Section
4. Supplemental Duties
17-4-1. TELEPHONE CONFERENCES
a. The
ATCSCC is involved in several
daily telephone conferences (TELCONs).
TELCONs are initiated and hosted
by the ATCSCC for field
facilities, the appropriate Vice
Presidents, and the Chief
Operating Officer. Supplemental
conference capability is available
through the FAA's Remote
Transmitter Site and the
Washington Operations Center.
b. TMUs/TMCs
utilize TELCONs when the need
arises to discuss, evaluate, or
problem solve any issues. These
conference calls should include
the appropriate ARTCC TMU,
adjacent terminal
facilities/towers, the ATCSCC, and
the service area TM branch or
Service Area office office
responsible for TM.
c. TMUs/TMCs
should actively participate in
facility briefings and user
meetings in order to promote,
educate, and inform all concerned
about the function, role, and
responsibilities of TM.
d. TELCONs
are also used to maintain
operational “Hotlines.” The
objective of Hotlines is to
provide rapid communications
between FAA 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 reduces the
amount of coordination needed to
implement collaborated strategies.
Hotlines may be initiated at the
request of both the FAA and other
aviation entities that
substantiate its use. The
operational Hotlines are
authorized for customer
attendance; however, they may be
limited to listen-only capability.
1. The
ATCSCC administers, facilitates,
and manages operational Hotlines.
2. Hotlines
are used to communicate:
(a) Airport
and airspace capacity issues.
(b) Constraint/capacity
mitigation strategies.
(c) Route
availability information and route
alternatives.
(d) Weather
information.
(e) Equipment
Outages.
(f) Customer
preferences for initiatives and
alternatives.
(g) Special
circumstances, contingency
requirements and emergency events.
(h) All
required coordination and
information sharing necessary in
regard to the event.
(i) Coordination
that can be accomplished quickly
and precisely with all parties. If
an item requires extensive
coordination, other communication
sources will be used.
(j) Items
that are not considered sensitive
or classified in nature.
NOTE-
Examples of sensitive or
classified items include VIP
movement and military requirements
or exercises.
17-4-2. SPECIAL INTEREST FLIGHTS
ATCSCC, ARTCC,
and CERAP: Follow procedures in
FAAO JO 7610.4, Special
Operations, Chapter 12, Special
Military Flights and Operations,
Section 12, Special Interest
Flights, regarding special
interest flights from State
Department designated special
interest countries. Forward all
issues concerning special interest
flights to the DEN ATSC for relay
to the appropriate authorities.
17-4-3. ANALYSIS
a. The
TMU analysis function or
individuals assigned analysis
functions must be responsible for
the collection and analysis of all
available data as it pertains to
traffic capacity, traffic flows,
points of congestion, peak hours,
etc. Specific areas of
consideration include, but are not
limited to:
1. Sector
demand (by hours).
2. Sector
flows (route/altitudes).
3. Sector
loading points.
4. Sector
traffic breakdown by category of
user.
5. Normal
initiatives necessary to prevent
sector saturation.
6. Alternatives
to prevent saturation and relieve
congestion/conflicts.
NOTE-
Alternatives must take into
consideration other
facility/sector capabilities.
7. Total
facility traffic count and
potential user demand.
8. Sector
staffing required to support
potential user demand.
9. Location
of delays (by sector and airport).
b. Coordination
with user organizations must be
effected, when appropriate.
17-4-4. OPERATIONS MANAGER (OM)
SUPPORT
Facility TMUs
must maintain a working knowledge
of the major related fields of air
traffic
operations/responsibilities to
effectively support the STMCIC in
dealing with special situations
that may arise on a daily basis.
Reference sources that identify
these related areas are listed
below.
a. Emergency
plan: Numerous interfacility
letters of agreement are normally
located at the STMCIC complex
concerning plans which have been
established to provide continuity
in the event of a disaster or
emergency conditions that would
limit air traffic service.
Additionally, in these binders are
instructions concerning security
control of air traffic and air
navigation aids, defense
readiness, and physical security
plans.
b. Accident
procedures/bomb threats/search and
rescue procedures:
1. FAAO
8020.11, Aircraft Accident and
Incident Notification,
Investigation, and Reporting.
2. Bomb
threats.
3. National
Search and Rescue Manual.
4. FAAO
1270.1, Freedom of Information Act
Program.
c. EA
activity: FAAO JO 7610.4, Special
Operations.
d. Hijack
situations:
1. FAAO
JO 7610.4, Special Operations.
2. FAAO
JO 7110.65, Air Traffic Control.
e. Suspect
aircraft:
1. FAAO
1600.29, Law Enforcement Alert
Message System.
2. FAAO
JO 7110.67, Special Aircraft
Operations by Law
Enforcement/Military
Organizations.
f. Special
flight operations: FAAO JO
7110.65, Chapter 9, Special
Flights.
NOTE-
In order to provide the maximum TM
services, TM personnel should be
utilized to perform non-TM
functions only as a last resort.
17-4-5. DIVERSION RECOVERY
a. A
diversion is a flight that is
required to land at other than its
original destination for reasons
beyond the control of the
pilot/company, e.g., periods of
significant weather.
Diversion recovery is an
initiative orchestrated by the
ATCSCC and system users to
minimize the impact of system
disruption. Diversion recovery
will be utilized during and after
periods of significant weather or
other phenomena that has adversely
impacted the system resulting in
flight diversions. The goal of the
diversion recovery initiative is
to ensure that flights which have
already been penalized by having
to divert to another airport, do
not receive additional penalties
or delays. Flights identified for
diversion recovery must receive
priority handling over other
flights from their point of
departure.
b. Diversion
flights are identified by having
“DVRSN” in the Remarks section of
the flight plan, or the user
inputs the information into the
Diversion Recovery Tool (DRT). The
following protocols will be
utilized in diversion recovery
procedures:
1. A
flight on the DRT, as listed in
TBL 17-4-1, is requesting
priority. FAA facilities must
ensure the auto-detect feature is
not activated on their DRT. FAA
facilities must view the “general
aviation” and “comments” columns
when utilizing the DRT.
2. “High”
priority indicates the user's
preference within one company.
3. “Yes”
priority indicates that special
handling is requested for the
flight.
4. The
user submitted preferred
priorities may be modified where
necessary to maintain the
efficiency of the system.
c. The
ATCSCC must:
1. Implement
diversion recovery.
2. Transmit
an advisory to inform both field
facilities and users that a
diversion recovery initiative has
been implemented and the DRT has
been activated.
3. Adjust
the initiative as necessary to
meet changing conditions.
4. Transmit
an advisory when the DRT has been
deactivated.
d. The
ARTCCs must:
1. Implement
diversion recovery as directed by
the ATCSCC.
2. Notify
the ATCSCC if they do not intend
to use the DRT. In such cases, the
ATCSCC must send the Center a
general message with the
information as stated in TBL
17-4-1, every 60 minutes until
diversion recovery is no longer in
effect.
3. Provide
expeditious handling in returning
to the system those flights
identified by the ATCSCC/DRT as
diversion flights.
4. Forward
user diversion recovery requests
to towers and TRACONs. (See TBL
17-4-1).
NOTE-
DVRSN will be placed in the
remarks section of the flight plan
by the user.
e. Towers
and TRACONs must:
1. Provide
expeditious handling in returning
to the system those flights
identified by the ARTCC/DRT as
diversion flights.
2. Notify
the overlying ARTCC TMU if they
will utilize the DRT.
TBL 17-4-1
User Recovery Priority
Request Format
The
following flights are
requesting priority handling
to their original destination.
Please advise the appropriate
FAA facilities of this
request. |
ACID
|
Diverted To
|
ETD
|
CTD
|
DEST
|
DCNTR
|
ACNTR
|
PRIORITY
|
COMMENTS
|
ZZZ111
|
MDW
|
2210Z
|
-
|
ORD
|
ZAU
|
ZAU
|
-
|
-
|
ZZZ222
|
PIT
|
2200Z
|
-
|
ORD
|
ZOB
|
ZAU
|
HIGH
|
-
|
ZZZ555
|
ATL
|
2300Z
|
2320Z
|
IAD
|
ZTL
|
ZDC
|
-
|
-
|
Note: *ETD=Proposed
Wheels-up Time.
|
17-4-6. VOLCANIC ASH
a. Upon
receipt of a validated report of
volcanic activity and/or ash cloud
movement, the ARTCC TMU whose
geographic area of responsibility
is impacted by such activity must:
1. Assess
areas of potential or actual ash
cloud location.
2. Notify
the ATCSCC and the other
facilities in their area of
jurisdiction that may be affected.
Provide as much information as
possible, including PIREPS and
other pertinent information that
has been received.
b. Upon
receipt of a Volcanic Ash Advisory
(VAA), Volcanic Ash SIGMET, or
ARTCC notification, the ATCSCC
must:
1. Retransmit
the VAA received from the
Washington or Anchorage VAACs to
air traffic control facilities and
stakeholders via a numbered ATCSCC
advisory. The VAA will also be
displayed on the ATCSCC website in
the advisories database.
2. Conduct,
as needed, conference calls to
assess constraints and TMIs
associated with the volcanic ash.
NOTE-
The FAA does not have the
capability to predict or depict
volcano eruptions or ash cloud
density and movements. It is not
the responsibility of the FAA to
provide separation between
aircraft and volcanic activity or
ash clouds. |