A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/639552
§ They admitted that it didn't work properly and wasn't really designed for controllers and wasn't deployed correctly. § They have since gone back and put together a training prog ram after assessing the issues. This training pr ogram should be done at the end of FY2017. § Additions: extended metering, Ground Interval Management Spacing (GIM - S), Integrated Departure/Arrival Capability (IDAC), information sharing by 2017 and Terminal Sequencing and Spa cing (TSAS) by the end of 2018 . GIM - S is currently being employed a t DEN/ZDV, SLC/ZLC and SEA/ZLC. IAH and MSP are close behind. IDAC, hopefully gets rid of phone calls, allows electronic call for release and is being implemented in 5 centers this year. § TSAS is a tool that extends th e center metering to the terminal area for spacing and sequencing and will be implement ed at 9 airports in the future. The key will be how much intervention happens in the terminal environment as it can erase en route gains. Current guidelines for en route controllers are to deliver flights to their meter fixes within +/ - 60 seconds of their Scheduled time of arrivals (STAs). § TSAS requires improved delivery accuracy (+/ - 30 seconds) to produce the desired flight efficiency gains. This will be a two - way communication operation between TBFM and TSS with each impacting the other. The team has requested SEA as the first site and t he last (9 th ) would be by 2022. · The reason for the long period of time to get the first 9 sites is that there are many adaptations and entities to deal with. This is a very optimistic timeline and getting the training done will be crucial. o EoR Safety study – Not much new on background except the emphasis on the use of TF turns instead o f RF to maximize participation. Most controllers comfort level decreased due to the decreased time to react to non - normal events. There were no consistent oversh oots when turning to FAC. § The most overshoot issue s were at the apex of the turn. Non - VNAV vertical profiles were very similar to the VNAV profi les. Collision risk in normal situati ons at 3600' apart is very low. The results were much different during ma lfunctions. § The safety study is slated to be completed by the summer and wi ll include many more scenarios. o Next steps to consider for NIWG PBN subgroup: § GLS I, II, and III (TF 5) SWA pushed for this. The FAA is not really in support. § Low Vis approa ches with Enhanc ed flight vision system (EFVS). FEDEX is leading this initiative and are using this now in some form. EFVS is the technology that allows you to comply with minimu ms, so approach doesn't change. Rules already allow you to do this down to 100', then