A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/600489
surveillance is expected to be capable of reporting intervals as low as 14 seconds. However, ATOP may be overwhelmed with that frequency and therefore throttled bac k to 30 to 45 second intervals. § The implications for se arch and rescue are tremendous. Given the reporting intervals, SBA could reduce current search areas from as much as 391nm radius to 4nm. § Some of the challenges for SBA surround the fact that it does not drive a separation stand ard itself, but could interfere with procedural s eparation established by ADS - C. Transition to and from airspace covered by SBA, terrestrial ADS - B, o r radar needs to be considered. ICAO flight plan filing consistency needs to be addressed. o A separate Red uced Oceanic Separation benefits discussion was held after the SRMP concluded. The intent was to obtain feedback from the ATOP SMEs present for use in bu ilding a business case for ROS. Alternatives to be examined in ROS include SBA, ADS - C, and a couple of other sources. Each ATOP facility's larg est benefit area was discussed. It was pointed out that should the Agency pursue an investment that guaranteed operators a reduced oceanic separation and therefore optimal altitudes and departure times, this would li kely d rive the user to equip earlier. Some users derive as much as 80% of their r evenue from oceanic operations. If the Agency does not pursue ROS and other ANSPs do, then the threat will become more and more real that US control of oceanic airspace should move elsewhere. However, ICAO grants the US control of this airspace for more than efficiency; they also grant it due to the US Navy's search and rescue capabilities in the areas in question. o While at ZNY, received feedbac k on ADS - B offshore operations. This test procedure allows ADS - B equipped aircraft to continue to operate via offshore routing to the Caribbean d uring radar outages. ADS - B provides more than adequate surveillance, and there are definite operatio nal benefits to this operation. Several co ncerns were raised regarding inconsistent filing of ICAO ADS - B information, pilot education, controller familiarity, a nd potential automation issues. Until these are resolved NATCA does not intend to continue the test. o Thursday, participated i n a CLT WAM flight test telcon. Work c ontinues on system development. Tests in mid - November will be used for Separatio n Standards analysis. Tests in early December will be used by Harris to verify system perfor mance meets their expectations. A flight inspection in ea rly February will be to verify performance meets FAA and SME expectations. o Led our weekly NATCA SBS t elcon. Discussed ongoing work with ASSC, Terminal efforts, GIM - S, and upcoming events. o Friday, participated in an SBS/AJT/AJV telcon. Discussed the nee d to expedite the CLT WAM Notice through AJV approval process, but this will likely require leadership intervention to prevent a delay in the schedule. o Participated in th e weekly SBS Hot Topics telcon. Program updates were discussed. o Discussed ADS - B In te nt Data available via avionics. Recent