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1315Z: The SCC initiates the daily 8:15 national telecon with the SCC East and West NOMs, FAA Regional Offices, ARTCC Traffic Management Supervisors (TMS), and participating airline traffic managers. The telecon is initiated from the Severe Weather Desk (the NOM’s station). Participants call in at the designated time and are connected via the automated teleconferencing system. Normally the west coast does not join at this hour.
No flow management initiatives are currently in progress. The weather system is now in west-central Texas with no thunderstorm activity indicated. Airport arrival rates and other significant traffic-related airport data are summarized by the East and West NOMs for each major airport in their respective areas.
How do the stakeholders learn of the developing situation?
1530Z: Deteriorating weather in central Texas prompts the SCC to initiate a telecon with Traffic Management Supervisors (TMS) at Albuquerque, Fort Worth, Kansas City, Memphis, and Houston ARTCCs, as well as with the DFW TRACON TMS and the traffic manager at American Airlines. The purpose is to discuss a Severe Weather Avoidance Plan (SWAP) to manage a possible disruption at DFW due to anticipated weather. The weather system will likely coincide with the “noon balloon” arrival push at DFW. The following flow management options exist to handle the imbalance between the arrival and arrival rates at DFW:
The more complete list of flow initiatives is as follows (from least to most severe). These initiatives are used to control arrivals at a single airport.
 1.
 Expanded Miles-In-Trail (MIT) / Minutes-In-Trail (MINIT). This flow initiative is preferred by all stakeholders. When arrival or en route congestion occurs, and adequate airspace allows, orderly in-flight delays may be used to control flow. The SCC specialists have substantial resources to predict weather, arrival rates, and traffic direction. This information is used to help determine a miles or minutes in trail solution for hand-offs from one ARTCC to another.

The remaining initiatives involve holding aircraft still on the ground, planning to arrive at a problem airport.

2.
Internal Ground Delay Program (GDP). The GDP assigns delayed departure times (Expect Departure Clearance Time - EDCT) to flights planning to arrive at an overloaded airport. The GDP is normally used when reduced arrival rates are expected to last for several hours. Arrival delays are assigned according to an algorithm which tries to preserve the original arrival order. An “internal” GDP is one where only flights originating in the same center are delayed - penalizes short flights in favor of long flights. Presumably the delay is not expected to be long term, and that by the time yet-to-depart longer flights arrive, the problem will have passed. Delays are calculated for each individual flight in such a way as to evenly regulate the arrival rate without additional imposing flow control measures. The SCC specialist uses software tools which operate on the Enhanced Traffic Management System (ETMS) database of flight information to assign EDCTs to affected flights. Airlines issued an EDCT are expected to depart at the assigned time with a tolerance of -5/+15 minutes. The scope of ground stops and GDPs may also be varied. “Internal” programs involve delay actions implemented only within the ARTCC containing the problem airport. Internal programs are used when the delays are of short duration. The expectation is that that by the time the yet-to-depart longer flights arrive, the problem will have passed.
　
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