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facilitate international air travel and help increase the
number of passengers that travel internationally.
Slot controls have become a way of limiting noise,
since it caps the number of takeoffs and landings at
an airport. Easing the restrictions on slots could be
politically difficult since local delegations at the
affected airports might not support such a move. Ways
other than imposing restrictions on slots exist that
could diminish the environmental impacts at airports
and their surrounding areas. Safeguards, such as
requiring the quietest technology available of aircraft
using slots and frequent consultations with local
residents, have been provided to ensure that the
environmental concerns are addressed and solved.
GROUND DELAY PROGRAM
Bad weather often forces the reconfiguration of runways at an airport or mandates the use of IFR arrival
and departure procedures, reducing the number of
flights per hour that are able to takeoff or land at the
affected airport. To accommodate the degraded arrival
capacity at the affected airport, the ATCSCC imposes a
ground delay program (GDP), which allocates a
reduced number of arrival slots to airlines at airports
during time periods when demand exceeds capacity.
The GDP suite of tools is used to keep congestion at an
arrival airport at acceptable levels by issuing ground
delays to aircraft before departure, as ground delays
are less expensive and safer than in-flight holding
delays. The FAA started GDP prototype operations in
January 1998 at two airports and expanded the program
to all commercial airports in the U.S. within nine
months.
Ground Delay Program Enhancements (GDPE) significantly reduced delays due to compression—a process that
is run periodically throughout the duration of a GDP. It
reduces overall delays by identifying open arrival slots due
to flight cancellations or delays and fills in the vacant slots
by moving up operating flights that can use those slots.
During the first two years of this program, almost 90,000
hours of scheduled delays were avoided due to compression, resulting in cost savings to the airline industry of more
than $150 million. GDPE also has improved the flow of air
traffic into airports; improved compliance to controlled
times of departure; improved data quality and predictability; resulted in equity in delays across carriers; and often
avoided the necessity to implement FAA ground delay programs, which can be disruptive to air carrier operations.
1-25
FLOW CONTROL
ATC provides IFR aircraft separation
services for NAS users. Since the
capabilities of IFR operators vary
from airlines operating hundreds of
complex jet aircraft to private pilots
in single engine, piston-powered airplanes, the ATC system must accommodate the least sophisticated user.
The lowest common denominator is
the individual controller speaking to
a single pilot on a VHF voice radio
channel. While this commonality is
desirable, it has led to a mindset
where other opportunities to interact
with NAS users have gone undeveloped. The greatest numbers of operations at the 20 busiest air carrier
airports are commercial operators (airlines and commuters) operating IFR with some form of ground-based
operational control. Since not all IFR operations have
ground-based operational control, very little effort has
been expended in developing ATC and Airline Operations
Control Center (AOC) collaboration techniques, even
though ground-based computer-to-computer links can
provide great data transfer capacity. Until the relatively
recent concept of Air Traffic Control-Traffic Flow
Management (ATC-TFM), the primary purpose of ATC
was aircraft separation, and the direct pilot-controller
interaction was adequate to the task. Effective and efficient traffic flow management now requires a new level of
control that includes the interaction of and information
transfer among ATC, TFM, AOCs, and the cockpit.
[Figure 1-17]
As the first step in modernizing the traffic flow management infrastructure, the FAA began reengineering
traffic flow management software using commercial
off-the-shelf products. In FY 1996, the FAA and
NASA collaborated on new traffic flow management
research and development efforts for the development
of collaborative decision making tools that will enable
FAA traffic flow managers to work cooperatively with
airline personnel in responding to congested conditions.
Additionally, the FAA provided a flight scheduling
software system to nine airlines.
LAND AND HOLD SHORT OPERATIONS
Many older airports, including some of the most congested, have intersecting runways. Expanding the use
　
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