NORTH AND SOUTH AMERICA - CNATRA - The US Navy

3-52 UNITED STATES
DRVSM Denial Report
Instructions for filling out the DRVSM Denial Report
NOTE: This DRVSM Denial Report is the only recognized means of
tracking failure to obtain flight-planned access to DRVSM
Airspace. You may access the form at
https://www.notams.jcs.mil/drvsm.html.
1. Fill in mission information
2. How did you request your DVRSM altitude: File and Fly,
Designated Priority Flight, ALTRV? Select one
3. Select Service Branch
4. Did your proposed route of flight cross three or more Air
Route Traffic Control Centers? Select one
5. Was your mission objective: accomplished, degraded, or not
achieved? Select one
6. Are you required to re-fly in order to meet mission
objectives due to denial to DRVSM altitudes? Select one
7. Was your mission profile covered in a Letter of Agreement
with the involved ARTCC? Select one
8. MISSION IMPACT Describe the impact on your mission
caused by DRVSM Airspace Denial
9. NARRATIVE Expound upon any pertinent facts
10. Fill in contact information
11. FAX or EMAIL the complete report to your regional military
representative to the FAA- fax numbers listed on the bottom of
the form.
For more information on DRVSM, go to
https://www.notams.jcs.mil and select the DRVSM Info button.
(AFFSA CL II NOTAM/AFFSA FIL 05-476)
FLIGHT PLANNING
1. QUOTA FLOW CONTROL - Quota Flow Control is designed
to balance the air traffic control system demand with system
capacity.
a. ARTCCs will hold the optimum number of aircraft that
their primary and secondary holding fixes will safely accommodate
without imposing undue limitations on the control of other traffic
operating within the ARTCC's airspace. This is based on user
requirement to continue operating to a terminal regardless of the
acceptance rate at that terminal. When staffing, equipment or
severe weather will inhibit the number of aircraft the arrival ARTCC
may safely hold, a reduction may be necessary.
b. When an ARTCC is holding the optimum number of
aircraft, the adjacent ARTCCs will be issued quotas concerning
aircraft which can be cleared into the impacted ARTCC airspace.
When the adjacent center's demand exceeds the quota, aircraft
will be held in the adjacent ARTCC's airspace until they can be
permitted to proceed.
c. The size of the hourly quota will be based initially on the
projected acceptance rate and thereafter on the actual landing and
diversion totals. Once quotas have been imposed, departures in
the arrival and adjacent ARTCC's area to the affected airport may
be assigned ground delay, if necessary, to limit airborne holding to
ATC capacity. However, when a forecast of improved acceptance
rate appears reliable, in the opinion of the arrival ARTCC,
additional above quota flights may be approved based on the
expectation that by the time these additional above quota flights
become an operational factor in the affected area, the system will
be able to absorb them without undue difficulty.
d. Long distance flights, which originate beyond the
adjacent ARTCC area, will normally be permitted to proceed to a
point just short of the arrival ARTCC boundary where a delay, at
least equal to the delays (ground/airborne) being encountered will
be assigned.
e. ARTCCs imposing ground delays make efforts to advise
the users when lengthy delays are a prospect to preclude
unnecessary boarding and subsequent unloading prior to actual
take-off due to lengthy unanticipated ground delays. Users should
advise the ARTCC through FSS or operation offices when there is
any significant change in the proposed departure time so as to
permit more efficient flow control planning. Airborne aircraft
holding in the adjacent ARTCC airspace generally receive more
benefit than ground delayed aircraft when increases unexpectedly
develop in the quota number because the reaction time is less. For
this reason, whenever operationally feasible, adjacent ARTCCs
may offer airborne delay within their areas instead of ground
delay.
f. Flights originating beyond the adjacent ARTCC areas may
not have sufficient fuel to absorb the total anticipated delay while
airborne. Accordingly, the concerned adjacent ARTCC may permit
these flights to land in its area while retaining previously
accumulated delay for the purpose of quota priority. When the
amount of air traffic backlogging in an adjacent ARTCC area is
approaching the saturation point, additional enroute traffic will be
subject to prior approval.
g. Generally, movement of arrival aircraft into the impacted
airport terminal area will be made on the basis that those flights
with the most accumulated delay, either ground, airborne, or a
combination of both, normally receive priority over other traffic.
This applies only to delays encountered because of the situation at
the airport of intended landing.
h. Pilots/operators are advised to check for flow control
advisories which are transmitted to Flight Service Stations, to
selected airline dispatch offices and ARTCCs.
(SPEC/GEN 3.3 - 5.6)
2. AIRPORT RESERVATION OPERATIONS AND SPECIAL
TRAFFIC MANAGEMENT PROGRAMS - This section describes
procedures for obtaining required airport reservations at high
density traffic airports and for airports operating under Special
Traffic Management Programs.
(SPEC/GEN 3.3-14)
a. High Density Traffic Airports (HDTA)
(1) The FAA has designated the John F. Kennedy Intl
(KJFK), La Guardia (KLGA), Ronald Reagan Washington National
(KDCA), and Newark Intl (KEWR) Airports as high density airports
and has prescribed air traffic rules and requirements for
operating aircraft to and from these airports. (The quota for
Newark (KEWR) has been suspended indefinitely.) Reservations
for John F. Kennedy Intl (KJFK) are required between 3:00 PM
and 7:59 PM local time. Reservations for La Guardia (KLGA) and
Ronald Reagan Washington National (KDCA) are required
between 6:00 AM and 11:59 PM local time. Helicopter operations
are excluded from the requirement for a reservation.
(SPEC/GEN 3.3-12, 13, 14, 15)