A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/797457
Route Amendment Dialog (RAD) classes were conducted starting the week of January 9th and finished F eb 3rd. This was a l arge exercise in training TMCs and STMCs from every en route facility in preparation for using the tool to conduct ABRR ( A irborne R erouting) and PDRR (Predeparture Rerouting) activ ity starting in later January. The training proved to be s uccessful in meeting the goal of preparing a core group for each facility with the bas e knowledge in using the tool. Their role will be to assist in their facility in learning the new tool and helping to answer questions on the tools capability for their facility. Workshop training material along with other support information were given to all who attended to aid in conducting an exploratory workshop at the local level. All en route FTRs also participated during the four - week workshops to understand and then as sist TMCs in the impact to ERAM's MDM and EDST. It also created the environment for FTRs to discuss possibilities of the tools impact within their facilit y. Automatic chevron insertion of protected segments is to define the required route portion from TMU to the flight plans viewed by the controller. This is to provide the controller the information for flights needing to stay on identified route amendments, with safety, necessary to help downstream controllers in maintaining system integrity. This was to be turned on in late January but was moved up since it did not have to be turned on with RAD but prior to RAD. Prior to this turn - on, numerous lab and ERAM back - up channel testing was conducted wi th identified issues resolved. Turning it on earl y with ERAM would give a real look if all is working to turn on the RAD. After the turn - on with the live system, problems were identified with the insertion of protected segments and false indication of action required by a controller with a cyan "T" ca using the information in front of the controller to be occasion ally confusing and inaccurate. This prompted protected segments to be turned off for a rev iew of the identified concerns. The resolve will involve ERAM changes for 600 and possibly 700 (late fal l) with some TFMS adjustments. TFMS adjustments can be a risk for anything beyond summer since TFMS vendor contract has gone through numerous contract extension resolve ongoing software issues and the ability to ex tend again may not be possible. If an ything needs to be resolved during the rebid of TFMS contract, it may have to wait until the contract award can get up to speed if dif ferent than the current vendor. If resolve doesn't meet controllers and T MU needs, some risks exist to possibly not use t he RAD for both ABRR and PDRR. Some abbreviated version may be able for turning on such as ABRR , or the possibility still exists for another delay. Currently, work is ongoing to see what resolve to ERAM and TFMS software future releases can get this much - n eeded tool acceptable for use. It is deemed there are still more enhancements necessary to the current state of the tool to make it fully functional with releases planned fo r late April for both systems. The software system integration challenges were expected for this first - time tool between ERAM and TFMS. Internal evaluation is ongoing within the Command Center Severe Weather area in how it may refine the way it handles protected segment required route advisories in preparation in the use of the RAD tool. U NMANNED AIRCRAFT SYSTEMS (UAS) Steve Weidner (ZMP) is the NATCA Article 114 Representative for UAS. Jeff Richards (ZAU) is assisting Mr. Weidner on this project due to the workload and activity associated with it. Below is the update for the m embership.