ATCA Journal Q1 2016-Preview

Spring 2016 | VOLUME 58, NO. 1

The Post Office Lights the Airways Creating a Commercial Aviation Industry

Plus • ATCA’s Cyber Security White Paper • Remote Tower Systems • FAA Prepares to Launch Terminal Flight Data Management System • The Disappearance of Malaysian Airlines Flight 370 – Two Years Later

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Spring 2016 | Vol. 58, No. 1

Contents

ATCA members and subscribers have access to the online edition of The Journal of Air Traffic Control. Visit www.lesterfiles.com/pubs/ATCA Password: ATCAPubs (case sensitive).

Published for: Air Traffic Control Association 1101 King Street, Suite 300 Alexandria, VA 22314 Phone: 703-299-2430 Fax: 703-299-2437 info@atca.org www.atca.org

140 Broadway, 46th Floor New York, NY 10005 Toll-free phone: 866-953-2189 Toll-free fax: 877-565-8557 www.lesterpublications.com President, Jeff Lester Vice-President & Publisher, Sean Davis EDITORIAL Editorial Director, Jill Harris Editorial Assistant, Andrew Harris DESIGN & LAYOUT Art Director, Myles O’Reilly Senior Graphic Designer, John Lyttle Graphic Designer, Crystal Carrette Graphic Designer, Jessica Landry ADVERTISING Book Leader, Quinn Bogusky | 888-953-2198 Louise Peterson | 866-953-2183 DISTRIBUTION Nikki Manalo | 866-953-2189

© 2016 Air Traffic Control Association, Inc. All rights reserved. The contents of this publication may not be reproduced by any means, in whole or in part, without the prior written consent of ATCA. Disclaimer: The opinions expressed by the authors of the editorial articles contained in this publication are those of the respective authors and do not necessarily represent the opinion of ATCA. Printed in Canada. Please recycle where facilities exist.

Cover image: Anton_Ivanov / Shutterstock.com

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Published by:

Articles 07 Remote Tower System

There is Great Potential in the United States, but We Must Ensure Safe Integration

By Paul Rinaldi, NATCA

10 FAA Prepares to Launch Terminal Flight Data Management System

This Major NextGen System Improves the Flow of Air Traffic on the Ground

By Jim Crawford, FAA

24 The Post Office Lights the Airways

Creating a Commercial Aviation Industry

By Terry Kraus, FAA

37 Forming a Strategic Initiative to Combat Modern Cyber Security Threats

Hardening the System Will Help Prevent Software Breaches

By ATCA Cyber Security Committee

40 Looking to the Cloud

Making Mandatory Briefings Matter

By NAV CANADA

44 The Disappearance of Malaysian Airlines Flight 370

Two Years Later

By Steve Winter, Independent Aerospace Consultant

49 Taking Flight

Attracting Top Talent in the Aviation Industry

By Alex Nakahara, Northrop Grumman

Departments 3 5 53

From the Editor’s Desk

2016 ATM Guide

Directory of Member Organizations

From the President

15

The Journal of Air Traffic Control

1

NAVCANatm is a subsidiary of NAV CANADA

FROM THE PRESIDENT

By Peter F. Dumont, President & CEO, ATCA

And the Beat Goes On drowsy economy, or the removal of oil and financial bans from Iran.

Under all of this stress, Congress is also debating FAA reauthorization issues, which include whether or not to restructure the FAA into a non-government or quasi-government entity. Late last year, Congress did pass a surface transportation reauthorization bill – the Fixing America’s Surface Transportation Act, or the FAST Act. The five-year bill supports additional funds for roads, bridges, highway safety, buses, Amtrak, and other surface transportation programs. Many of the same Congressional leaders who came to an agreement on the surface transportation bill are now preparing to examine and debate FAA reauthorization and possible reform.

But does Congress have the time or energy to debate another major transportation bill during an election year, especially a complex bill that could, essentially, completely overhaul American air traffic control? The Congressional calendars for 2016 allot 111 legislative days for the House and 149 legislative days for the Senate (by comparison, in 2011, there were 175 legislative days in the House).

Legislative days are often a proxy for the bandwidth of Congress.

Even if our transportation leaders want to debate aviation reform issues in committee, they still depend on House and Senate leadership to grant precious f loor time to debate and pass the bills. With all the other pressing issues, will aviation reform get the attention it needs and deserves?

Understandably, we tend to focus on policy changes when there is a crisis. As the musical “Hamilton” reminds us, our country

Understandably, we tend to focus on policy changes when there is a crisis. As the musical “Hamilton” reminds us, our country was born and raised on crises.

Nomad_Soul / Shutterstock.com

H

ave you seen the Broadway musical “Hamilton” yet?

The hip-hop musical focusing on our founding fathers is dominating the New York theater scene and reinvigorating Broadway by appealing to younger generations. The musical’s detailed lyrics march through the many crises our country faced in its early years—from bitter winter battles with Great Britain to a rap battle between Hamilton and Jefferson on the balance between a strong federal government and states’ rights. Reviews include comments like, “the best musical I have ever seen” and “transformational.” Since last summer, many Hollywood stars and political insiders have stepped out to take in the show, from POTUS (who has reportedly seen it at least twice) to Dick Cheney.

In the same months that have seen ticket sites crash over the demand for a seat to “Hamilton”, we are witnessing a Presidential primary season like no other. As we approach the fall election, the Republican debates are focusing on who is the most bombastic outsider to shake up Washington, while the leading Democrat candidates are insiders trying to sell themselves as outsiders. The new and initially reluctant Speaker of the House, Paul Ryan, is trying to drive the Republicans’ agenda, including a repeal of the Affordable Care Act and a complete tax overhaul.

The President is beginning his final year in office by publishing controversial Executive Orders that have the force of law without Congressional approval. All this is happening, and I haven’t even mentioned heightened threats of additional ISIS attacks, the

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FROM THE PRESIDENT was born and raised on crises. Today, lawmakers discuss raising the debt ceiling hours before we breach the cap; every year appropriations bills must pass by October 1, but Congress passes emergency continuing resolutions instead; the highway and the aviation trust funds suffer from short-term lapses in taxes when their reauthorization bills expire.

I don’t think we are in an emergency situation that demands a push for aviation reform. We have seen some difficult budgeting challenges – threats of shutdowns, sequesters, and actual shutdowns – but that is no different from the rest of government. We have some challenging technical issues, including upgrading the air traffic system and safely incorporating unmanned aerial vehicles (UAVs) – but again, not an emergency. I would hazard to say our last aviation-specific emergency was 9/11, after which Congress removed aviation security from the FAA and created the Transportation Security Administration (TSA). So I wonder, is it possible to reform aviation without an emergency?

As we discuss what is possible in this reauthorization, I have heard some say that we should not accept partial reform because that will release the pressure of passing an overall reform. To me, that sounds like some are pushing for a manufactured emergency as a basis for aviation reform. I have also heard some say that the problems we are facing – unstable funding being one – are no different than what a company faces when the economy expectantly declines or sales drop off. It begs the question, is the drumbeat of unstable funding an actual crisis?

Are we ready to debate and pass FAA reform when there is no crisis? Do we have to wait for a crisis or, worse, create one? Ron Chernow, the author of the biography, “Alexander Hamilton”, says

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Spring 2016

the musical adaptation captures the essence of “Hamilton” and his history. Part of the excitement of the musical are all the crises that our country has to face, the difficult debates, and the strong opinionated leaders. Hopefully it’s not a spoiler for you, but in the end, Burr shoots and kills Hamilton. At least we no longer have to worry about quick draw duels in today’s politics. But, again, do we need a crisis to reform the FAA? Congress did pass some significant reform last year in education when lawmakers passed a sweeping revision of the No Child Left Behind laws. This overhaul was successful even though the executive branch adopted over the past few years many incremental changes to the No Child Left Behind laws. In this issue area, there was a lot of controversy, but no real emergency. Incremental changes had been adopted, and still, Congress passed comprehensive reforms.

I am going to venture to say that we can reform the FAA without a crisis, and it’s healthier not to manufacture a crisis to instigate change. Also, I would say that incremental change is acceptable, as long as we are making changes for an agreed-upon future end state.

Ideally, we will debate about important policy changes in aviation before a crisis occurs. Under this scenario, I don’t think the historians will look back and want to write a musical, but at least no one will be shot!

Peter F. Dumont President & CEO, ATCA

FROM THE EDITOR’S DESK

By Steve Carver Editor-in-Chief, The Journal of Air Traffic Control

Spring 2016 | Vol. 58, No. 1 Air Traffic Control Association 1101 King Street, Suite 300 Alexandria, VA 22314 Phone: 703-299-2430 Fax: 703-299-2437 info@atca.org www.atca.org Formed in 1956 as a non-profit, professional membership association, ATCA represents the interests of all professionals in the air traffic control industry. Dedicated to the advancement of professionalism and technology of air traffic control, ATCA has grown to represent several thousand individuals and organizations managing and providing ATC services and equipment around the world.

Editor-in-Chief: Steve Carver Publisher: Lester Publications, LLC

Officers and Board of Directors Chairman, Neil Planzer Chairman-Elect, Charles Keegan President & CEO, Peter F. Dumont Treasurer, Rachel Jackson East Area Director, Susan Chodakewitz Pacific Area, Asia, Australia Director, Peter Fiegehen South Central Area Director, William Cotton Northeast Area Director, Mike Ball Southeast Area Director, Jack McAuley North Central Area Director, Bill Ellis West Area Director and Secretary, Chip Meserole Canada, Caribbean, Central and South America, Mexico Area Director, Rudy Kellar Europe, Africa, Middle East Area Director, Jonathan Astill Director at Large, Rick Day Director at Large, Vinny Cappezzuto Director at Large, Michael Headley

Staff Marion Brophy , Communications Manager Abigail Glenn-Chase, Director, Communications Ken Carlisle, Director, Meetings and Expositions Theresa Clair, Associate Director, Meetings and Expositions Ashley Haskins, Office Manager Kristen Knott, Writer and Editor Christine Oster, Chief Financial Officer Paul Planzer, Manager, ATC Programs Rugger Smith, International Accounts Sandra Strickland, Events and Exhibits Coordinator Ashley Swearingen, Press and Marketing Manager Tim Wagner, Membership Manager

Cyber Security in Air Traffic Control

O

ne of the biggest topics of 2015 has now become one of the largest hot-button issues of 2016: cyber security. ATCA recently held its fifth Aviation Cyber Security Day; I left this year’s event feeling more positive than ever. Since 2011, ATCA has provided a great forum to discuss cyber security vulnerabilities and paths forward. The level of collaboration has reached new heights with the increased involvement from ATCA, FAA, Aviation Information Sharing and Analysis Center (A-ISAC), and industry. Last year, ATCA took it a step further by establishing its own cyber security committee, of which I am proud to chair. Over the course of several months, the committee and I drafted a white paper to further the conversation. The paper, “Forming a Strategic Initiative to Combat Modern Cyber Security Threats,” can be found on page 37.

The committee will reconvene soon to start work on three additional white papers on cyber security, which will dive deeper on topics such as cyber test and evaluation and zero day vulnerabilities. Test and evaluation is used to expose the ability or inability of a system to meet system requirements. For cyber engineering, test and evaluation of system vulnerabilities is based on known system weaknesses. But knowing all vulnerabilities is impossible. Unfortunately, for cyber engineers there is something called zero day

vulnerabilities. They are weaknesses in operating systems, applications, firmware, and other parts of systems that are discovered by an individual who keeps the vulnerability to themself. Nation states, industrial spies, law enforcement, intelligence agencies, military, and others are in the market to buy these zero day vulnerabilities, and so the discovery and selling of zero days has been growing for years. When ATCA’s cyber security committee was formed last year, one of the goals was to create a team whose objective was to provide a series of documents with suggestions on preparing air traffic operations for any possible exploit.

It’s hard to not be discouraged and fearful considering the rise of cyber security attacks in the last year. It’s like Helen Keller once said: “Optimism is the faith that leads to achievement.” We must keep this faith and continue to further the conversation and our efforts. The cyber health of all of our systems and organizations are at risk.

Contact the ATCA office if you would like to be a part of its cyber security committee. I hope you enjoy this issue.

Steve Carver, Editor-in-Chief

The Journal of Air Traffic Control (ISSN 0021-8650) is published quarterly by the Air Traffic Control Association, Inc. Periodical postage paid at Alexandria, VA and additional entries.

EDITORIAL, SUBSCRIPTION & ADVERTISING OFFICES at ATCA Headquarters: 1101 King Street, Suite 300, Alexandria, Virginia 22314. Telephone: (703) 299-2430, Fax: (703) 299-2437, Email: info@atca.org, Website: www.atca.org.

POSTMASTER: Send address changes to The Journal of Air Traffic Control, 1101 King Street, Suite 300, Alexandria, Virginia 22314. © Air Traffic Control Association, Inc., 2016 Membership in the Air Traffic Control Association including subscriptions to the Journal and ATCA Bulletin: Professional, $130 a year; Professional Military Senior Enlisted (E6–E9) Officer, $130 a year; Professional Military Junior Enlisted (E1–E5), $26 a year; Retired fee $60 a year applies to those who are ATCA Members at the time of retirement; Corporate Member, $500–5,000 a year, depending on category. Journal subscription rates to non-members: U.S., its territories, and possessions—$78 a year; other countries, including Canada and Mexico—$88 a year (via air mail). Back issue single copy $10, other countries, including Canada and Mexico, $15 (via air mail).

Contributors express their personal points of view and opinions that are not necessarily those of their employers or the Air Traffic Control Association. Therefore The Journal of Air Traffic Control does not assume responsibility for statements made and opinions expressed. It does accept responsibility for giving contributors an opportunity to express such views and opinions. Articles may be edited as necessary without changing their meaning.

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REMOTE TOWERS

Remote Tower Systems There is Great Potential in the United States, but We Must Ensure Safe Integration

R

emote tower technology is one of many Next Generation Air Transportation System (NextGen) modernizations coming to the United States National Airspace System (NAS). There is great potential for these systems in our country, but appropriate testing and development is necessary to ensure its safe integration. Safety is always the top priority for the National Air Traffic Controllers Association (NATCA), which has been instrumental in the testing of the first remote tower in the United States at Leesburg Executive Airport (KJYO) in Leesburg, Va. Leesburg was designated as the site of remote tower testing due to its uniqueness and the benefits it could gain from a successful remote tower system. Due to its proximity to Washington, D.C., and Washington-Dulles International Airport (KIAD), Leesburg has 100,000 operations per year, of all types of aircraft. There are several parties that have entered into a partnership for this system’s testing at Leesburg; the Commonwealth of Virginia’s Small Aircraft Transportation System (SATS) Lab and Saab-Sensis signed an agreement to run the testing. The Federal Aviation Administration (FAA), the Virginia Department of Aviation, and NATCA are serving in an advisory role in the program, with the FAA and NATCA working together to provide controllers in support of data collection activities.

Saab-Sensis is the only entity with a remote tower facility installed in the U.S.

First-stage testing at Leesburg included passive monitoring during a four-month phase that ended in November 2015. The data from that phase formed the basis of a report that Saab will present to the FAA for approval in order to move on to the next phase of the demonstration, which will include active controlling at Leesburg Airport. The goal of the demonstration program is to achieve FAA approval, per its Safety Management System (SMS) requirements, to operate a remote tower as a non-federal system in non-radar, Class D airspace.

This technology is being tested and deployed worldwide – Sweden is already working an airport via remote tower technology, with plans to remotely control three more airports, and countries like Ireland, Germany, Norway, and Hungary have plans to remotely control multiple airports in coming years – but in the U.S., progress is slower. Sweden has been testing the technology for several years, but America has been reluctant to accept the technology. The country’s interest in remote tower systems piqued when the FAA was forced to implement congressionally mandated budget cuts, also known as sequestration, in 2013. Part of the FAA’s budget cut plan included closing federal contract towers. When many small communities faced the possibility of losing their federal contract towers, or never getting a contract tower, their interest turned to remote tower systems. For these communities with limited budgets, remote tower technology offers The Journal of Air Traffic Control

Alexander Supertramp/Shutterstock.com

By Paul Rinaldi, National Air Traffic Controllers Association

7

REMOTE TOWERS

When many small communities faced the possibility of losing their federal contract towers, or never getting a contract tower, their interest turned to remote tower systems. reduced construction costs (brick-and-mortar tower construction costs approximately twice that of a remote tower system) and the possibility for more than one community to locate their systems in a common location to reduce staffing challenges. The one unknown expense with the remote tower system is the cost of moving data in the different communities. Some smaller communities may be better suited to move the data at lower costs than others.

NATCA views remote tower systems as cutting-edge technology that gives the U.S. aviation industry the ability to expand air traffic control services where they are not currently provided, and provide a better margin of safety at non-towered airports.

In addition to the remote tower testing at Leesburg, Searidge Technologies has installed camera systems at various airports in the U.S., such as one used to monitor air carrier ramp operations at Oakland International Airport (KOAK). In the fall of 2015, the FAA announced that it chose Fort Collins-Loveland Municipal Airport for an experiment with the Colorado Department of Transportation to guide planes using cameras and sensors monitored remotely starting in 2016.

NATCA sees the potential to use remote tower technology in multiple ways. For example, there are many airports in the NAS without air traffic services on the ground. In radar rooms, this technology could be used to infuse a picture on a monitor so controllers working

approach can see aircraft they’ve cleared for an instrument approach to a non-towered airport touch down and turn off the runway. This will help controllers provide quicker and more efficient direction to other aircraft on approach.

There is no doubt that this groundbreaking technology is going to be a part of the NAS, but our system is unlike any other; it’s the largest and most diverse system in the world. Leesburg Executive Airport has about 25 times the amount of operations per year compared to Ornskoldsvik Airport in Sweden. While the system deployed in Sweden meets the International Civil Aviation Organization (ICAO) 4444 regulations for air traffic control, controllers in the U.S. work a totally different type of traffic at airports. Additionally, the general aviation traffic in the U.S. offers some unique challenges to the remote tower system, such as controllers being able to visually acquire the target on the video screens and also the ability to observe the aircraft on the surface.

NATCA is proud to be a part of and looks forward to continued participation in the development and testing processes for technology that could expand air traffic control services where they are not currently provided. Through collaboration with the FAA and industry, we have a great opportunity to validate the benefits and technology of the remote tower services system and ensure that it is safely developed and integrated into the NAS.

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FAA Prepares to Launch Terminal Flight Data Management System This Major NextGen System Improves the Flow of Air Traffic on the Ground

By Jim Crawford, Federal Aviation Administration

S

ome of the best opportunities to improve the efficiency of the National Airspace System (NAS) reside on the ground, in the terminal area. Updated tower equipment and automated processes can help accommodate increasing demand in the NAS, improve controller workflow and deliver benefits to airports, operators and air travelers.

To this end, the FAA is developing the Terminal Flight Data Manager (TFDM), a Next Generation Air Transportation System (NextGen) program that modernizes tower equipment and processes, streamlines the sequence of departing aircraft, reduces delays and improves the experience of the flying public. TFDM is part of the NextGen initiative of Decision Support Services.

Today, tower controllers use paper flight progress strips, small strips of paper that contain information about an aircraft and its route.

It is a way to annotate flight information, keep a record of instructions issued and pass information to other controllers down the line.

Thomas Stockham, a former controller who now works in the FAA’s Terminal Validation and Requirements Group, says, “A paper strip, once it’s printed, that’s it. In order to change the data you have to hunt that strip down and involve other people.”

The control tower can be a busy, noisy place as controllers search for a particular flight strip, shout across the room or walk a strip to 10

Spring 2016

another position. The benefits of equipping with the latest tools are evident — modern technology provides a more efficient way to manage aircraft information in the tower.

Situational Awareness and Decision Support Another element that can contribute to improved air traffic management on the ground is the information shared between traffic management authorities that control the various functions in and around an airport. The control tower, airline operations centers and Terminal Radar Approach Control (TRACON) facilities each have unique functions and information requirements. They currently share information by telephone, each presenting their own perspective or awareness of the current situation. By sharing more information and improving communications methods they can acquire a collaborative, real-time situational awareness — a common picture.

The shared knowledge more effectively ensures the safety of air travelers and improves operations on the ground.

Additional opportunities for improvement can be found in current control tower hardware and software. The equipment that supports the controllers’ decision-making performs adequately for the present. Growing demands on our airports, however, will require controllers to make more decisions, faster.

terminal flight data management system

The benefits of equipping with the latest tools are evident – modern technology provides a more efficient way to manage aircraft information in the tower.

Electronic Flight Data TFDM replaces paper flight strips with Electronic Flight Data (EFD). EFD replicates the appearance and functions of paper flight strips but leaves the physical manipulation and coordination in the past. Each facility can customize strip layout to accommodate local regulations, procedures or work flows. Controllers can electronically change information on a strip, which is updated for all positions in the tower. They can mark information and notify other controllers through their computer interface rather than personally handing off a strip.

“It’s bringing control towers into the 21st century,” says Matt Baugh, an air traffic controller and TFDM national representative of the National Air Traffic Controllers Association.

Integrating Decision Support Systems EFD enables even more collaboration and situational awareness by integrating with other traffic flow management systems, Traffic Flow Management System (TFMS) and Time Based Flow Management (TBFM). TFDM will integrate with TFMS and TBFM to improve traffic flow management and decision processes throughout the NAS. Commercial flight operators have also agreed to provide additional surface operational data to the FAA. This information will mark the time the aircraft leaves the gate, the time it enters the taxiway and the time it reaches the runway, ready for takeoff. TFDM will use the data to improve efficiency. “This is massive because we’re getting information from the airlines,” Stockham says. “They didn’t share this before.”

The ability to discern the earliest time an aircraft can push back helps controllers reduce delays by sequencing departures while aircraft are still at the gate, rather than waiting until initial radio contact with the pilot, which often occurs after taxiing to the ramp. “With The Journal of Air Traffic Control

All photos and images courtesy of the author

A state-of-the-art decision support system can access and integrate information from various sources, analyze and process that data quickly and alert controllers to conditions that require a decision.

While it is easy to identify opportunities to improve processes and equipment, it is more difficult to find solutions that also enhance ground safety, increase surface efficiency, reduce fuel burn and aircraft exhaust emissions, and minimize delays.

NextGen, the FAA’s transformation of the NAS, is implementing TFDM to resolve these and other challenges brought on by the increased demand for air transportation.

11

terminal flight data management system demand predictions, enhanced departure scheduling and runway-balancing, decision-support capabilities.

TFDM will also integrate with TBFM to enable new capabilities in terminal airspace. Terminal Sequencing and Spacing is a cross-platform capability that assists air traffic controllers with merging, spacing and sequencing aircraft in terminal airspace by scheduling them to cross defined navigational points along their route at specified times. This process will decrease fuel consumption and aircraft exhaust emissions.

The integration of TFDM and TBFM also enables Integrated Departure/Arrival Capability (IDAC). This tool provides situational awareness to tower controllers so that they can select from available departure times, request a release time and plan their operation to meet these times. More efficient departure flows result, along with fewer delays.

the automation and technology we have available, there is no need to waste fuel on the taxiways,” says Michael Huffman, FAA’s TFDM program manager. Creating a virtual queue of departing aircraft minimizes the number of flights burning fuel on the taxiways, and passengers can wait in the departure lounge instead of on the plane.

New surface operations data along with integration of TFMS will enable new TFDM applications such as improved surface 12

Spring 2016

Integrating with System Wide Information Management Additionally, TFDM will publish data to the System Wide Information Management (SWIM) system. The digital data-sharing backbone of NextGen, SWIM enables NAS users to publish their data and access the information they need through a single connection. By sharing data through SWIM, controllers using TFDM will increase their common situational awareness and collaboration with other controllers and traffic managers in traffic management facilities.

While the agency expects to award the TFDM contract in spring of 2016, early implementation activities have already begun in response to the NextGen Advisory Committee priorities.

Early implementation provides early benefits by enabling other NextGen processes. These activities also support the development of requirements and specifications, policies, procedures and training for TFDM. The SWIM Surface Visualization Tool (SVT) is an early implementation system that graphically presents the surface features, aircraft positions and aircraft movements to tower controllers.

SVT is also used by TRACON controllers to access and display the same data that is being displayed to tower controllers. Through SVT, tower and TRACON controllers have a shared awareness of terminal surface activities, which promotes better coordination and a safer, more efficient airport surface.

NextGen completed deployment of the SVT at the Southern California, Northern California, Potomac, Louisville, Chicago, Houston, Boston and New York TRACONs. The FAA Air Traffic Control System Command Center and control centers in New York and Los Angeles have also acquired SVT. The SVT prototypes will eventually be replaced with TFDM. Another NextGen priority is Advanced Electronic Flight Strips (AEFS), a prototype Electronic Flight Data Display. AEFS replaces the old paper flight strips with an electronic touchscreen display. A simple swipe of a finger sends the data to another station without physically handing off the strip. This allows the controller to stay engaged with traffic at all times.

AEFS have been implemented in the Phoenix and Cleveland towers. The FAA plans to deploy AEFS to Las Vegas, San Francisco and Newark towers in 2016. Dean Abraham, a frontline FAA air traffic supervisor at Phoenix, says, “In 28 years the AEFS has by far been the biggest advancement that has allowed us to do our job.” The AEFS prototype will also be replaced with the fully implemented TFDM system.

terminal flight data management system

Airport traffic display

Creating a virtual queue of departing aircraft minimizes the number of flights burning fuel on the taxiways, and passengers can wait in the departure lounge instead of on the plane.

“The more data you can push through electronically, the fewer phone calls you have to make,” says Stockham. TRACON controllers will have a visual representation of the airport and aircraft on the surface. This will help them determine the timing of arrivals as well as runway selection. The shared view of the surface will also reduce telephone communication between towers and traffic management facilities.

By sharing more information, airlines and airports will benefit greatly from TFDM. Controllers can build virtual queues in TFDM, reducing the number of aircraft on the taxiway, congestion, fuel burned, aircraft exhaust emissions and crew time spent on the ground.

TFDM sequencing and scheduling balances runway usage, which translates to more planes arriving and departing during periods of high traffic. TFDM enables increased collaboration between the airlines and the FAA, which contributes to more predictable schedules and more up-to-the-minute information provided to travelers.

Passengers will encounter fewer missed connections due to better predictability. They will move faster from the gate to the runway and spend more of their travel time actually in the air.

Huffman says the major benefits will be reduced operating costs for the airlines and an enhanced experience for travelers. Furthermore, he says, “TFDM will add an additional level of safety.”

Safety analysis studies at early implementation sites show that use of electronic flight strips reduces noise and stress in the tower.

Controllers have more time to look out the window at what is going on. Calm controllers with more time to look at airplanes — now that is a benefit everyone can embrace.

Formal Implementation After the TFDM contract is awarded, full implementation begins.

“It’s a complicated process,” says Huffman. “It takes a lot of thought and preparation. We actually start about three years ahead for each site.”

Implementing TFDM will take time because to ensure safety, controllers must be able to operate the current system and the new system simultaneously until the new system is fully proven and commissioned. They typically will not operate both at the same time, but both must be available in case there is a problem. That increases the difficulty because of space considerations. Additionally, every site is different, so implementation managers must develop a unique strategy for each site.

There will be two TFDM configurations. The full bundle of capabilities is intended for bigger airports. A condensed bundle of capabilities is designed for smaller airports.

TFDM will eventually replace some previously independent systems such as the Departure Spacing Program, the Airport Resource Management Tool, the Surface Movement Advisor and the Electronic Flight Strip Transfer System.

The Payoff “TFDM is where air traffic is going,” says Abraham. “It will benefit airlines and the public in a big way.”

With TFDM, traffic managers will have a complete picture including sequences and timing. They can monitor and control a situation without leaving their desks. They do not have to print and distribute new strips when they order changes. They simply type in changes and the data is updated at every tower position.

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13

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CGH TECHNOLOGIES

MEMBER

600 Maryland Ave. S.W., Suite 800W Washington , DC 20024 Phone: 202-554-7774 ctroutman@cghtech.com www.cghtech.com

EVANS CONSOLES INCORPORATED

MEMBER

1577 Spring Hill Rd., Suite 450 Vienna, VA 22182 Phone: (202) 713-0838 drivers@evansonline.com www.evansonline.com

Cover image: Toria/Shutterstock.com

GENERAL DYNAMICS MISSION SYSTEMS

16

MEMBER

Spring 2016

12450 Fair Lakes Cir. Fairfax, VA 22033 Toll-free: (800) 424-0052 ATCinfo@gd-ms.com www.gdmissionsystems.com/atc

With a track record of over 50 years in the RF electronics industry, Advionics provides unique one-stop shop services based on quality, reliability and manufacturing excellence. We cover a product/project life cycle starting from development, prototyping, industrialization, procurement and production to worldwide installation and post-production.

Founded in 1995, BASE-2 provides custom software engineering services. We possess extensive experience in the development and maintenance of domestic, oceanic and international air traffic automation systems, including the TFMS core. We deliver superior engineering skills, at competitive rates, to the realms of air traffic control and management.

CGH is a 100% woman-owned small business established in 1989 to provide comprehensive information technology engineering, systems and software solutions and management consulting support. We are a CMMI Level 3 and ISO 9001:2008 certified company that has designed, developed, implemented and/or maintained more than 20+ AIM applications. Come visit us at World ATM Congress 2016 in Madrid, Booth #482.

Evans is the leading worldwide solution provider and manufacturer of award-winning Air Traffic Control (ATC) control room solutions. Evans supports our customers by providing innovative design, expert project management, leading-edge manufacturing and customer-oriented installations thus reducing risk and helping our customers achieve their goals for both new and modernization projects.

General Dynamics Mission Systems’ Air Traffic Control (ATC) radios are trusted globally to ensure communications for air traffic control centers, commercial airports, military air stations and range installations. Our radios provide system interoperability, and consistent, reliable-long term performance to ensure that planes land safely.

2016 ATM GUIDE GUNTERMANN & DRUNCK GmbH

MEMBER

Dortmunder St., 4a Wilnsdorf, Germany 57234 Phone: +49 27 39 89 01 333 sales@gdsys.de atc.gdsys.de

HARRIS 2235 Monroe St. Herndon, VA 20171 Phone: (571) 203-3287 danton.stuart@harris.com www.harris.com MEMBER

IHSE USA, LLC

MEMBER

1 Corporate Dr., Suite F Cranbury, NJ 08512 Phone: (732) 738-8780 Toll-free: (866) 721-0744 info@ihseusa.com www.ihseusa.com

IMTRADEX Daimlerstr. 23 Dreieich, Germany 63303 Phone: +49 6301 4856956 susanne.lastein@imtradex.com www.imtradex.com MEMBER

JDS MANAGEMENT SERVICES, INC.

MEMBER

#12B - 2021 New Rd. Linwood, NJ 08221 Phone: (609) 788-8652 donna@jdsinc.us www.jdsinc.us

ADVERTORIAL

For more than 30 years G&D have been creating high quality products and are especially focused on applications in ATC. Their KVM extenders and switches are deployed in various control centers around the world. Numerous ANSPs trust in G&D when it comes to freeing up space and improving both working conditions and system availability in ATC environments.

Harris continues its commitment to work collaboratively with the FAA to make NextGen programs a reality and to enhance the safety, security and economic vitality of our nations National Airspace System (NAS).

Harris designs, develops, and integrates communications systems and information services that support ATC operations and administrative functions critical to the NAS.

IHSE is a leading provider of KVM (keyboard, video, and mouse) products supporting long distance signal extenders and switching for DVI, HDMI, DisplayPort, SDI, USB, audio, and RS-232. For more than 30 years, IHSE has been developing new ways of supporting next generation products for KVM and signal extenders. IHSE technology is deployed worldwide by public and private organizations such as broadcasting, government and military, medical, air traffic control, financial, and oil & petroleum industries.

Founded in 1996, Imtradex has become one of the leading manufacturers of headsets in Europe today. Imtradex develops, produces and distributes hear and talk solutions for both common use and special security requirements. Our performance and company concept is characterized by innovative production technologies, highest quality standards, reliability and flexibility to respond to specific requirements.

JDS Management Services, Inc. is a woman and minority owned small business. JDS provides engineering and technical support to the William J. Hughes Federal Aviation Administration Technical Center in southern Jersey, as well as Safety Management & Air Traffic Control analysis. JDS is also experienced in operating and maintaining large computer systems.

The Journal of Air Traffic Control

17

ADVERTORIAL

2016 ATM GUIDE JMA SOLUTIONS

MEMBER

600 Maryland Ave. SW, Suite 400E Washington, D.C. 20024 Phone: (202) 465-8205 marketing@jma-solutions.com www.jma-solutions.com

LMI 7940 Jones Branch Dr. Tysons, VA 22102 Phone: (703) 917-7167 vstouffer@lmi.org www.lmi.org MEMBER

NAVCANatm

MEMBER

280 Hunt Club Rd. Ottawa, ON K1V 1C1 Phone: (613) 563-5588 Toll-free: (800) 876-4693 info@navcanatm.ca www.navcanatm.ca

NORTHROP GRUMMAN

MEMBER

7575 Colshire Dr. McLean, VA 22102 Phone: (410) 302-6999 michael.ball@ngc.com www.northropgrumman.com

OAG connecting the world of travel MEMBER

18

Spring 2016

1 Capability Green Luton, Bedfordshire LU1 3LU United Kingdom Phone: +44 (0)1582 695050 contactus@oag.com www.oag.com

JMA Solutions is an award-winning, 8(a) Certified, Service-Disabled Veteran-Owned and Woman-Owned small business. We provide knowledgeable personnel who deliver outstanding contract support to our government clients. We deliver highquality results for Engineering, Program Management, Air Traffic Management and Financial Management services.

LMI is a mission-oriented consulting firm dedicated to improving the management of government. With over 20 years of experience in analyzing the benefits, costs, and risks of aviation operations and investments through modeling, simulation, and industry outreach, our results and recommendations provide practical solutions to complex problems.

NAVCANatm delivers integrated air traffic management solutions designed to support a full range of services in a collaborative environment. Scalable and customizable, our automated ATM products provide immediate and reliable access to airport, tower, terminal and enroute information. Used on 1200 active workstations at 100 sites worldwide, our next generation technology is improving the safety and efficiency of operations across the globe.

For 75 years, we have been pioneers in developing the world’s most advanced aircraft systems. From a legacy in international air space command and control systems to integration and migration of past systems, with an eye toward meeting evolving mission needs, we provide high impact, best value aerospace products, systems and services.

The world leader in aviation intelligence, OAG is relied upon globally for essential information and insight. Only OAG has the capability to deliver accurate, comprehensive and up-to-the-minute aviation data, and the expertise to convert this information into market-leading intelligence and innovative travel solutions.

CONFERENCES

SCHOLARSHIPS

PROFESSIONAL DEVELOPMENT

PWC 38TH ANNUAL NATIONAL TRAINING CONFERENCE APRIL 25-28, 2016 PHOENIX, AZ

CAREER OPPORTUNITIES

ENGAGE, EVOLVE, EXCEL. Professional Women Controllers, Inc. (PWC) is a resource that provides support, training, encouragement, and camaraderie for all air traffic professionals. PWC advocates balancing work and family life, recruiting and retaining excellent employees, developing people, enjoying work, and maintaining a positive sense of community.

For more information, visit www.pwcinc.org

ADVERTORIAL

2016 ATM GUIDE ORACLE CORPORATION 500 Oracle Pkwy .

Redwood City, CA 94065 Toll-free: (800) 633-0738 www.oracle.com

PLASTIC-VIEW ATC 4585 Runway St., Ste B Simi Valley, CA 93063-3479 Toll-free: (800) 468-6301 info@pvatc.com www.pvatc.com MEMBER

ROHDE & SCHWARZ Muehldorfstr. 15 Munich, Germany 81671 Phone: +49-(0)89-4129-0 Div2.Marcom@rohde-schwarz.com atc.rohde-schwarz.com

SEARIDGE TECHNOLOGIES

MEMBER

19 Camelot Drive Ottawa, ON K2G 5W6 Phone: (613) 686-3988 Toll-free: (866) 799-1555 info@searidgetech.com www.searidgetech.com

SELEX ES, INC.

MEMBER

20

Spring 2016

11300 W. 89th St. Overland Park, KS 66214 Phone: (913) 495-2600 Toll-free: (800) 765-0861 info@selex-es.us www.selex-es.us

Oracle is a leading provider of secure IT hardware, software, and cloud solutions for Air Traffic Control organizations worldwide. Oracle’s portfolio includes M7 and T7 systems, which provide the only silicon-secured memory technology in the industry. Oracle alone offers a fully integrated platform comprised of servers and storage; operating systems; and database, middleware and application software.

Plastic-View is the world’s leading manufacturer of ATCT shades since 1947.

Our shades have been installed in 98% of all U.S. civil and military ATCTs, as well as in over 90 nations worldwide. Virtually every ATCT shade specification ever published has explicitly called for PlasticView because of our proven track record of safety, service, quality, and innovation.

For more than 80 years, Rohde & Schwarz has stood for quality, precision and innovation in all fields of wireless communications. Rohde & Schwarz provides complete, IP-based ATC system solutions, from the microphone to the antenna, from a single source. More than 200 airports around the world use the company’s innovative radio systems and fully integrated voice communications solutions.

Searidge is a leading technology innovator providing Remote Tower and Surface Optimization services and solutions to airports and ANSPs worldwide. Using our video-based technology, we give operators “eyes” where they previously could not see. We help them monitor, manage and control traffic on the airport surface to improve safety and efficiency.

Selex ES, Inc. is a leading supplier of ground-based navigation, precision landing (ILS, CVOR/DVOR and DME) and surveillance systems to military and civil aviation customers globally. We design and manufacture next generation surveillance radars and systems such as Multilateration (MLAT) and Automatic Dependent Surveillance - Broadcast (ADS-B).