ATC Delay Communications

[JALTO]

Anyone who has flown more then a few times probably has gone through the normal ATC weather related delays in the air or airport.  As a liveatc.net listener I've heard some of the communication invloved when ATC informs pilots of airway closures and as a passenger I've been on the hard luck end of that deal too! 

My general question is how is that information disseminated down the proper channels to all that need to know.  Some more specific questions:

*Who has the authority to close down a airway, departure point etc....

*Who does that information go to (airlines/tower/tracon/dispatch etc...) and how

*How are ATC delays figured out...ie 1 1/2 hour, 30 min etc...

Any feedback would be appreciated.

Thanks,

-Jalto

[tyketto]

I'll take a shot at this.

Anyone who has flown more then a few times probably has gone through the normal ATC weather related delays in the air or airport.  As a liveatc.net listener I've heard some of the communication invloved when ATC informs pilots of airway closures and as a passenger I've been on the hard luck end of that deal too! 

My general question is how is that information disseminated down the proper channels to all that need to know.  Some more specific questions:

*Who has the authority to close down a airway, departure point etc....

This would come down to the local controller/CIC at the local field. As the local controller owns the (active) runways and taxiways between the active runways[1], it would be their decision to change runway configurations and/or close a given runway.

*Who does that information go to (airlines/tower/tracon/dispatch etc...) and how

Those working the TRACON will have a better idea, but from what I saw at the NorCal TRACON, it goes from the local/tower controller to the TRACON (TMU, to be specific) for traffic management. Tower has to change the active runways, and the TRACON has to change the traffic and sequence of that traffic to the active runways. This could mean reallocation of the airspace. For example, KLAS has 6 (5 actual, 1 reserved for other use) runway configurations and airspace allocations for each configuration. When a runway config change occurs, the entire airspace is moved around.

I don't think the airlines get that info (I'm pretty sure I'm wrong here), but it does throw a spanner in the works as far as PDC goes, especially if a SID is runway specific.

*How are ATC delays figured out...ie 1 1/2 hour, 30 min etc...

This is figured out by TMU, Metering, and the controller responsible for Flow control That can be at the local, TRACON, or national airspace level (at least in the US). how long it is, is a good question. too many factors come in, such as active runways, number of operations per runway, amount of traffic, etc.

BL.

[1] If a runway is closed, the Ground controller owns the runway. For example, according to the ATIS at KLAS currently (5/1/2008, 1856Z), they are in configuration #3 (landing 1L, 1R, and 25L, departing 1L/R). In this setup, 25R is closed, so Tower will own 25L and taxiway A (between 25L/R). Ground owns 25R.

At JFK, if the 31s are in use, you'll notice the queue of planes on the 22s. Ground should own the 22s, but I might be wrong here as I'm not familiar with SOPs there.

[tyketto]

I'll add more here instead of editing my post above. In the L30 (Vegas TRACON) SOP, there is this:

4-22 RUNWAY CHANGE. When changing the active runways, the FLM/CIC must:

• Coordinate with L30 TMC for the best time to change runways.
• Advise ZLA TMU/ATCSCC of the runway change at least 5 minutes prior and which aircraft will be the first to depart on the new runway configuration.
• Utilize TMC’s to assist in the runway change as directed by FLM/CIC.
• Coordinate with L30 TMC and appropriate sectors to determine the last arrival on the current configuration and the first arrival to the new configuration.
• Ensure TMC coordinates arrival airborne holding as necessary.
• Advise ZLA of any changes.
• Ensure L30 TMU has made required notifications and adjusted the arrival rate as necessary.
• Coordinate with all TRACON personnel and advise when the change will take place, what configuration will be used, and the last arrival and departure on the old configuration.
• Ensure all handoff/point outs are coordinated for transitioning aircraft through sectors in the new airspace configurations as appropriate.
• Ensure no satellite airport arrivals/departures will impact the LAS runway change. (KVGT, KHND, 61B)
• Ensure LAS stops departures, after the last departure on the old configuration.
• Make appropriate STARS & EFSTS keyboard entries and document the runway change entry with current temp/wind information on the Daily Log of Facility Operations.
• Ensure all sectors have correct map for new configuration. Release departures when appropriate.

So in Vegas' case, it goes from everyone at the ATCT to the TRACON, all the way up to LA Center. It would be pretty much the same for SFO and OAK, as some of the runway configs involve SID and STAR changes, let alone holds and the same amount of coordination.

That should give you some idea of what happens with runway config changes and how it adds to what amounts to delays.

BL.

[mk]

as far as shutting down and airway or departure/arrival route....the way we do it in the TRACON is we will take traffic until it gets to the point no airplane will go through an area of weather AND/OR the diversions are so big you're using someone elses airspace to accomplish your task...then you say "Stop departures" to local(tower) or "Hold arrivals" to the center.  then when the weather passes we have what we call a "path finder" to navigate around and see what he will fly through and get ride reports and the like.  then maybe we'll tell TMU we'll do 10 miles in trail at first to make sure it's gonna work...then if all goes well, it's back to normal opereration

[aevins]

More directly, EDCTs from GDP's and AFP's

[aevins]

Also, airlines receive all delay and constraint information, including all EDCTs, via a series of applications, including the OIS, FSM, and RMT.

[zmeatc]

Center's TMU will close down airways and transitions for STAR's too. Ex: the BYP5 arrival to DFW has two main transitions, FSM and LIT. On a good day they use both. If weather is bad over FSM, they will close that transition, and all aircraft filed over that fix will be rerouted over LIT.

Center's will also put out MIT's so some sectors will not become red sectors.

[Teller1900]

I can't say anything about how it's decided or organized on the ATC side of the world, but as far as how we get the information...

1. Sabre - our scheduling and booking system shows us the delays, thanks to the OIS system.  It's updated in almost real time (when everything is working) so we can pull up information on delays and flow control before going out to the plane.

2. Clearance Delivery - when we call for clearance, if there's a flow program or ground stop program, the controller will tell us when the expected clearance time/update time/wheels-in-the-well time is.  If a delay program is in place, we stay in frequent contact with the controller, either over the radio or:

3. Phone - especially at smaller airports we call the tower/TRACON directly, or they sometimes call us on our ops phone when a delay program goes into effect.

As far as airspace changes and runway changes...we don't really find out (or care much) about that until we're in the area.  If a runway changes happens, it'll be in the ATIS, or the controllers will announce it.  If the airspace changes...they tell us who to contact.  If it affects our assigned SID or STAR, they'll give each individual a/c the pertinent change to their routing, and off we go.