All other routes must be pre-coordinated with and approved by the N90 STMC, N90 Operations Manager, or his/her representative.
  • Monitor all systems for routing errors and proactively issue correct route clearances.

Notes

  • SIDs that are VECTOR or PILOT NAV require users file from the airport direct to the first fix, for all departure fixes.
  • This position combines at position 57.
OXC Waterbury-Oxford Procedures
  • Amend routings in accordance with ZNY Preferred Routes -- i.e., if a proposed flight plan requires a reroute over a North gate fix, amend the route accordingly. After this, your responsibility is complete.
  • It is the tower's responsibility to amend the flight plan and ensure the correct routing to the pilot.
Sector 60 [Show]
  • Sector 60 issues amended routings to Newark (EWR), Teterboro (TEB), and satellites.
  • When directed, issue alternate route clearances for aircraft departing EWR/TEB.
  • Monitor all systems for routing errors and proactively issue correct route clearances.

Notes

  • SIDs that are VECTOR or PILOT NAV require users file from the airport direct to the first fix, for all departure fixes.
  • This is a second normal position during the day (the other being position 57) but combines at position 57 at night.
Sector 62 [Show]
  • Sector 62 issues amended routings to LaGuardia (LGA) and Westchester (HPN).
  • When directed, issue alternate route clearances for aircraft departing LGA/HPN.
  • Monitor all systems for routing errors and proactively issue correct route clearances.

Notes

  • SIDs that are VECTOR or PILOT NAV require users file from the airport direct to the first fix, for all departure fixes.
  • This position combines at position 60 during the day and position 57 at night.
Sector 64 [Show]
  • Sector 64 issues amended routings to Teterboro (TEB), Westchester (HPN), and Newark (EWR) satellites.
  • When directed, issue alternate route clearances for aircraft departing satellites.
  • Monitor all systems for routing errors and proactively issue correct route clearances.

Notes

  • SIDs that are VECTOR or PILOT NAV require users file from the airport direct to the first fix, for all departure fixes.
  • This position combines at position 57.

N90 TMU

Supervisory Traffic Management Coordinator
  • Maintain continuous awareness of traffic demands and TMIs.
  • Establish N90 Airports’ Arrival Rates (AAR) and Departure Rates (ADR).
  • Direct and support TMCs in resolving conflict.
  • Report equipment issues to the OMIC.
  • Provide an overview of anticipated demand, impacts, TMIs, and weather at all operational briefings.
  • Participate in the Strategic Planning Telcon (SPT) as required.
  • Log all TMU actions in NTML.

Traffic Management Coordinator

  • Work under the general supervision of the N90 STMC.
  • Keep the STMC informed of the current and projected demand, TMIs, runway changes, and delays.
  • Notify the STMC when delays reach +15 minutes, and every 15-minute increment thereafter.
  • Maintain a record of traffic management actions.
  • Balance arrival and tower enroute flows through coordination with appropriate ARTCC TMUs and adjoining facilities to ensure that demand does not exceed system capacity.
  • Coordinate with towers and TRACONs to establish the AAR and assist the ARTCC and adjacent facilities in developing strategies to achieve the AAR.
  • Oversee departure fix balancing to ensure sector efficiency into downstream facilities' airspace.

    • NOTE The appropriate ARTCC shall be the focal point and mediator between terminal facilities. Further, N90 is uniquely situated between three ARTCCs, thus N90 should coordinate directly with the vATCSCC who will then conference the appropriate ARTCCs. In the case that the appropriate ARTCC TMU is unable to resolve a dispute, vATCSCC has the final decision-making authority.

    TMAC

    Arrival Coordinator
    This position is responsible for ensuring smooth, orderly, and effective flows can be safely maintained for traffic arriving at N90 airports.

    • Work under the general supervision of the N90 STMC.
    • Analyze demand, airport capacity, runway configurations, overflow capabilities, and operational conflicts * to determine the need for arrival TMIs.
    • Keep the STMC advised of all actions initiated to manage arrival aircraft and any arrival delays.
    • Balance delays among centers when in a holding situation.
    • Receive and disseminate any weather information affecting arrival routes.
    • Assist Area FLMs with volume or traffic related issues.
    • Log all TMU actions in NTML.

    TMDC

    Departure Coordinator
    This position is responsible for ensuring smooth, orderly, and effective flows can be safely maintained for traffic departing N90 airports.

    • Work under the general supervision of the N90 STMC.
    • Monitor departure flows, weather conditions, NAVAID usability, and anticipated traffic demand to mitigate * or avoid situations that could cause sector saturation or departure delays.
    • Advise STMCs of all applicable restrictions.
    • Inform affected areas when SWAP routes are in effect and their valid period.
    • Log all TMU actions in NTML.
    TBFM

    TBFM Coordinator
    This position is responsible for regulating the flow of traffic into N90 airports using Time Based Metering (TBM).

    • Work under the general supervision of the N90 STMC.
    • Communicate metering start/stop information to the N90 STMC, ZNY STMC, vATCSCC, and areas/facilities.
    • Continually analyze the arrival flow, demand, current runway acceptance rates, airport capacity, pending * runway changes, and airport weather conditions.
    • Coordinate with the N90 STMC to initiate fix balancing to eliminate sector and/or fix overloading.
    • Advise/ensure ZBW, ZNY, and ZDC are monitoring and maintaining metering lists when active.
    • Advise the N90 STMC when delays reach or are expected to reach 15 minutes and increase/decrease in 15-minute increments.
    • Use TMA arrival timelines to determine release times for internal departures to the metered airports.
    • Monitor TMA timelines and advise adjacent facilities or the N90 STMC of non-compliance meeting TBM times.
    • Log all TMA actions in NTML.

    General

    Line of Authority

    • Rather than having an additional Traffic Management Officer (TMO) position to manage and direct the ZNY and N90 TMUs, the STMC assumes those responsibilities. Due to the unique setup of N90, it is treated as its own facility with an operational TMU. Likewise, ZNY has its own TMU, both of which interface with the vATCSCC. When traffic management related issues cannot be resolved by appropriate administrators, vATCSCC has final decision-making authority.
    • In the absence of the STMC, the position may be delegated or fulfilled by the Events Coordinator, Air Traffic Manager (ATM), Deputy Air Traffic Manager (DATM), or otherwise delegated official. In the absence of all members and any potential delegate to the position, vATCSCC will assume traffic management responsibilities until no longer needed or until the appropriate roles can be filled.

    Traffic Management Training

    Traffic management training may be accomplished via appropriate facility procedure or through a combination of facility-specific training and vATCSCC coursework. All certifications remain the sole responsibility of the traffic manager’s home facility.

    Inter-facility Communication

    • At all times, utilize to the extent practical, collaborative decision making techniques.
    • Maintain constant situational awareness and utilize all tools and resources available to you.

    Intra-facility Communication

    New York Area Hotline

    • Phone Numbers and Resources:
    • The objective of the Hotline is to provide rapid communications between air traffic 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 reduce the amount of coordination needed to implement collaborated strategies.
    • The STMC must initiate and participate in telcons and Hotlines with facilities and customers, as necessary, to obtain input and to provide operational information, as well as to manage other significant events affecting airspace.
    • Advise neighboring facilities if an operational Hotline is requested or active.
    • The Hotline will be used to communicate:
      • Airport and airspace capacity issues
      • Constraint/capacity mitigation strategies
      • Route availability information and route alternatives
      • Weather information
      • Equipment Outages
      • Customer preferences for initiatives and alternatives
      • Special circumstances, contingency requirements, and emergency events
    • All required coordination and information sharing necessary regarding the event.
    • All parties must leave their microphones muted while not speaking and identify themselves using proper interphone format when conversing.
    • Coordination that can be accomplished quickly and precisely with all parties. If an item requires extensive coordination, other communication sources may be used.

    Operations Plan

    The following is an Operational Planning Checklist and includes all the areas that must be covered in an OP:

    • Review the current weather constraints
    • Review pertinent facility topics
    • Input from the Areas
      • Staffing
      • Sector Combination
      • Anticipated Initiatives
      • Equipment Outages
      • Anticipated Traffic Volume
      • Constraints/Other
    • Input from Approaches and Towers
      • Current Configuration and AAR
      • Anticipated Configuration and AAR
      • Other
    • Miscellaneous
      • Special Events
      • Diversions
    • Current Traffic Management Initiatives
      • Specify Terminal constraints at facilities where delays are expected to be 15 minutes or greater
      • Enroute constraints when expanded miles-in-trail, deviations, and tactical reroutes may be required
      • Internal and external TMIs
      • Route closure/reroute information
    • Anticipated Traffic Management Initiatives
      • Alternatives
      • Triggers Needed
      • Exit Strategy Needed

    Traffic Management

    It is important to remember that TMU does not mean controlling traffic. Rather, it is managing traffic flow. It is not TMU's job to maintain safe separation, adhere to strict phraseology, or provide control instructions; however, it is responsible for the actions it takes.

    ZNY PIT positions are sometimes required to give amended route clearances and must use proper phraseology and air traffic control techniques.

    The entire traffic management effort must operate as one and constantly use collaborative decision making processes to ensure equitable solutions to traffic management problems. Equitable is different than equal in that the best solutions are used to combat problems rather than one solution applied to all users. Traffic management is a dynamic in nature and requires quick thinking, strong communication/collaboration abilities, and extensive knowledge of the airspace system.

    Traffic Management Initatives

    Miles-in-trail (MIT)

    The number of miles required between aircraft that meet a specific criterion. The criterion or qualifier may be separation, airport, fix, altitude, sector, or route specific.

    Minutes-in-trail (MINIT)

    The number of minutes required between successive aircraft.

    Implementation
    • The ZNY Enroute Coordinator (EC), N90 TMDC (when departure restrictions are in effect), or N90 TMAC (when arrival restrictions are in effect) must notify the STMC, the providing sectors and affected controllers of the restriction.
      • Controllers must acknowledge with their operating initials.
    • The ZNY EC, N90 TMDC, or N90 TMAC should enter the restriction into the National Traffic Management Log (NTML) and, as appropriate send a message containing the restriction through the ATC Channel or other coordination channel.
    • The STMC will notify any affected neighboring facilities of the restrictions in place.
    Cancellation
    • The ZNY EC, N90 TMDC, or N90 TMAC must notify the STMC, the providing sectors and affected controllers of the cancellation.
      • Controllers must acknowledge with their operating initials.
    • The ZNY EC, N90 TMDC, or N90 TMAC should cancel the restriction through the NTML and as appropriate send a message containing the cancellation through the ATC Channel or other coordination channel.
    • The STMC will notify any affected neighboring facilities of the cancellation.
    NOTE: MIT of ten (10) nautical miles or less must not exceed four (4) hours.

    Utilized to segregate different flows of traffic, or to distribute the number of aircraft requesting access to a specified geographic region.

    • Colloquialisms:
      • Tunneling – term to indicate traffic will be descended prior to the normal descent point at the arrival airport to remain clear of an airspace situation; e.g., holding.
      • Capping – term to indicate aircraft will be cleared to an altitude lower than their requested altitude until they are clear of a particular region.
      • Low Altitude Arrival/Departure Routing (LAADR) – a set of routings with altitude expectations for usage during periods of severe weather.
    Implementation
    • The ZNY AC (tunneling or LAADR), ZNY DC (capping or LAADR), ZNY DD (capping or LAADR), N90 TMDC (capping or LAADR), or N90 TMAC (tunneling or LAADR) must notify the STMC, the providing sectors, and affected controllers.
    • The ZNY EC must advise the affected controllers of block altitudes to use for different fixes and may also assign specific aircraft altitudes.
    • Controllers must acknowledge with their operating initials.
    • The ZNY AC, ZNY DC, ZNY DD, N90 TMDC, or N90 TMAC must send a message to all facilities via the ATC Channel or other coordination channel advising that Tunneling, Capping, or LAADR is in effect, and should enter a restriction into the NTML as necessary.
    • The STMC will notify any affected neighboring facilities of the current restrictions.
    NOTE: Altitudes are subject to conforming traffic flows.
    Cancellation
    • The ZNY AC, ZNY DC, ZNY DD, N90 TMDC, or N90 TMAC must notify the STMC, the providing sectors, and affected controllers.
    • Controllers must acknowledge with their operating initials.
    • The ZNY AC, ZNY DC, ZNY DD, N90 TMDC, or N90 TMAC must send a message containing the cancellation through the ATC Channel or other coordination channel and should cancel the restriction through the NTML as appropriate.
    • The STMC will notify any affected neighboring facilities of the cancellation.

    Utilized to equitably distribute demand by assigning an aircraft a fix other than the one in the filed flight plan in the departure phase of flight.

    Implementation
    • The ZNY DD must notify the STMC, the providing sectors, or the N90 TMDC.
      • The ZNY DD (when N90 is not involved) or the N90 TMDC must coordinate fix balancing activities directly with affected Clearance Delivery positions.
      • The ZNY DD or N90 TMDC will either request the affected Towers to equitably distribute demand to different flows as appropriate, or the ZNY PIT positions will assign specific fixes to affected aircraft.
        • When using a shared flight list, identify flights for which a route is unavailable with “NRA” to indicate “no route available”. This will identify to the ZNY PIT positions that the flight is without a valid route.
        • When a pre-coordinated non-event route is available, it is not necessary to coordinate reroutes with ZNY DD or ZNY PIT positions unless specifically requested.
    Controllers must acknowledge each directive with his/her operating initials.
      • The ZNY DD and N90 TMDC must monitor and analyze sector volume in their sectors to ensure program efficacy and throughput.
      • The ZNY DD or N90 TMDC should enter any departure stops (STOP) into the NTML.
      • If a conflict cannot be resolved by appropriate officials, the vATCSCC holds final decision-making authority.
    Cancellation
    • The ZNY DD must notify the STMC, the providing sectors, or the N90 TMDC.
      • Controllers must acknowledge with their operating initials.
    • The ZNY DD (when N90 is not involved) or the N90 TMDC must notify affected Clearance Delivery positions and TRACON controllers of the status of the departure gates and should cancel any STOP restrictions through the NTML as appropriate.

    Planned aircraft holding may be utilized. This is normally done when the operating environment supports holding and the weather conditions are expected to improve shortly; this ensures aircraft are available to fill the capacity at the airport.

    Implementation
    • The ZNY AC (when N90 is not involved) or the N90 TMAC must notify the STMC, the providing sectors, and affected controllers to either randomly or selectively hold aircraft.
      • The ZNY AC or the N90 TMAC must specify to the applicable controllers the callsign(s) of the aircraft to be held.
      • The ZNY AC or the N90 TMAC will also provide the appropriate controller with a release time (RTIME) for each aircraft held or an approximate hold time for random aircraft.
      • For blanket hold times, a notification must include the following:
        • average hold time (in minutes) per aircraft; and,
        • approximate duration of holding period.
      • TMU must enter the restriction into the vATCSCC #ntml and, as appropriate, send a message containing the restriction through the ATC Channel.
      • Controllers must acknowledge each directive with his/her operating initials.
    • The STMC must notify any affected neighboring facilities of the constraints.
    Cancellation
    • The ZNY AC or N90 TMAC must notify the STMC, the providing, or affected controllers of the cancellation.
      • Controllers must acknowledge with their operating initials.
    • The STMC will notify any affected neighboring facilities of the cancellation.

    TEC may be used to relieve upper-level congestion by capping aircraft—preventing them from reaching the enroute stratum by keeping them at lower terminal altitudes—and handing them off from terminal sector to terminal sector instead of center to center.

    • The use of non-standard TEC routes during periods of high traffic density is subject to terminal congestion and conforming traffic.
    • The use of TEC within N90 requires the notification and approval of Local Control at any of the New York Metro airports and any TRACON sectors traversed.
      • The Local Controller, or the N90 TMDC at the request of the Local Controller, should coordinate with the Controllers at any other traversed facility.
    • TEC routes can be found in the NFDC Preferred Routes Database by entering TEC into the Route Type field.

    CFR is used when the enroute stream is heavy, restricting the ability of departures from joining the overhead flow or when it is desirable to have individual releases to manage traffic.

    Implementation
    • The ZNY DC, ZNY DD, or N90 TMDC must notify the STMC and Local Control of the affected facility.
    Controllers must acknowledge with their operating initials.
    • The ZNY DC, ZNY DD, or N90 TMDC must determine what filters will be selected to apply CFR. Filters include but are not limited to
      • Specific Route
        • e.g., PHL departures via PTW
      • Aircraft Type
        • e.g., All heavy jets
      • Destination
        • e.g., flights arriving MDT
    • Once the filters have been selected, the ZNY STMC or N90 STMC will notify all affected facilities that CFR is in place and include
      • anticipated program start time
      • anticipated program end time
      • associated restrictions
      • contact information (e.g., dial number, ATC Channel, Hotline)
      • remarks (optional)
    • If an external facility is requested to CFR for flights arriving ZNY or N90, the applicable ZNY AC, ZNY EC, or N90 TMAC will coordinate all CFR implementation.
    • The ZNY DC, ZNY AC, N90 TMDC, or N90 TMAC should create an entry in the NTML when CFR is in place.
    Cancellation
    • The ZNY DC, ZNY DD, ZNY AC, ZNY EC, N90 TMDC, or N90 TMAC must notify the STMC, providing sectors, and affected controllers of the cancellation.
      • Controllers must acknowledge with their operating initials.
    • The ZNY DC, ZNY AC, ZNY EC, N90 TMDC, or N90 TMAC should delete the NTML entry containing the CFR advisory.
    • The STMC will notify any affected neighboring facilities of the cancellation.

    Ground Delay Program and Ground Stop

    Ground Delay Program

    Aircraft are held on the ground to manage capacity and demand at a specific location by assigning arrival slots. The purpose of the program is to limit manage arrival volume and reduce arrival delays and holding.

    An Expect Departure Clearance Time (EDCT) is calculated based on the estimated time enroute and the assigned arrival slot.

    Ground Stop

    Aircraft that meet some specific criteria remain on the ground until demand stabilizes. The criteria might be operator, radius distance, specific equipment, ARTCC tier, airport, or some other parameter.

    For example, all departures to LaGuardia; or, all general aviation into Farmingdale (FRG). Ground stops are most often reactive, though they can be used strategically, in support of some other TMI. If a flight was or is assigned an EDCT valid during which a ground stop is in effect for that flight, the aircraft may not depart. The only aircraft that may depart during a ground stop are those which are explicitly exempt, or have been coordinated with the originating authority of the ground stop.

    GDPs and GS' may be used in the following situations:

    • when capacity is severely reduced
    • when anticipated arrival volume necessitates an arrival priority to prevent airborne holding
    • when surface congestion is anticipated to adversely affect throughput
    • when routings are unavailable due to severe weather or other major constraint
    • when a situation arises whereby a ground stop would aid in mitigating an airspace issue.
    NOTES
    • Helicopters are exempt from ground stops based on weather unless specifically included.
    • GS' override all other TMIs.

    To calculate the AAR, calculate the maximum runway arrival capacity for each runway using the following methodology:

  • Determine the average ground speed crossing the runway threshold and the spacing interval required between successive arrivals.
  • Divide the ground speed by the spacing interval to determine the maximum runway arrival capacity.
  • Sum the AAR from each runway to obtain the total AAR.
    • FORMULA
    Ground Speed at runway threshold [knots] / Spacing interval at runway threshold (miles)

    NOTES:
    • When the maximum runway arrival capacity is a fraction, round down to the next whole number.
    • Intersecting arrival/departure runways and/or LAHSO may reduce the maximum runway arrival capacity.

    To calculate EDCTs use the following methodology:

  • Determine the demand and AAR.
  • Subtract the AAR from the demand to find the backlog.
  • Add the backlog to the demand to find the actual demand in subsequent hours.
  • Divide the total backlog by the AAR and multiply the quotient by sixty (60) to find the delay time at the end of the hour.
    • Formula
    • Demand minus AAR = Backlog
    • Backlog plus Demand = Demand in Subsequent Hours
    • (BacklogTOTAL / AAR) x 60 = Delay Time at the End of the Hour

    GDP Implementation

  • The vATCSCC or the vATCSCC through the ZNY STMC or N90 STMC must initiate a GDP and choose Delay Assignment (DAS), General Aviation Airport Program (GAAP), or Unified Delay Program (UDP).
    • DAS is used when specific flights are picked and assigned EDCTs.
    • GAAP is a method for assigning delays to GA aircraft based on arrival slot availability at the airport, when known demand is expected to, but does not currently, exceed capacity.
    • UDP is a combination of DAS and GAAP that assigns EDCTs to all aircraft in the flight list (/FL) but accounts for anticipated GA volume by reserving a set number of slots available per hour for use by “pop-ups” (PU) – those which were not “known” when the GDP was initially calculated.
  • The vATCSCC or the vATCSCC through the ZNY STMC or N90 STMC must utilize the AAR to calculate aircraft EDCTs, and determine the following prior to implementation (underlined parameters are required; italicized are optional):
    • Airport
    • Delay Assignment Mode
    • Program Type
    • Arrivals Estimated For
    • Program Rate
    • Flights Included (Aggregate Demand List [ADL])
    • Scope
    • Additional Facilities Included
    • Exempt Facilities
    • Canadian Airports Included (When applicable)
    • Delay Assignment Table Applies To (Optional)
    • Maximum Delay
    • Average Delay
    • Reason
    • Remarks
    • The vATCSCC or vATCSCC through the ZNY STMC or N90 STMC should create an entry on the NTML and either push EDCTs via NTML or otherwise disseminate a flight list to applicable facilities.
    • The ZNY STMC or N90 STMC must conference affected facilities, VATUSA personnel, and vATCSCC, providing them with EDCT information.
    • The ZNY STMC or N90 STMC must notify all internal and Tier 1 facility (ZNY1) controllers via the ATC Channel or other communication channel that a GDP is in effect. A Flight list will be provided through common channels and disseminated to applicable personnel (e.g., delivery, ramp, tower). Finally, a notice providing contact information for TMU personnel must be provided to account for flights requesting unscheduled departures and other requests.
    • Included facilities will be asked to assign EDCTs using the shared DA table on the webpage or otherwise coordinated channel to aircraft that did not receive an EDCT.
    • The ZNY STMC or N90 STMC must coordinate with affected facilities to ensure the GDP is adequately managing the demand.
    • The ZNY AC, ZNY DC, N90 TMAC, or N90 TMDC should obtain arrival and departure counts from affected facilities, as appropriate.
    • The ZNY STMC or N90 STMC must advise the appropriate terminal facility or controller after receiving a revised EDCT.
    • Clearance Delivery must place the EDCT as the first item in the route section of the flight plan, field 8 of the flight progress strip (CHHMM), or other coordinated system and inform the aircraft of the EDCT in the clearance.
    • Ground must ensure aircraft depart within five (5) minutes of their EDCT, and must contact the vATCSCC through the appropriate TMU as soon as possible for a new EDCT if an aircraft is anticipated to miss its current EDCT.
    GDP Example

    Before GDP, AAR=54


    GDP Proposal, Anticipated AAR = 36. 21Z, 22Z, 23Z hours all above capacity. 00Z hour at capacity.


    Actual GDP, AAR = 36, aircraft assigned EDCTs are brown.
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