4.  
Following hand-offs between at least 2 Fort Worth ARTCC sectors, the aircraft would be handed off to the DFW TRACON, where a combination of vectors, speed constraints, and altitude constraints would be issued to direct the aircraft to the final approach course.

5.  
Once established on final the aircraft would be handed off to a DFW Tower.

On a normal day, aircraft delays to meet the arrival rates are absorbed within the Fort Worth ARTCC and DFW TRACON. However, when delays must extend beyond Fort Worth ARTCC, procedures require that the System Command Center be notified to assist in developing an inter-ARTCC flow management solution.
What information is available prior to a situation developing?
1630Z: The relevant sector controllers are well aware of the impending weather disruption. Not only can they see the weather drawn on their radar scopes, but the TMC has briefed controllers. The TMC works in a separate area of the control floor. When required, the TMC’s job is normally done standing, since it is required to move around viewing and interacting with several display stations - weather, CTAS, ASD, radar, etc. Sector controllers and supervisors are kept in contact via a hand-held portable radio (walkie-talkie).
How do the stakeholders learn of the developing situation and how does replanning occur? 1830Z: The TMC participates in the telecon with the SCC to plan a SWAP. Following the telecon, sectors controlling arrivals are briefed. Due to light rain, DFW Tower has lowered the airport arrival rate to 96 to allow more time on the runway for arriving aircraft. This causes a ripple affect on delays extending outward from DFW airport, but Fort Worth Center is still able to absorb delays to meet the lower rate without passing inbound restrictions to other ARTCCs.
1920Z: The controller in the sector containing the Bowie arrival gate, sees abundant precipitation on the scope and has increasingly less space to safely vector aircraft around a developing cell. He notifies the TMC that he is closing Bowie. Having the ASD view of inbound traffic, and arrival rate predictions from the CTAS histogram, the TMC immediately notifies the SCC that the planned SWAP is now required. The TMC devises a plan to distribute the existing Bowie inbound traffic among the remaining arrival gates. On coordinating with the TRACON, the TMC also decides to open up the southwest gate (Glen Rose) in a double configuration. At the sector controlling Bowie, the D-side controller (data entry and management), under the direction of the TMC, begins to modify flight plans to re-route Bowie inbound traffic. Flights already in Fort Worth ARTCC control are handled with vectors and sector to sector communication.
1940Z: With the Bowie closure under control, the TMC begins to plan for the re-opening of Bowie. Knowing that the weather is moving eastbound, a contingency plan is begun to handle a possible closure of Bonham, the northeast arrival gate.
　
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