A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/639552
submitted later. Josh Gustin (FAA Metroplex Lead) advised that community outreach might lock onto this and cause lots of problems for current and future proposals, so this group may want to tread lightly. o Mitigation plan for Pilot Proficiency concer n § Executing the near - term Strategy objectives is a logical source for planning targets . § RF to XLS. ILS and GLS inside the FAF needs more study, at or outside the FAF is OK right now. · PBN Strategy for the future document comments - Both the Dept. of Defense (DoD) and National Business Aviation Association (NBAA) have raised obje ctions to the new PBN strategy. While the DoD will probably not be bound to this due to their own priority and funding, the NBAA objections do have validity on their part. Some t hings they are concerned about: NBAA does not believe enough attention is being focused at business aviation growth at satellite airports in the vi cinity of medium to large hubs. o While these operations do not affect the hub airport's surface operations, they do impact th e terminal airspace operations. PBN approaches are needed to de - confli ct satellite and hub airports. NBAA fully supports expanding the use of RF legs to non - RNP AR terminal procedures; however, they view the proposed FAA criteria of requiring an electronic map display of an RF leg on non - RNP AR procedures as a serious impediment to any expanded application of RF legs due to equipage limitations in a significant port ion of the business aviation turbojet fleet. These limitations will not be easily overcome without expensive aircraft upgrades, upgrades that have been shown to be historically unecon omical for many airframe types. " FAA should work to eliminate the varianc es between navigation systems through more rigid performance standards. " DME/DME is re quired in Class A above FL290. Most business aircraft are equipped with multi - sensor FMSs that are capable of DME/DME navigation. However, most of these aircraft do not m eet the referenced AC90 - 100A requirements fo r D/D navigation in the US NAS. This will need to be address ed by FAA, OEMs, and Operators. o UAS & Commercial Space are not mentioned in this document at all. Suggest in the Introduction or Executive Summary a s tatement along the lines of: " Unmanned Aircraft Systems and Commercial Space operations are not addressed in this document. However, both are expected to play a large and significant role in the NAS starting almost immediately for UAS and in the very near future for Commercial Space. As plans mature for how these operators will be integrated into current and future NAS systems those plans will be integrated into this document. " · VOR MON – A continuation of the safety aspect of this comes from a very long p owe r point on this implementation. Some conclusions are: Most decommissioning s will result in SRMDMs. SRM is built into the Service area decommissioning committee (SADC) Process. The time frame is long for the SADC process but SMS is co nsidered from the beginning. SRM panels for airspace and procedural changes will be conducted