Roberta Aguirre
Air Traffic Management (ATM) is a complex system that ensures the safe separation of aircraft in the airspace while maintaining efficiency. The primary responsibility of air traffic controllers is to separate aircraft, control traffic around airports, and manage terminal and en-route airspace. Traffic management in the US's National Airspace System (NAS) is overseen by the Air Traffic Control System Command Center, with input from airlines, general aviation, and the military. Various tools and programs are used to manage traffic flow, such as Minutes-in-Trail (MINIT), Departure Sequencing Program (DSP), Airspace Flow Programs (AFP), and Collaborative Trajectory Options Program (CTOP). NASA also plays a role in ATM through its Airspace Technology Demonstration 2 (ATD-2) project, which aims to improve operations at busy airports.
| Characteristics | Values |
|---|---|
| Purpose | To ensure a safe, orderly, and expeditious flow of air traffic at an airport and in its vicinity |
| Management | Traffic management in the National Airspace System (NAS) is overseen by the Air Traffic Control System Command Center |
| Tactical Traffic Management | Tasks or procedures carried out in less than 2 hours in a localized area |
| Strategic Management | Planning 2 to 8 hours out at a larger, perhaps regional or national scale |
| Tools | Ground Delay Programs, Airspace Flow Programs, Collaborative Trajectory Options Program (CTOP), Departure Sequencing Program (DSP), Time-Based Flow Management (TBFM), etc. |
| Simulation | NASA's air traffic management laboratory near the Dallas/Ft. Worth International Airport in Texas |
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What You'll Learn
Air Traffic Control System Command Center
The Air Traffic Control System Command Center (ATCSCC) was established in 1970 at FAA Headquarters in Washington, DC, to identify solutions to air traffic inefficiencies in the National Airspace System (NAS). The ATCSCC was relocated to Herndon, Virginia, in 1994 and moved permanently to its Warrenton, Virginia, site in 2011.
The ATCSCC is a one-of-a-kind facility dedicated to balancing the nation's air traffic demand with system capacity. The FAA coordinates up to 50,000 flights in the U.S. per day, with 5,000 aircraft in the nation's skies during the busiest periods. The Command Center is responsible for managing the flow of air traffic and minimizing delays using Traffic Management Initiatives (TMIs). TMIs include programs and procedures such as Minutes-in-Trail (MINIT), Fix Balancing, Airborne Holding, Departure Sequencing Program (DSP), Ground Delay Programs, Airspace Flow Programs, and Collaborative Trajectory Options Program (CTOP).
The ATCSCC team works collaboratively with experts from government agencies and the aviation industry to manage current and future constraints in the system. They discuss various issues that may impact the system, including flight planning, weather, runway construction, and the movement of dignitaries. The Command Center is also home to the Space Data Integrator (SDI) team, which comprises air traffic and commercial space transportation experts who track commercial launch and reentry operations, monitor the status of various mission events, and identify aircraft hazard areas.
The SDI team utilizes automated data to make airspace management decisions about aircraft routes and schedules during launch and reentry operations. In collaboration with the Joint Space Operations Group (JSpOG), they gather operational data and adapt airspace usage accordingly. The ATCSCC plays a crucial role in ensuring safe and efficient air travel by coordinating between pilots, air traffic controllers, and other stakeholders in the NAS, including airlines, general aviation, and the military.
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Tactical and strategic traffic management
Tactical traffic management is an immediate and localised process, dealing with tasks or procedures that need to be carried out within 2 hours in a specific area. It is used to manage moderate constraints that impact local areas of terminal or en route airspace, such as convective weather. For example, a line of storms hitting the Dallas/Fort Worth Terminal Radar Approach Control facility would be managed tactically. Approaching aircraft are placed in holding stacks until the weather clears.
Tactical operations include measures that take effect on the day of implementation, such as rerouting of certain traffic flows, and the execution of previously agreed measures. When traffic demand is expected to exceed capacity, the ATC unit advises the traffic management unit so that restrictions can be applied and operators informed.
Minutes-in-trail (MIT) and miles-in-trail (also known as MIT) are used to apportion traffic into manageable flows and provide space for additional traffic. They are used in non-radar environments or when transitioning to a non-radar environment. Fix balancing is another tactic, where an aircraft is assigned a fix other than in the filed flight plan to equitably distribute demand. Airborne holding is another tactic, where aircraft are held when the operating environment supports it and weather conditions are expected to improve.
Strategic traffic management, on the other hand, is a longer-range process that covers a larger area, such as a region or nation. It involves planning 2 to 8 hours in advance, and sometimes months ahead. It is used to manage significant regional weather constraints, again, such as convective weather. For example, when a large area of storms is expected, the full flow of aircraft must be rerouted around the blockage. This requires lead times of 4-8 hours to modify the routing for large numbers of aircraft.
Strategic planning includes measures such as increasing ATC capacity, rerouting certain traffic flows, and scheduling or rescheduling flights to balance traffic demand. Strategic traffic management initiatives are chosen by experienced traffic flow managers who interpret evolving weather impacts, collaborate with stakeholders, and plan traffic demand within the available airspace.
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Traffic Flow Management (TFM)
TMIs can be used to manage excess demand or a lowered acceptance rate at a particular airport, or to manage traffic issues en route. TMIs can be divided into two categories: terminal and en route. Terminal TMIs are airport-specific and directly impact arrivals to a particular airport. For example, if there is a ground stop or ground delay program (GDP) at a particular airport, flights arriving at other airports will not be affected by that TMI. En route TMIs, such as Airspace Flow Programs (AFPs), can affect numerous airports due to issues en route.
Some of the tools and techniques used by TFM specialists include ground stops, ground delay programs, miles-in-trail/minutes-in-trail (MIT/MINIT) restrictions, and airspace flow programs. Their goal is to use the least restrictive tool possible to manage the situation. MIT/MINIT describes the number of miles or minutes required between successive aircraft and is used to apportion traffic into a manageable flow, providing space for additional traffic to enter the flow.
Tactical traffic management refers to tasks or procedures carried out in less than 2 hours in a localized area, whereas strategic management refers to planning 2 to 8 hours in advance at a larger, regional or national scale.
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Time-Based Flow Management (TBFM)
TBFM enables the use of time-based management in the en route and terminal environments to improve operational efficiency. It does this by applying spacing only where needed, allowing for the routine use of PBN operations, and capitalizing on advanced aircraft Flight Management System (FMS) capabilities. TBFM adds predictability to the ATC system by tracking aircraft in flight and advising ATC if the aircraft is ahead of or behind schedule.
TBFM is particularly useful in managing disruptions in airspace capacity caused by bad weather, traffic overloads, or emergencies. It helps to minimize coordination and reduce the need for vectoring/holding, efficiently utilizing airport and airspace capacity. TBFM is currently in use at many larger airports, with more coming online.
To prioritize daily TBFM actions, it is important to consider NAS and/or facility constraints and establish multi-facility communications when necessary. TBFM-related activities should be logged, and any conflicts should be resolved through designated authority. It is also crucial to determine local TBFM settings, ensure they are current, and coordinate start/stop times with the ATCSCC and affected facilities.
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Tools and technologies for traffic management
Traffic Management Initiatives (TMIs) are programs and tools that ATC may use to manage air traffic. TMIs can be divided into two categories: terminal and en route. Terminal TMIs are airport-specific and directly impact arrivals at a particular airport. En route TMIs, on the other hand, are used to manage air traffic during the en route segment of a flight.
Some examples of TMIs include Ground Delay Programs, Airspace Flow Programs (AFPs), and Collaborative Trajectory Options Programs (CTOPs). AFPs and CTOPs are the only en route TMIs that can generate EDCTs for a flight. CTOPs are a new type of TMI that automatically assigns delays and reroutes around airspace constraints to balance demand with capacity, while also allowing for user preferences in route selection.
Other tools used for traffic flow management include Miles-in-Trail (MIT) or Minutes-in-Trail (MINIT), which describe the number of miles or minutes required between successive aircraft. MINIT is typically used in a non-radar environment or when additional spacing is needed due to aircraft deviating from their course to avoid weather conditions. Time-Based Flow Management (TBFM), or metering, is a newer tool that seeks to schedule aircraft with minimal delays by assigning delays on the ground to prevent excessive holding and improve safety.
To safely and efficiently manage aircraft, air traffic management and control systems utilize various technologies. These include radar systems, flight data displays, communication networks, automated surveillance-broadcast (ADS-B) systems, and meteorological sensors. Digital control towers employ high-definition cameras, remote sensing, and automation technologies to centralize air traffic management and provide real-time, 360-degree views of airfields.
NASA's FutureFlight Central (FFC) is a full-scale, immersive, 360-degree visualization facility used to test and evaluate new technologies and procedures for air traffic management. This facility enables researchers to collaborate with various stakeholders, such as planners, managers, controllers, pilots, and airlines, to conduct realistic simulations and solve traffic congestion issues at busy airports.
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Frequently asked questions
Air Traffic Management (ATM) consists of three layers of air traffic control services. Air traffic controllers are responsible for the separation of aircraft and control traffic in and around airports and in the terminal and en route airspace in between.
Tools used for traffic flow management include reroutes and the Severe Weather Avoidance Plan (SWAP), which moves traffic to specific routes to optimize traffic flow. Another tool is the Special Traffic Management Program (STMP), which is a set of planned traffic management procedures implemented to manage increased air traffic demand for a special event.
While air traffic controllers are responsible for the separation of aircraft and communicating with pilots, traffic managers facilitate a "system approach" to managing traffic that considers the impact of individual actions on the whole.
