A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/693369
o Mr. Heflin is cu rrently having numerous meetings and telcon s to hammer out the Leesburg Sequence of Events & D raft Time line for a Safety Risk Assessment Panel. This has been in flux a s frequently each step is predicated on the previous step/benchmark being met and if this is not met by any of the partie s involved the time line moves. This is an ongoing process. TERMINAL AUTOMATION MODERNIZATION REPLACEMENT (TAMR): Mitch Herrick (MIA) is the current Arti cle 48 Representative for TAMR. Mr. Herrick will be retiring in July and Aaron Rose (NCT) will be the next Article 48 Representative on TAMR. Below is the TAMR report. TAMR Phase 3 Segment 1 Update (In the future this will be the Systems Engineering update) submitted by Doug Peterson - D10. o This is the final TAMR update from Segment 1 of the program. The last Segment 1 Large TRACON, N90, declared continuous operations on STARS on May 17, 2016. Many of the functions that were carried out und er Segment 1 will now fall under Systems Engineering, which will include, software design and technical specifications, build planning, software testing and PTR prioritization. o Hardware/software and programmatic challenges. While the actual transitions of all large TRACON s are complete , t he job is far from done. Some of our TRACONs, particularly, SCT, N90 and PCT, continue to have system performance issues that need significant long - term improvement. SCT will continue to battle poor radar performance due t o bad geographic locations for the foreseeable future. Our NATCA SBS brothers are working closely with a radar analysis sub - team known as Surveillance Automation Analysis Team (SAAT) that is doing analysis and seeking solutions. The unfortunate reality is that no solution is imminent. We will attack the problem incrementally as new ideas are introduced and tested. At some point new, improved, or relocated surveillance sources will be required, and that process has begun. N90 and PCT are our most complex TRA CONs because of the combination of large geographic airspace, multiple c enters , and congestion of traffic and adjacent facilities. This has given us some new software problems and priorities that we are aggressively pursuing. Scheduling challenges and new programs may cause a fairly substantial interruption or change to our software delivery timeline from 6 - 9 months to 22 - 26 months. This has operational impact implications. If we encounter a software problem that carries significant safety or operational ri sk, we will be forced to change product delivery schedules, a potential need to reduce operations or operate with increased safety risk. None of those are attractive options. Some of the " hard " product delivery schedules that are competing for our resource s are: Digital Recording Device End of Life (EOL) replacement, System Processor (X 3 000) EOL replacement, Avaya Router EOL replacement, Solaris to Linu x Operating System replacement, Tower Displa y Monitor (TDM) EOL replacement , Surveillance Interface Mode rnization / Operational Internet Protocol (SIM/ODIP), Flight and