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Many of these programs were organized into a single Advisory Circular (AC 90-91) in the spring of. While much of this AC covered the rules of route construction, there was one line that seemed to offer the airlines some freedom from the complicated rules. Buried on page 3 was this sentence “Flights, regardless of point of departure, destination, or filed altitude, which are coordinated via other than published High Altitude Preferred IFR Routes through the ATCSCC.” Clearly this meant that any route for any flight might be flown if prior coordinations was provided.
At some airlines, flight dispatchers were simply given the AC and told “see what you can do with this”. At others, modification of computer flight planning systems were attempted, and still others ignored these changes and continued to file the FAA “pref” routes.
At American Airlines we attempted to both integrate the new rules into our flight planning software and began to experiment with the effectiveness of ATCSCC coordinated routes. It soon became evident (in 1992) that ATCSCC coordinated NRP routes had the potential for significant savings. In the second quarter of 1993 we added both personnel and computer resources to this effort.
The manner in which we implemented the coordinated NRP is as follows:
1) Approximately 6 hours before flight departure several routes between the city pairs are analyzed and ranked by shortest “wind distance” at operating altitudes available for the planned aircraft type.
2) Every hour, the airline ATC Coordinator (a specialized dispatch position) is presented with a list of flights and possible route assignments. This list contains all flights greater than 700nm that operate on FAA Pref city pairs and have some route that is at least 10 wind distance miles shorter than the FAA Pref.
3) These flights are analyzed, using normal flight planning parameters, for fuel and time savings over the FAA Pref route, as well as for operational feasibility (for more information on the airline flight planning process, see “Airline Operational Control Overview” document, 93-CRDA-0034). If the savings are found to be over a certain value, a Teletype message is sent to ATCSCC describing the planned operation.
4) ATCSCC will coordinate the planned route with the affected centers (when necessary) and call the ATC coordinator with an approval or denial. If the request has been denied, often the dispatcher and ATCSCC will discuss the reason for denial and a new request may be generated.
At American Airlines we log all requests sent to ATCSCC for NRP approval. This automated log contains the Flight number, city pair, fuel and time calculated for the pref route, fuel and time calculated for the NRP route, as well as the planned departure time and altitude requested.
The initial review of the NRP log summaries showed that the range of approval rates was between 47-79%, depending on the ATC Coordinator. We soon discovered that some coordinators were actively looking at the system choke points, designing new routes that were both time/fuel efficient, and were avoiding points or routes that would have resulted in a denial of NRP status from ATC.
　
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