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M O N D AY, M A R C H 2 1 , 2 0 1 6 N AT C A D A I LY D I S PAT C H 8 Over the course of the last several years, NATCA has worked collaboratively with the FAA and industry to enhance the safety and efficiency of the NAS through safety initiatives and NextGen technologies. This special section of the Daily Dispatch takes a closer look at some of these dynamic technologies and how they are changing the NAS for the better. As of today, there are over 20,000 aircraft in the NAS equipped with rule (Radio Technical Commission for Aeronautics DO-260B and DO-282B) compliant ADS-B avionics. The rule essentially states that by Jan. 1, 2020, aircraft operating in radar transponder airspace must be equipped with ADS-B Out avionics that meet minimum operating standards. All en route facilities (En Route Automation Modernization and Microprocessor-En Route Automated Tracking System) and all major terminal facilities (Standard Terminal Automation Replacement System [STARS] and Common Automated Radar Terminal System) have reached their ADS-B initial operating capability (IOC), allowing them to use surveillance from ADS-B Out-equipped aircraft. Terminal Automated Radar Terminal System 2E sites will reach their ADS-B IOC after an upgrade to STARS Enhanced Local Integrated Tower Equipment. In all terminal sites, Fusion is also being deployed to facilitate the use of ADS-B. In the oceanic environment, where ground based radio stations are well out of range, the FAA and other Air Navigation Service Providers continue to pursue space- based ADS-B. A network of satellites capable of receiving ADS-B reports is expected to be in place by the end of 2017. The implications for search and rescue are tremendous, as well as potentially reducing oceanic separation standards. In addition to ADS-B Out, which delivers reports from the equipped aircraft to the ground-based network of radio stations, applications that leverage ADS-B In continue to be developed. ADS-B AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST The DataComm program has successfully deployed the departure clearance service at nine sites, giving air traÂc controllers the ability to transmit flight plans and other essential messages with the touch of a button instead of via verbal communications. These include New Orleans Moisant (MSY), San Antonio (SAT), Salt Lake City (SLC), Houston Intercontinental (IAH), Houston Hobby (HOU), Austin (AUS), John F. Kennedy (JFK), Newark (EWR), and Louisville Standiford (SDF). Boise (BOI) and Greater Cincinnati (CVG) are now running the new Version 12 software with enhanced Pre-Departure Clearance. Approximately 1,500 clearances have been up-linked via Controller Pilot Data Link Communications (CPDLC) to properly equipped aircraft. The next wave of towers will include Los Angeles (LAX), Burbank (BUR), Ontario (ONT), Santa Ana (SNA), Las Vegas (LAS), San Diego/Lindbergh (SAN), Indianapolis (IND), Memphis (MEM), Nashville Metropolitan (BNA), La Guardia (LGA), Teterboro (TEB), White Plains Westchester (HPN), and Philadelphia (PHL). These towers should be completed by the beginning of May. All Tower Data Link Services (TDLS) sites should be completed by the end of the year. DATA COMMUNICATIONS DATA COMM The Optimization of Airspace and Procedures in the Metroplex (OAPM), is the FAA's effort to expedite Performance Based Navigation (PBN) in select, large metropolitan areas. Metroplex uses collaborative teams to maximize safety and efficiency with Area Navigation (RNAV), Standard Instrument Departures (SID), Standard Terminal Arrivals (STARS), and specifically Optimized Profile Descents (OPDs). Each Metroplex project includes a study team that determines what improvements should be made, and a design and implementation (D&I) team that implements the improvements. Implementation is complete in Houston, North Texas, and Northern California. D&I activities are ongoing at seven sites: Washington, D.C., Charlotte, Atlanta, Southern California, Florida, Cleveland/Detroit, Phoenix and Denver. Las Vegas has completed the study team phase and is awaiting D&I kick-off. OAPM OPTIMIZATION OF AIRSPACE AND PROCEDURES IN THE METROPLEX The En Route Automation Workgroup was established to identify opportunities for better alignment, collaboration, decision-making, and transparency across programs, projects, and stakeholders. The scope and capability of the workgroup affords the ability to make decisions with consideration to various stakeholder perspectives and needs. The workgroup will engage the various programs that require changes in En Route Automation Modernization (ERAM), and intentionally coordinate further in advance of the changes so they can benefit from the workgroup and its resources. ERAM is a crucial aspect of NextGen that allows the NAS to operate at the highest level as future NextGen technologies like PBN, Data Comm, and Automatic ADS-B are implemented. The workgroup's priority is to improve the strategic planning and coordination among these various programs. The workgroup has had initial meetings with PBN, Data Comm, and Technical and Operational Requirements Group (AJV-7) NATCA Representatives and their FAA counterparts. ERAW EN ROUTE AUTOMATION WORKGROUP tfdm TERMINAL FLIGHT DATA MANAGER NATCA is excited to move forward on the Terminal Flight Data Manager (TFDM) program, a key NextGen initiative that brings modernization to air traffic control tower equipment and processes. One component of TFDM replaces paper flight strips with Advanced Electronic Flight Strips (AEFS). Electronic flight strips have been a NATCA priority for many years. This initiative would be a big step forward and take, "the tower out of the stone age," according to Matt Baugh, NATCA's TFDM Article 48 Representative. An AEFS prototype is currently in testing at several facilities throughout the country. What NATCA originally saw as something designed to gather requirements has now taken on a life of its own. TFDM will also integrate with both the Traffic Flow Management System (TFMS) and the Time Based Flow Management (TBFM) programs to increase the efficiency of the NAS. nextgen NOW

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