En Route Decision Support Tool (EDST) is an integrated function of ERAM that is used by the sector team in performing its strategic planning responsibilities. EDST uses current plan data, forecast winds, aircraft performance characteristics, and track data to derive expected aircraft trajectories, and to predict conflicts between aircraft and between aircraft and special use or designated airspace. It also provides trial planning and enhanced flight data management capabilities.
NOTE: For use by the EDST, the current plan is what the En Route Automation System (EAS) predicts an aircraft will fly. This may include clearances that have not yet been issued to the aircraft. Current plans are used to model a flight trajectory and, when applicable, for detecting conflicts.
NOTE: Conflict probe alerts are based on approved radar separation. Conflict probe does not account for instances in which greater separation may be needed (e.g., non-standard formations, A380) or where reduced separation is permitted (e.g., 3mile airspace).
NOTE: The requirement in subparagraph 13-1-2e does not apply to aircraft entering a non EDST facility.
When EDST is operational at the sector and when sector priorities permit, use the trial plan capability to evaluate:
When the results of a trial plan based upon a user request indicate the absence of alerts, every effort should be made to grant the user request, unless the change is likely to adversely affect operations at another sector.
For flights in hold, use the Hold View, Hold Data Menu, hold message, a flight progress strip, or a facility approved worksheet, to annotate holding instructions, in accordance with facility directives.
|Cleared to airport (point of intended landing)
|Center clearance delivered
|ATC clears (when clearance relayed through non-ATC facility)
|Cleared as filed
|Cleared to depart from the fix
|Cleared to the fix
|Cleared to hold and instructions issued
|Clearance not delivered
|Cleared to the outer marker
|Cleared to climb/descend at pilot's discretion
|Cleared to fly specified sectors of a NAVAID defined in terms of courses, bearings, radials, or quadrants within a designated radius
|Cleared through (for landing and takeoff through intermediate point)
|Cleared over the fix
|Cleared to cross (airway, route, radial) at (point)
NOTE: Information entered into the Free Text Area does not pass on handoff and, if necessary, must be coordinated.
|Back course approach
|Flight management system approach
|Nondirectional radio beacon approach
|Resolution advisory (Pilot-reported TCAS event)
|Area navigation approach
|Report immediately upon passing (fix/altitude)
|Depart (direction if specified)
|Climb and maintain
|Descend and maintain
|Join or intercept (airway, jet route, track, or course)
|While in controlled airspace
|While in control area
|Enter control area
|Out of control area
|Cleared to enter surface area. Indicated direction of flight by appropriate compass letter(s)
|Through surface area and altitude indicated direction of flight by appropriate compass letter(s). Maintain special VFR conditions (altitude if appropriate) while in surface area
|Aircraft requested to adjust speed to 250 knots
|Aircraft requested to reduce speed 20 knots
|Aircraft requested to increase speed 30 knots
|Local Special VFR operations in the vicinity of (name) airport are authorized until (time). Maintain special VFR conditions (altitude if appropriate)
|After or Past
|At or Below
|At or Above
|From-to (route, time, etc.)
|Indicates a block altitude assignment. Altitudes are inclusive, and the first altitude must be lower than the second (Example 310B370)
|Clearance void if aircraft not off ground by time
|Pilot canceled flight plan
|Information or revised information forwarded
|Other than assigned altitude reported. Example: **50**
|ARC mi. dir.
|DME arc of VORTAC or TACAN
|Contact (facility) or (freq.), (time, fix, or altitude if appropriate). Insert frequency only when it is other than standard
|Radar service terminated
|Radar Contact Lost
|Pilot resumed own navigation
|Point out initiated. Indicate the appropriate facility, sector, or position.
|Expect further clearance at (time)
|Direct to fix
|Full route clearance
|Initial approach fix
NOTE: Conflict probe accuracy in assigning alert notification is dependent upon entry/update of a flight's interim altitude.
NOTE: When using the ERAM Hold Data Menu or Hold View, delays are automatically recorded when the aircraft is cleared out of hold.
Upon receipt of the overdue aircraft notification take appropriate actions set forth in Chapter 10, Section 3, Overdue aircraft.
NOTE: ESDT overdue aircraft notification is based on radar track data. Updating an aircraft's route of fight will remove the overdue aircraft notification.
In the event that current forecast wind data are not available, continue use of conflict probe and trial planning with appropriate recognition that alert and trajectory data may be affected.
In the event of a loss of connectivity to an adjacent ERAM facility, continue use of EDST with appropriate recognition that alert data may be affected.
In the event of a surveillance or flight data outage, electronic flight data may be used to support situational awareness while the facility transitions to alternate automation capabilities or non radar procedures.
NOTE: Unless otherwise covered in an LOA or facility directive, activating or scheduling the SAA in the Airspace Status View does NOT constitute coordination for activation of airspace.