Section
11. Collaborative
Trajectory Options
Program (CTOP)
17-11-1. GENERAL
CTOP is a method of
managing demand through
constrained airspace
leveraging the use of
one or more FCAs while
considering customer
preference with regard
to both route and delay
as defined in a
Trajectory Options Set
(TOS). CTOP TMIs are
managed through the
Traffic Situation
Display (TSD). The TOS
will allow the customer
to better manage flights
by expressing route and
delay preferences.
Whereas a traditional
flight plan contained a
single request with a
defined route, altitude,
and speed, a TOS may
contain multiple
trajectory options with
each one containing a
different route,
altitude, or speed. In
addition to multiple
options within a single
TOS, each option may
contain “start” and
“end” times which they
are willing to accept
for that particular
option. Each option will
be ranked in the order
of customer preference
indicating their
willingness to accept
one option over another.
This will be expressed
in minutes of ground
delay. Using algorithms
comparing capacity and
demand, the CTOP will
look at each trajectory
option and determine the
amount of ground delay
that would need to be
associated with that
option (which may be
zero). CTOP will then
assign the most
preferred trajectory
available. Customers
must file flight plans
in accordance with the
TOS option assigned.
Customers may manage
their flights through
the use of the TOS or
through the substitution
of flights.
17-11-2. POLICY
CTOP may be applied to
all aircraft departing
airports in the
contiguous United States
and from select
international airports.
Aircraft that have been
assigned an EDCT in a
CTOP should not be
subject to additional
delay. Exceptions to
this policy are
milesintrail and
departure/en route
spacing initiatives that
have been approved by
the ATCSCC.
17-11-3. DEFINITIONS
a. CTOP
Collaborative
Trajectory Options
Program A type of
traffic management
initiative which
leverages one or more
FCAs to identify
demand. Then, based on
customer preferred
options (as specified in
a TOS), it assigns
either a route to avoid
the FCA, or a route and
EDCT to meet an
allocated slot time
within the FCA.
b. TOS
Trajectory Options Set
A message sent by the
NAS user to TFMS
defining a group of
preferences for how they
would like to see a
specific flight managed.
These preferences are
defined through a
combination of routes
and/or altitudes and/or
speeds with each
trajectory being
weighted through the use
of flight operator
submitted preferences.
17-11-4. ATCSCC
PROCEDURES
The ATCSCC must:
a. In
conjunction with the
field facilities,
identify the constraint
through the use of
FEA(s)/FCA(s).
b. Conference
affected facilities and
system users as
appropriate.
c. Create
the CTOP in the Traffic
Situation Display.
d. When
time permits, send the
Proposed CTOP with the
advisory.
e. Send
the Actual CTOP with the
advisory.
f. Coordinate
with affected facilities
to ensure the CTOP is
adequately managing
demand.
g. Revise
CTOP parameters as
necessary and send the
Revised CTOP.
h. Cancel
the CTOP as per Chapter
17-11-8.
17-11-5. ARTCC
PROCEDURES
The ARTCC TMU must:
a. Issue
a GI message advising of
the CTOP. In some
instances, verbal
notification, in
addition to a GI, may
enhance the
dissemination of
information.
b. Monitor
the effectiveness of the
CTOP and notify the
ATCSCC with requests for
adjustments and/or
revisions as necessary.
c. Issue
assigned route and EDCT
information to non
FDEP/FDIOequipped
towers and other
customers in sufficient
time for proper planning
and control actions.
This does not include
nonFDEP towers that are
satellites of TRACON
facilities.
d. Relay
information, received
from Terminal
facilities, to the
ATCSCC about EDCT issues
(i.e., flights requiring
a revision due to
mechanical or flight
crew duty issues).
e. Ensure
route compliance with
assigned TOS option and
issue route amendments
as needed.
f. Provide
EDCT information, when
requested, for flights
departing underlying
nontowered airports. If
a flight departing a
nontowered airport is
airborne and not in
compliance with a CTOP
EDCT, coordinate with
the ATCSCC for the
appropriate course of
action.
17-11-6. TERMINAL
PROCEDURES
The TRACON/ATCT must:
a. Use
the TSD/TSDC to verify
EDCT when missing or
pilots advise they have
something different.
b. Ensure
the EDCT is included in
the flight clearance
when a CTOP is in
effect.
c. Issue
EDCT information to
nonFDEP/FDIOequipped
towers.
d. Provide
EDCT information, when
requested, for flights
departing underlying
nontowered airports.
e. Forward
EDCT issues to their
overlying facility.
f. Facilities
with TMUs, assist the
ARTCC to ensure route
compliance.
17-11-7. AMENDING EDCTs
a. Field
facilities with TSD may
use the UPDATE EDCT
feature to assign an
EDCT.
NOTE-
Field facilities will
only have the
“unlimited” option
available for use.
b. Field
facilities requesting a
time other than the time
assigned through the
“unlimited” option must
coordinate through the
ATCSCC.
c. Field
facilities without the
CTOP “UPDATE EDCT”
feature must contact
their overlying facility
to request a new EDCT.
d. The
ATCSCC may amend EDCTs
via the CTOP “UPDATE
EDCT” feature by first
attempting to utilize
the “Unlimited” option,
followed by the
“Limited” option,
followed by the “Manual”
option.
17-11-8. CANCELLATION
PROCEDURES
When conditions no
longer warrant a CTOP,
a. The
ATCSCC must:
1. Conference
facilities and customers
as appropriate to
develop an operational
plan for exiting the
CTOP.
2. Cancel
the CTOP and transmit an
advisory stating the
CTOP has been canceled.
b. The
ARTCC TMU and the
terminal TMU must:
1. Issue
cancellation information
to underlying
facilities.
2. Notify
facility personnel, as
appropriate, of the
cancellation.
17-11-9. DOCUMENTATION
Facilities must use the
NTML, where applicable,
to document all
pertinent information
related to the CTOP.
Facilities that do not
have NTML will log
information as required
by local procedure.
|