Chapter 13. Decision Support Tools

Section 1. ERAM - En Route

13-1-1. DESCRIPTION

En Route Decision Support Tool (EDST) is an integrated function of ERAM that is used by the sector team in performing its strategic planning responsibilities. EDST uses current plan data, forecast winds, aircraft performance characteristics, and track data to derive expected aircraft trajectories, and to predict conflicts between aircraft and between aircraft and special use or designated airspace. It also provides trial planning and enhanced flight data management capabilities.

13-1-2. CONFLICT DETECTION AND RESOLUTION

Actively scan EDST information for predicted aircraft-to-aircraft and aircraft-to-airspace alerts.
When a conflict probe alert is displayed, evaluate the alert and take appropriate action as early as practical, in accordance with duty priorities.
Prioritize the evaluation and resolution of conflict probe alerts to ensure the safe, expeditious, and efficient flow of air traffic.

NOTE-

Conflict probe alerts are based on approved radar separation. Conflict probe does not account for instances in which greater separation may be needed (e.g., non-standard formations, A380) or where reduced separation is permitted (e.g., 3 mile airspace).
When a conflict probe alert is displayed and when sector priorities permit, give consideration to the following in determining a solution:
1. Solutions that involve direct routing, altitude changes, removal of a flight direction constraint (i.e., inappropriate altitude for direction of flight), and/or removal of a static restriction for one or more pertinent aircraft.
2. Impact on surrounding sector traffic and complexity levels, flight efficiencies, and user preferences.
When the Stop Probe feature is activated for an aircraft, conflict probe for that aircraft must be restarted before transfer of control, unless otherwise coordinated.

NOTE-

The requirement in subparagraph 13-1-2 e does not apply to aircraft entering a non EDST facility.

13-1-3. TRIAL PLANNING

When EDST is operational at the sector and when sector priorities permit, use the trial plan capability to evaluate:

Solutions to predicted conflicts.
The feasibility of granting user requests.
The feasibility of removing a flight direction constraint (i.e., inappropriate altitude for direction of flight) for an aircraft.
The feasibility of removing a static restriction for an aircraft.

13-1-4. CONFLICT PROBE-BASED CLEARANCES

When the results of a trial plan based upon a user request indicate the absence of alerts, every effort should be made to grant the user request, unless the change is likely to adversely affect operations at another sector.

13-1-5. THE AIRCRAFT LIST (ACL), DEPARTURE LIST (DL) AND FLIGHT DATA MANAGEMENT

The ACL must be used as the sector team's primary source of flight data.
Actively scan EDST to identify automated notifications that require sector team action.
When an ACL or DL entry has a Remarks indication, the Remarks field of the flight plan must be reviewed. Changes to the Remarks field must also be reviewed.
Highlighting an entry on the ACL or DL must be used to indicate the flight requires an action or special attention.
The Special Posting Area (SPA) should be used to group aircraft that have special significance (e.g., aircraft to be sequenced, air refueling missions, formations).
Sector teams must post flight progress strips for any nonradar flights.
A flight progress strip must be posted for any flight plan not contained in the EAS.
Sector teams must post any flight progress strip(s) that are deemed necessary for safe or efficient operations. The sector team must comply with all applicable facility directives to maintain posted flight progress strips.
The Drop Track Delete option must be used in accordance with facility directives.

13-1-6. MANUAL COORDINATION AND THE COORDINATION MENU

Where automated coordination with a facility is not available (e.g., an international facility, a VFR tower), use the Coordination Menu or a flight progress strip to annotate manual coordination status, in accordance with facility directives.
When the Coordination Menu is used and the flight plan is subsequently changed, remove the yellow coding from the Coordination Indicator after any appropriate action has been taken.

13-1-7. HOLDING

For flights in hold, use the Hold View, Hold DataMenu, hold message, a flight progress strip, or a facility approved worksheet, to annotate holding instructions, in accordance with facility directives.

13-1-8. RECORDING OF CONTROL DATA

All control information not otherwise recorded via automation recordings or voice recordings must be manually recorded using approved methods.
When a verbal point out has been approved, remove the yellow color coding on the ACL.

When the ACL or DL Free Text Area is used to enter control information, authorized abbreviations must be used. You may use:

The clearance abbreviations authorized in TBL 13-1-1.

TBL 13-1-1
Clearance Abbreviations

Abbreviation	Meaning
A	Cleared to airport (point of intended landing)
B	Center clearance delivered
C	ATC clears (when clearance relayed through non-ATC facility)
CAF	Cleared as filed
D	Cleared to depart from the fix
F	Cleared to the fix
H	Cleared to hold and instructions issued
N	Clearance not delivered
O	Cleared to the outer marker
PD	Cleared to climb/descend at pilot's discretion
Q	Cleared to fly specified sectors of a NAVAID defined in terms of courses, bearings, radials, or quadrants within a designated radius
T	Cleared through (for landing and takeoff through intermediate point)
V	Cleared over the fix
X	Cleared to cross (airway, route, radial) at (point)
Z	Tower jurisdiction

The miscellaneous abbreviations authorized in TBL 13-1-2.
The EDST equivalents for control information symbols authorized in TBL 13-1-3.
Plain language markings when it will aid in understanding information.
Locally approved abbreviations.

When the ACL or DL Free Text Area is used to enter control information, the Free Text Area must remain open and visible. When no longer relevant, the information entered into the Free Text Area must be updated or deleted.

Control information entered in the Free Text Area must be used for reference purposes only.

TBL 13-1-2
Miscellaneous Abbreviations

Abbreviation	Meaning
BC	Back course approach
CT	Contact approach
FA	Final approach
FMS	Flight management system approach
GPS	GPS approach
I	Initial approach
ILS	ILS approach
MA	Missed approach
NDB	Nondirectional radio beacon approach
OTP	VFR conditions‐on‐top
PA	Precision approach
PT	Procedure turn
RA	Resolution advisory (Pilot‐reported TCAS event)
RH	Runway heading
RNAV	Area navigation approach
RP	Report immediately upon passing (fix/altitude)
RX	Report crossing
SA	Surveillance approach
SI	Straight-in approach
TA	TACAN approach
TL	Turn left
TR	Turn right
VA	Visual approach
VR	VOR approach

TBL 13-1-3
EDST Equivalents for Control Information Symbols

Abbreviation	Meaning
dir	Depart (direction if specified)
↑	Climb and maintain
↓	Descend and maintain
CR	Cruise
AT	At
X	Cross
M	Maintain
airway	Join or intercept (airway, jet route, track, or course)
=	While in controlled airspace
WICA	While in control area
dir	Enter control area
dir	Out of control area
dir	Cleared to enter surface area. Indicated direction of flight by appropriate compass letter(s)
alt	Through surface area and altitude indicated direction of flight by appropriate compass letter(s). Maintain special VFR conditions (altitude if appropriate) while in surface area
250 K	Aircraft requested to adjust speed to 250 knots
-20 K	Aircraft requested to reduce speed 20 knots
+30 K	Aircraft requested to increase speed 30 knots
SVFR	Local Special VFR operations in the vicinity of (name) airport are authorized until (time). Maintain special VFR conditions (altitude if appropriate)
B4	Before
AF	After or Past
/	Until
instructions	Alternate instructions
REST	Restriction
AOB	At or Below
AOA	At or Above
Abbreviation	Meaning
-	From-to (route, time, etc.)
(Alt)B(Alt)	Indicates a block altitude assignment. Altitudes are inclusive, and the first altitude must be lower than the second (Example 310B370)
time	time
CL	Pilot canceled flight plan
info	Information or revised information forwarded
alt	Other than assigned altitude reported Example: 50
mi. dir.	DME arc of VORTAC or TACAN
freq.	Contact (facility) or (freq.), (time, fix, or altitude if appropriate). Insert frequency only when it is other than standard
R	Radar contact
alt	Requested altitude
R/	Radar service terminated
RX	Radar Contact Lost
RV	Radar vector
RVX	Pilot resumed own navigation
HO	Handoff completed
E	Emergency
W	Warning
P	Point out initiated. Indicate the appropriate facility, sector, or position.
FUEL	Minimum fuel
time	Expect further clearance at (time)
fix	Direct to fix
FRC	Full route clearance
IAF	Initial approach fix
NORDO	No Radio
PT	Procedure turn
RLS	Release
REQ	Request
SI	Straight in

13-1-9. ACKNOWLEDGEMENT OF AUTOMATED NOTIFICATION

The EDST Inappropriate Altitude for Direction of Flight (IAFDOF) feature must be used in the automatic mode (i.e., IAFDOF Manual must remain deselected) unless otherwise authorized in a facility directive.
Completion of any required coordination for IAFDOF must be acknowledged on the ACL by removing the IAFDOF coding.
Completion of appropriate coordination for an Unsuccessful Transmission Message (UTM) must be acknowledged on the ACL by removing the UTM coding.
Issuance of the Expect Departure Clearance Time (EDCT) to the pilot or other control facility must be acknowledged on the DL by removing the EDCT coding.
IAFDOF, UTM, or EDCT coding must be acknowledged only after the appropriate action has been completed.
The first sector which displays Embedded Route Text (ERT) coding must issue and send/acknowledge the route prior to initiating a hand-off unless verbally coordinated or as specified in appropriate facility directives. Do not send/acknowledge ERT coding unless the sector has track control for the flight or it has been otherwise coordinated.
Route Action Notifications (RAN) such as ATC preferred routes or route processing errors must be amended at the first control position that displays the RAN unless verbally coordinated or as specified in appropriate facility directives. Do not remove RAN coding unless the sector has track control or it has been otherwise coordinated.

13-1-10. CURRENCY OF TRAJECTORY INFORMATION

The sector team must perform automation entries in a timely manner.
NOTE-
1. Conflict probe accuracy requires timely updates of data used to model each flight's trajectory. If this data is not current, the aircraft entries and notification of probe results for surrounding sectors and facilities, as well as the subject sector, may be misleading.
2. Data used to model an individual aircraft's trajectory includes route of flight, assigned and interim altitudes, application/removal of an adapted restriction for that flight, and aircraft type.
An exception to the requirement to enter or update interim altitudes may be authorized for certain ARTCC sectors if explicitly defined in an appropriate facility directive.

NOTE-

Conflict probe accuracy in assigning alert notification is dependent upon entry/update of a flight's interim altitude.

13-1-11. DELAY REPORTING

Adhere to all applicable delay reporting directives.
Delay information must be recorded. Delay information may be automatically recorded via use of the ERAM Hold Data Menu, ERAM Hold View, a hold message, or manually on flight progress strips or facility-approved worksheets, in accordance with the facility-defined standard.

NOTE-

When using the ERAM Hold Data Menu or Hold View, delays are automatically recorded when the aircraft is cleared out of hold.

13-1-12. OVERDUE AIRCRAFT

Upon receipt of the overdue aircraft notification take appropriate actions set forth in Chapter 10, Section 3, Overdue aircraft.

13-1-13. USE OF GRAPHICS PLAN DISPLAY (GPD)

Graphic depictions of flight trajectories may be used only to aid in situational awareness and strategic planning.
Do not use trajectory-based positions as a substitute for radar track position.
Do not use trajectory-based altitude in lieu of Mode C for altitude confirmation.
Do not use the GPD for radar identification, position information, transfer of radar identification, radar separation, correlation, or point outs.

13-1-14. FORECAST WINDS

In the event that current forecast wind data are not available, continue use of conflict probe and trial planning with appropriate recognition that alert and trajectory data may be affected.

13-1-15. INTERFACILITY CONNECTIVITY

In the event of a loss of connectivity to an adjacent ERAM facility, continue use of EDST with appropriate recognition that alert data may be affected.

13-1-16. SURVEILLANCE AND FLIGHT DATA OUTAGES

In the event of a surveillance or flight data outage, electronic flight data may be used to support situational awareness while the facility transitions to alternate automation capabilities or non radar procedures.

13-1-17. AIRSPACE CONFIGURATION ELEMENTS

Airspace Configuration Elements are:
1. Special Activity Airspace (SAA).
2. Airport Stream Filters (ASF).
3. Adapted restrictions.
Where assigned as a sector responsibility by facility directive, the sector team must update Airspace Configuration Elements to reflect current status.

NOTE-

Unless otherwise covered in an LOA or facility directive, activating or scheduling the SAA in the Airspace Status View does NOT constitute coordination for activation of airspace.
For Airspace Configuration Elements designated as a sector responsibility, notify the operations supervisor when the status of an Airspace Configuration Element has been modified.