A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/895825
Surface Viewer development is still breaking down the key issues such as: accessing Surface Viewer, display issues, desired feature workflow, use - case scenarios (Single/Multiple flights ) and integration within TFMS. All these concerns are being vetted out in depth through user cases in each concern. We discussed in depth AIMS 176892 with TFMS conformance measure ver ses ERAM's compliance measure. Current TFMS conformance is at 10 - mile radius to aid in limiting Non - Conformance actions taken by the TMC to have a controller correct a flight's route. The weight of the decision swings, to either increase the NAS's non - conformant candidates by reducing the radius to a lower standard or adapt to the occasional information variance being addressed by t he locals TMC and controllers. TFMS was not opposed to possibly changing the para meter but would advise the increase workload throughout the system could be significant. CTOP use is exp ected to become more frequent. Although only a handful of actual CTOPs used since its delivery, more are expected to take place since the customer/air line base is showing signs of improving their software to use the program. The use of Protected segments is a part of that process along with the RAD tool to help the TMUs manage any CTOP program. Although the use of the tool is expected to be gradual due to its cultural changing possibilities from today's ways of moving traffic, other software and procedural impacts may still be discovered to correct its impact. Currently, the route changing amendment portion of the software is still set with a high ti mer of close to 24 hours with a gradual reduction expected as the system users gets use to its functionality. The desired level is yet to be discovered. It was discovered that customers today, are changing flight plans up to 45 minutes prior to departure w ith only the system knowing. Since this behavior already exists, there isn't any new risk in the system if the timer was lowered to 45. However, there is the concern due to frequency of automation may exacerbate the concern which is why the gradual decline from 24 hours. TFMS Roadshows, in the past have been for informational missions where DT TFMS personnel go into the field to refresh TMCs the use of current tools, new tools and concepts. Some discussion has been ongoing to help follow up with the recent changes with protected segments, RAD and CTOP growth expectations. However, with frequent budget adjustments it is usually something that gets thi s removed from the action list. This is not required training but an invitation to facilities to corroborate with TFMS personnel on system uses. SURFACE CONCEPT TEAM (SCT) Kyle Andrews (ORD) is the NATCA Representative to the Surface Concept Team (SCT) for Collaborative Decision Making (CDM). Mr. Andrews forwarded the information below for the membership. On Oct. 12 the SCT participated in a remote demo briefing on ATD - 2 given by NASA representatives. The focus was development of the Ramp Traffic Console (RTC), a display tool for use by airline ramp control to aid in the tracking decision - making required to implement surface metering programs. The type of information displayed on the RTC would also benefit ATC if an ATC tower had a distinct feed through which it could observe and manipulate data specific to tower ground control and flow restrictions. If AT C is not given its own discrete display, there