A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/729966
amendments. The current TMC ' s environment uses the EDST, where the TMC amends one for one doing everything at the EDST for Field 10 and 11. The problem with the new RAD and not having automatic FRC insertion is a TMC can edit up to 25 flights at once in TFMS with only the ability to view five at once. Also, selections made to the other 20 f lights can be made without direct visible knowledge to the TMC when mak ing/sending amendments to ERAM. Once the amendment is sent, the TMC has no way to recall what amendments they made to ensure all flights receive d FRC through the EDST process. The TMC h as to rely on memory to ensure all actions are always fully complete with entry of FRC in EDST. The increased risk of missing an input for FRC with so many capable flights to send, would greatly increase the risk of sending an amendment w ithout an FRC wher e required. With so many young TMC s in the field and forcing the TMC to rely on memory, Chris and I deemed it too risky to miss an FRC and suggested not to turn on PDRR. We recommend waiting until PDRR ' s RAD design can do all required functionality in the RAD relating to route (10) with remarks (11) fields or autom atic insertion be left enabled. More discussion with ERAM group is expected in the next weeks on the topic. WAKE TURBULENCE: Kevin Connelly (SAT) is the Article 48 Representative to the Wa ke Tur bulence Office for NATCA. His update for the week is below. The month started off with a refresher principles meeting at SCT the first week so that , with the new Phase II of RECAT coming in , it had changed the program from the initial 1.5 briefing that occur red back in 2015. Working with SoCal TRACON they were able to set a meeting with NATCA/FAA at NCT and all the associated RECAT Towers (ONT, SAN, LAX, SNA, BUR) in a conference call. Overall , the reception for the program was good . San Diego sector at SCT ha d concerns about required wake separations between large and light small in category F, and we were able to answer the questions. The briefing went well and in monitoring the operation the limited issues I saw in the San Diego sector just meant that there was a brief need to stop climb/descent of small aircraft until wake separations existed. Began training at SCT on Sunday August 14th. The first week of training went well and we seemed to make headway. The new Category G was really understood well and over all the controllers understood the program and are ready to implement. The first full week of training went really well with the HSI contractors being able to run the power points and answer questions on their own. At the end of the week notice came in fr om Tech Center that they had completed onsite testing of RECAT at Anchorage and all the systems are ready for IOC. A conference call confirmed that the testing was done onsite at A11 and the strips/scopes were all completely functional in the building. A d ecision was made to take the "week off" of the 3rd week in August to get A11 to IOC before the end of the month. I went up to A11 with the AJV team and we successfully implemented RECAT on August 25th. The facility was completely functional and after 1.5 d ays of sitting with the controllers they understood where they are gaining benefits.