A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/876590
The Tower Data Link Services (TDLS) software update version 12.4 is being key sited at DFW, EWR and SDF t his week. Once the key site facilities give the approval to deploy the update to other sites, software will be mailed to the remaining facilities. This is the first software update that includes enhancements for facilities to improve operation and offer mo re flexibility in adapting the software to suit the needs of their facility. The enhancements include Multi Departure Clearance (DCL), Message Assurance Failure indications, Tower Cab Control of Auto Mode, and Auto Inhibit Altitude. Multi DCL Multi DCL allows for up to 6 DCL applications to be opened simultaneously. This will mostly be use for facilities that have more than one tower, however, some facilities may elect to use this enhancement to allow another controller, a cab coordinator or TMU to view or send DCL clearance information. When more than one application is open, the system will only allow one DCL application to open and display a specific flight ID. The other DCL applications will display an orange box with gray text to inform the controlle r that another user is working that flight ID. Once the editor window is closed, other controllers can view and interact with that flight ID. Message Assurance Failure A message assurance failure is a notification from the Communication Service Provider ( CSP) that the clearance could not be delivered to the aircraft. This is usually caused by inference with the Aircraft Antenna. This indication is relayed to the controller and once the obstruction (Food Truck, Fuel Truck) moves, the controller can resend t he clearance to the aircraft. Tower Cab Control of Auto Mode Currently when a tower is in Auto Mode, the TDLS Application Specialist (TAS) can adapt which SID/Transition can be automatically sent by the system. This is accomplished by setting default info rmation that will always be sent when that SID/Transition is in the applied routing. This works for some facilities, however, if a departure frequency or altitude assignment changes due to a different configuration, the controller cannot fall back to manua lly processing the flights to send the new information. The TAS can now give the tower controller the ability to turn Auto Mode on or off whenever they want to allow for manually processing of clearances. Auto Inhibit Altitude (AIA) The TAS can apply an A uto Inhibit Altitude to force manual processing of Auto Eligible SIDS whose Requested Altitudes are below a certain altitude. When a TAS has adapted a SID/Transition to be auto eligible and they have adapted an AIA of 9,000 FT, all flight ID's that have a requested altitude of 9,000 FT or lower will not be auto sent and require the controller to manually process that flight. Additional enhancements will be coming out over the next year to improve controller workflow and situational awareness, support diffe rent airport configurations, and improve session establishment/retention for error cases. ENROUTE AU TOMATION MODERNIZATION (ERAM) Julio Henriques (ZNY) lea ds the ERAM efforts for NATCA. Dan Mul len (ZID) provides this update: