Section 2. Organizational Responsibilities


System Operations must:

  1. Develop national TM programs, prioritizing trajectory-based operations (TBO) strategies accordingly.
  2. Staff/manage the ATCSCC.
  3. Provide guidance and direction to the TM system concerning national TM programs and policies.
  4. Coordinate Service Area office requests for special procedures with appropriate headquarters divisions/services.
  5. Coordinate directly with designated Service Area office/facility TM representatives on plans, procedures, and operations that affect interfacility traffic flows.
  6. Ensure that all appropriate coordination has been accomplished prior to implementation of any new national TM program.
  7. Provide briefings to appropriate levels within the FAA and industry on current system status, present/future TM programs, etc.
  8. Maintain a close liaison with appropriate Service Area office and other FAA service offices on all TM programs.

The Operations Support Group (OSG) must:

  1. Designate a support group TM representative(s) who must act as the focal point for other FAA offices and users on matters that pertain to TM.
  2. Provide guidance and direction to field facilities in the development and implementation of support group office TM programs.
  3. Periodically review and evaluate TM programs to assess their effectiveness and to ensure their compliance with support group office/national directives.
  4. Mediate support group office interfacility TM conflicts.
  5. Determine which terminal facilities should be considered for establishing TMUs and forward the justification and the staffing requirements to Director, System Operations for final determination.

The ATCSCC has been delegated the authority to direct the operation of the TM system. All TMUs must assist the ATCSCC, as directed, to ensure system efficiency and effectiveness without compromising safety. The ATCSCC must, in conjunction with local TMUs, users, weather information providers, and Technical Operations (Tech Ops), as appropriate:

  1. Implement national TM programs (time-based management (TBM) operations, required routes, GDP, CTOP, etc.).
  2. Monitor and analyze system components and weather patterns for potential system impact.
  3. Be the focal point for regulating the daily TM functions.
  4. Determine when NAS capacity is or will likely be reduced to the extent that the implementation of a TM initiative is required.
  5. Ensure space launch and reentry operations are safely and efficiently integrated into the NAS by approving, modifying, or denying airspace decisions directly related to launch and reentry activities, consistent with FAA policies and regulations.
  6. Implement national traffic management initiatives (TMI) to maintain safe and efficient NAS operations.
  7. Recommend and approve TM alternatives when national initiatives are not appropriate.
  8. Monitor TM initiatives issued throughout the system for effectiveness; take action to cancel or modify where appropriate.
  9. Be the final approving authority regarding all interfacility TM initiatives.


Traffic Management Units continue to retain the latitude to tactically adjust the flow of traffic within their own facilities. These local actions include sector to sector mile-in-trail restrictions, local airport fix balancing, and other such adjustments required to balance flows within their area of responsibility.

  1. Evaluate proposed TM initiatives to ensure appropriateness.

All actions initiated by the TMU must be in accordance with TBO objectives, standard operating procedures, applicable directives, and approved TM position descriptions. The TMU is delegated the authority to direct traffic flows and implement TBM operations and TM initiatives in conjunction with, or as directed by the ATCSCC.

  1. Air traffic facilities must ensure that:
  1. A TMU is established at ARTCCs and designated terminal facilities.
  2. Delays are reported as specified in FAA Order JO 7210.55, Operational Data Reporting Requirements.
  3. The ATCSCC is provided with all formal agreements and directives that relate to interfacility TM programs, initiatives, and procedures.
  4. National and local TM programs are maintained within the guidelines set forth by this order.
  5. Requests for special procedures are coordinated with Service Area offices, assuring 90 days of lead time for evaluation and processing.
  6. The ATCSCC is advised by telephone or hotline coordination of all known component changes that could have a significant system impact (for example, route/airway closures, NAVAID/radar shutdowns, runway closures, TELCO outages, computer malfunctions or outages, and procedural changes affecting key terminals and/or centers).


This information must be provided to the ATCSCC as soon as the facility becomes aware of any event that may have a possible impact on NAS capacity. Example: LRR outage, runway closure, ILS outage, etc.

  1. Actively coordinate and communicate traffic management actions with adjacent TMUs through the ATCSCC to optimize traffic flows throughout the NAS.
  2. In conjunction with ATCSs, OSs, weather service providers, and the ATCSCC, develop, implement, monitor, and analyze TM programs, procedures, and initiatives that are specific to the facility's area of responsibility.
  3. Standard traffic management unit procedures contained in this order must be applied when weather is scheduled to impact an active or scheduled SAA with the following additions/changes:
  1. Facilities must conduct a telecon if weather is forecasted to impact a facility's traffic flow, which may potentially cause an aircraft to enter the protected airspace of an active SAA within their facility.


If the facility has instantaneous recall of the SAA airspace, then a telecon is not required.

  1. Participants must include, at a minimum, the using agency or scheduling agency and the controlling agency. If available, the Center Weather Service Unit (CWSU), Operations, and any other entities necessary to ensure a comprehensive look at the day ahead should be included.
  2. The intent of the telecon is to address any issues that may arise due to weather, the usage of SAA, civil traffic flow, and alternate plans. These calls will also serve as a venue in which the facility can determine the type of activity that will be occurring in the SAA.
  3. Unless it is clearly understood and agreed upon by the using or scheduling agency that the SAA will be available for civil traffic, facilities must not base their plan on using active military airspace.
  4. If the SAA will not be available for civil traffic, then Traffic Management Initiative(s) (TMI) must be put in place to ensure aircraft remain clear of the protected airspace of an active special use airspace that is impacted by weather.


If the facility has instantaneous recall of the SAA airspace, then TMI(s)may not be required.

  1. If a deviation due to forecasted weather occurs that causes an aircraft to enter into an active SAA:
  1. The Supervisor Traffic Management Coordinator (STMC) must immediately conduct an evaluation of TMI(s) in place with emphasis on adjusting the flow of traffic away from the SAA.
  2. The air traffic manager (ATM) must ensure the appropriate service review (i.e.; system service review or traffic management review) is completed in accordance with FAA Order JO 7210.634, Air Traffic Organization (ATO), Quality Control, Chapter 3.
  1. A full description of all TM actions/initiatives (e.g., ground delay programs, miles-in-trail (MIT)) is entered in the TMU log, including, but not limited to, start and stop times, facilities/operations affected, and justification.
  2. As a minimum, the unit is operated during the hours necessary to encompass peak traffic periods and the associated time to complete the logging and the reporting requirements.
  1. In ARTCC facilities TMUs must:
  1. In conjunction with terminal TMUs, develop arrival strategies and deliver arrival aircraft to achieve the Airport Arrival Rate (AAR).
  2. Actively utilize the Traffic Situation Display (TSD) and the monitor and alert function of the TFMS to adjust traffic flows on a proactive basis.
  3. Periodically analyze and review procedures to ensure effectiveness and adherence to programs/initiatives, and, when necessary, make adjustments. Cancel TM initiatives promptly when no longer needed.
  4. The facility manager must make provisions to ensure a Weather Coordinator (WC) is assigned on each shift by designating a TM representative to serve as the WC. During midnight operations or when no TM personnel are available, the WC position may be combined at the OMIC position. The manager must additionally ensure that personnel assigned WC duties receive prior training in the associated duties and responsibilities of the position and establish procedures.


FAA Order JO 7210.3, Section 26, Weather Management.

  1. Establish an analysis function referred to in Chapter 18, Section 4, as amended.
  2. Address approved local TM messages on TFMS to:
  1. The ATCSCC and the adjacent facilities concerned.
  2. Other ARTCCs whose terminals are expected to generate a significant amount of traffic for the affected area during the effective time of the message.
  3. Appropriate flight service stations (FSS).
  1. In terminal facilities, TMUs must:
  1. Balance the arrival flow and the tower en route flow by coordinating with the appropriate ARTCC TMUs and/or adjoining terminal facility(s) to ensure that demand does not exceed current capabilities.
  2. Through coordination with the tower and TRACON, establish AAR and assist the ARTCC and adjacent terminal facility(s) in the development of strategies to achieve the AAR.
  3. Oversee departure fix balancing to ensure sector efficiency into the next facility's airspace.
  4. Implement gate hold procedures as required to reduce airport surface congestion.
  5. Coordinate with airport officials to ensure closures of runways, taxiways, and other airport facilities minimize operational impact.
  6. Ensure optimum airspace/runway configurations.
  7. Periodically analyze and review TM procedures to ensure effectiveness and adherence to programs/initiatives and, when necessary, make adjustments. Cancel TM initiatives promptly when no longer needed.
  8. Notify the appropriate facilities concerning local TM initiatives.


The appropriate ARTCC TMU must be the focal point for any interface concerning TM related issues, as well as the mediator between terminal facilities. The ARTCC TMU will then coordinate with the ATCSCC on behalf of the TRACON or the tower. Because of the unique situation of the New York TRACON having three centers, the New York TRACON must coordinate directly with the ATCSCC and have the ATCSCC conference the appropriate ARTCCs. In those instances where the ARTCC TMU is unable to resolve disputes between multiple terminal facilities, the ATCSCC must have the final decision making authority.