6.1.3.

Balancing Arrival and Departure Capacity

Classification of ATFM Solutions
At airports where one runway is used for arrivals
When demand exceeds capacity at a resource,
and another for departures (segregated mode),
whether it is at an airport or within a given
advance planning and facility directives should
airspace, a solution needs to be found to correct
dictate establishment of a “shared” use runway.
the imbalance. Traffic managers and stakeholders
This mixed mode operation can significantly
should adopt the least restrictive mitigation and
increase airport capacity and minimise delay.
exit strategy for the situation. Typically, ATFM
solutions can be categorised into capacity 6.1.4. Staff Optimisation
optimisation and ATFM measures. An Additional ATC operational staff can be
explanation will follow each solution. appointed to assist a controller should demand
6.1. Capacity Optimisation exceed capacity. For example, an executive
controller can be appointed to a sector to assist
Capacity optimisation is the process of
with coordination, clearance creation and
identifying additional capacity to meet the
delivery.
demand placed on the resource; usually by doing
this, little or no impact is borne by the airspaces 6.2. ATFM Measures
users. Typical capacity optimisations used in ATFM mitigation strategies, when needed, are
ATFM are as follows. necessary measures for managing the flow of air
6.1.1. Sectorisation traffic. Use of ATFM initiatives is considered
based on both the level of intervention needed
Should it be identified that demand is going to
and the impact on stakeholders. The measures
exceed capacity in a particular sector of airspace,
should only be implemented when other solutions
active measures such as splitting the sector into
to optimise the capacity of a resource have been
two or more sectors or changing the configuration
exhausted. An explanation and recommendation
of the sector to spread the demand may be
for when each ATFM measure should be
warranted.
implemented is given below.
6.1.2. Flexible Usage of Airspace
6.2.1. Minutes-in-Trail (MINIT) and Miles-in-
Flexible usage of airspace is one of the most Trail (MIT)
effective ways of increasing capacity. Should
MINIT and MIT are tactical ATFM measures
demand exceed capacity, CDM discussions
expressed as the number of minutes or miles
should take place with authorities which “own”
between successive aircraft at an airspace or
danger, restricted and/or prohibited airspace. This
airport boundary point. If MINIT or MIT are
is typically the military or recreational airspace
consistently implemented for extended periods of
users. By negotiating the use of this airspace
time to manage a particular flow of traffic, it
during peak demand, additional routings or
could indicate that a more restrictive ATFM
vertical airspace can be affected and sectors can
measure should be implemented or a capacity
be amended to facilitate optimisation of airspace.
optimisation analysis should be conducted.
6.2.2 Minimum Departure Intervals (MDIs)
MDIs are tactical ATFM measure applied by
setting a MINIT or MIT rate to departure flow.
They are typically applied for short periods when
a departure sector becomes excessively busy,
when sector capacity is suddenly reduced (e.g.,
equipment failure, meteorological conditions), or
to support a short-term demand capacity
imbalance. MDI is useful when the traffic to be
managed all depart from the same origin.
6.2.3 Rerouting
Route-based ATFM measures (horizontal or
vertical) aim to remove a number of flights
scheduled to arrive at a constrained ATM
resource. Reroutings are usually organised in
scenarios and can be mandatory or advisory.
6.2.3.1 Mandatory Rerouting Scenarios
Mandatory diversion of flows to offload traffic
from constrained areas:
• Ensure that aircraft operate along with a
required flow of traffic
• Remain clear of constrained airspace
• Avoid areas of known meteorological
conditions of such nature that aircraft
have to avoid it.
6.2.4 Alternative or Advisory Routing Scenarios
Alternative routing scenarios are routes which are
made available to airspace users on an optional
basis to offload traffic from certain areas. It is
important to note that where such “optional”
routing scenarios are not taken up by airspace
users, mandatory ATFM measures will normally
be required.
6.2.5 Rerouting Scenarios Catalogue The authors
of the catalogue develop and compose a set of
collaboratively developed, published, and pre-
defined routes to address reoccurring route
scenarios. The set of options is an assistance tool
that allows efficient route coordination among all
stakeholders during periods of system constraint.
6.2.6 Level Capping Scenarios
These scenarios are carried out by means of flight
level restrictions limiting climbs or descents to
avoid congested areas.
6.2.7 Fix Balancing
Fix balancing is a tactical ATFM measure usually
applied during flight that aims to distribute
demand and avoid holding and delays. The
aircraft is assigned a different arrival or departure
fix than the one indicated in the flight plan. Fix
balancing can also be used during periods of
convective meteorological conditions where a
standard instrument arrival (STAR) or a standard
instrument departure (SID) is unusable.
6.2.8 Ground Delay Programmes (GDP)
A ground delay programme is a pre-tactical or
tactical ATFM measure used to manage capacity
and demand in a volume of airspace or at an
airport. Aircraft are issued departure times (ATC
slots) which correspond to entry times at the
constrained airspace or arrival time at the airport.
A GDP aims to reduce costly airborne holding
and tactical ATC actions (radar vectoring, speed
control, etc.) by delivering a manageable flow to
the point of constraint for the conditions. By
transferring the delay time from the airborne
phase of flight to the ground phase, safety and
efficiency are increased. Modelling of GDPs and
stakeholder consultation should take place prior
to implementation as this ATFM measure can
have a significant impact on stakeholder
operations. Once a GDP is implemented
continuous monitoring of the effectiveness of the
GDP is critical. Air traffic managers should
ensure that rates are appropriate for conditions. A
good CDM process should be in place for 21/04/implementing_air_traffic_flow_management_a
distribution of slot times and to facilitate airspace nd_collaborative_decision_making.pdf
user schedule optimisation through a substitution
process.
6.2.9 Ground Stop (GSt) GSt is an ATFM
measure implemented when a severe unpredicted
constraint is encountered in a sector of airspace
or at an airport. This could be the result of an
aircraft accident or significant CNS failure.
Aircraft may be held on the ground with the delay
being undetermined until more information
becomes available. Ground stops are usually
followed by a GDP so as to manage flows of
traffic during the recovery process back to normal
operations.
6.3 ATFM Measure Selection Flowchart

Figure 2 shows the information to be taken into

consideration in deciding whether an ATFM flow
measure is required and the measure to be applied. The
flow chart is divided into the two resources which are
monitored during the ATFM process – airports and
airspace. The flow chart will assist flow managers in
their decision-making process to manage the resource
with least effect on airspace users.

Source:
https://canso.fra1.digitaloceanspaces.com/uploads/20
Traffic Flow Management Measures (TMMs)
ATFM is the umbrella under which all Traffic Management Measures fall, for all aircraft whether arrival,
departure, or en route.
Properly coordinated and implemented, TMMs are an important tool in the Air Traffic System.
For example, ATFM applied to arrivals allows aircraft to proceed to the airport in an orderly, preplanned
sequence.
ATFM applied to en route aircraft will allow the aircraft to accept delays under more fuel-efficient
conditions.
• Level Capping (LVLCP)
• Miles-in-Trail (MIT)
• Minutes-in-Trail (MINIT)
• Minimum Departure Interval (MDI)
• Fix Balancing (FXBAL)
• Reroutes (RERTE)
• Airborne Holding (ABHLD)
• Ground Delay Programs (GDP)
• Ground Stops (GS)
1. Level Capping
Level Capping is used to segregate different flows of traffic or to distribute the number of aircraft
requesting access to a specified geographic area. It may apply to the departure or arrival phase of flight.
“Tunneling”
- Descending traffic prior to the normal descent point at an arrival airport to remain clear of an
airspace situation on the route of flight.
“Capping”
- Aircraft cleared to an altitude lower than their requested altitude until clear of the constrained
airspace.
- Often, users would rather accept a different route or altitude to avoid departure delays.
2. Miles-in-Trail
Miles-in-Trail is the most common type of restriction.
It describes/designates the number of miles required between aircraft departing an airport, over a fix, at an
altitude, through a sector, or route specific.
This restriction is used to apportion traffic into a manageable flow and provide space for additional flights
(merging or departing) to enter the flow of traffic.
It is normally used for aircraft in the same stratum with the same destination or type of route.
3. Minutes-in-Trail
Minutes-in-Trail designates a specified time interval between aircraft.
It is generally used between towers and the approach control.
It’s also used for non-radar/oceanic traffic.
4. Minimum Departure Interval
Minimum Departure Interval is a program designed to achieve a specified interval between departure
aircraft.
A Minimum Departure Interval (MDI) assigns a departure time to achieve a constant flow of traffic over a
common point.
In some areas, this is sometimes called a Departure Sequencing Program (DSP).
5. Fix Balancing
To equitably distribute demand and avoid delays, fix balancing assigns an aircraft a different arrival or
departure fix than what was filed in the flight plan.
6. Reroutes
Reroutes are ATC routings other than the filed flight plan. They are issued to ensure aircraft:
- Operate with the flow of traffic.
- Remain clear of special use airspace.
- Avoid congested airspace.
- Avoid areas of known weather or where aircraft are deviating or refusing to fly.
7. Airborne Holding
There are two types of airborne holding:
- Planned – Aircraft are held to manage a particular situation. This can include ensuring aircraft are
available to fill the capacity at the airport.
- Unplanned – Aircraft are held in response to rapidly changing situations, like quickly developing
weather or emergencies in the air or on the ground.
8. Ground Delay Program
In a Ground Delay Program (GDP), aircraft are delayed or “held” on the ground at the point of departure
due to a constraint at the destination.
The purpose of a GDP is to support the TM mission and limit airborne holding.
(TM mission = balance air traffic demand with system capacity to ensure maximum use of the airspace
system.)
GDPs are flexible and can be implemented in various forms, depending upon the system’s needs.
GDPs are designed to distribute delays equally among all users.
9. Ground Stop
During a Ground Stop (GS), aircraft that meet specific criteria must remain on the ground. The criteria may
be airport specific, airspace specific, or equipment specific.
The constraint can be total or partial and may be used whenever a FIR, ACC, TMA or airport experiences
a significant reduction in capacity.
Since GSs are one of the most restrictive methods of traffic management, alternative initiatives are explored
first and implemented if appropriate.
Using Ground Stops
Local Ground Stops should be coordinated with other FIRs as soon as possible.
Ground Stops are used in severely reduced capacity situations:
- Weather below user minimums.
- Closed runways.
- Aircraft accident.
- Equipment failures.
Ground Stops are used to prevent:
- Extended periods of airborne holding.
- Sector/Center saturation or airport gridlock.
- Reviewing and Canceling a Ground Stop
When reviewing and canceling a Ground Stop, TMCs need to:
- Review scheduled demand, acceptance rates, and other factors to determine the recovery potential.
- Continue ongoing coordination with affected facilities.
- Ensure system awareness by sending a message via CADENA OIS.
When canceling a Ground Stop, TMCs need to:
- Communicate with all affected facilities to develop a plan to release ground stopped aircraft.
- Send message via CADENA OIS.
Source: https://tfmlearning.faa.gov/tfm-training/atfm-basics/cdm-t1-lesson3b.html#anchor-4