ATCA Journal | Q3 2015 preview

Fall 2015 | VOLUME 57, NO. 3

Sid Koslow

Winner of the 2015 Glen A. Gilbert Memorial Award Plus

• Big Data Flows Through NextGen • Change is Tantalizingly Close for the FAA • Coping with Adverse Winter Weather

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Fall 2015 | Vol. 57, No. 3

Contents

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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 Published by:

Articles 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 Graphic Designer, Gayl Punzalan ADVERTISING Book Leader, Quinn Bogusky | 888-953-2198 Louise Peterson | 866-953-2183 Colleen McDonald | 888-953-2194 DISTRIBUTION Jennifer Holmes | 866-953-2189

© 2015 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.

20 Big Data Flows through NextGen Moving Aviation into the Digital Age

By Pam Whitley and Dave Hughes, FAA

26 Change is Tantalizingly Close for the FAA It’s Time to Grab it

By Martin Rolfe, NATS

29 A Fine Kettle of Fish

Accommodating UAVs Safely

By Frank Frisbie, Double F Consulting

32 One Year Later

An Update on the Recovery of the Chicago Center Fire on September 26, 2014

By Doug Church, NATCA

36 Coping with Adverse Winter Weather

Emerging Capabilities of Airport and Airline Operations

By Matthias Steiner, Amanda Anderson, Scott Landolt, Seth Linden, and Benjamin Schwedler, NCAR

46 Civil Aviation Authority Lessons Learned from ANSP Separation

By Daniel Brown, Thomas Berry, and Stephen Welman, The MITRE Corporation

52 ATCA’s Interview with Jim Eck

The Program Management Office’s Vice President Discusses the FAA’s Acquisition Management System

By Jim Eck, Program Management Organization, FAA

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.

56 Systems Thinking and the Science of Complexity

Printed in Canada. Please recycle where facilities exist.

62 Meeting Military ATM Objectives by Leveraging Civil ATM Advances

Cover image courtesy of NAV CANADA

By Liviu Nedelescu, Indigo Arc, and Bob Hoffman, Metron Aviation

By Ron Peck and Arlan Sheets, Thales

Departments 5

From the President

11

From the Editor’s Desk

13 70

Member Benefits & Application Directory of Member Organizations

The Journal of Air Traffic Control

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FROM THE PRESIDENT

By Peter F. Dumont, President & CEO, ATCA

The Ever-Changing Landscape of the UAS Challenge

U

AS, UAV, UV, RPAS, Drone.

Many years ago I wrote on this page that the integration of UAS into the NAS was going to be difficult but that I had a high degree of confidence it could be done, as the FAA has managed to integrate a wide variety of platforms into the NAS for well over 50 years.

It is many years later and we still don’t even agree on what to call them.

The problem has changed and so has my opinion. At first we thought it would be large remotely piloted vehicles that would operate in controlled airspace alongside traditionally piloted aircraft. The challenge now is the low and slow model: thousands – or hundreds of thousands – of small UAS operating largely in uncontrolled airspace at lower altitudes.

I have stated many times in public that this will be the most difficult integration of a platform into the NAS that has ever occurred. It is getting harder, not easier.

The types of people interested in UAS integration are diverse. Typically, stakeholders for aviation challenges include pilots, controllers, commercial and general aviation users, safety experts, and procedures

and policy experts. But for the UAS integration challenge, we have our traditional experts alongside techies, lawyers, entrepreneurs, Internet giants, and investors. While each group has an expertise, the overlap of knowledge between the groups can be shockingly minimal. I have watched this lack of common knowledge result in everything from basic misunderstandings to public name calling, red-faced arguments. The fact that the UAS industry is growing so rapidly and yet is not easily accommodated into the air traffic system is part of the problem. DJI, just one of many manufacturers of non-commercial UASs aimed at the hobbyist, is selling 20,000 units a month. There are more than one million small drones in this country alone.

The UASs – or drones – are not just coming; they are here. Three times this summer, important firefighting efforts were hampered near the San Bernardino Mountains when drones were spotted. The aircraft that were both fighting and monitoring the blaze were grounded. The phrase used by California officials was “if you fly, we can’t.” That language is as clear as the

FAA stating, “DC is a No Drone Zone,” and yet, a drone was flown near the White House fence the day after the FAA launched its education campaign.

The above example involves an uneducated hobbyist who buys a drone online and goes out and flies without any understanding of the airspace structure, rules and regulations, or the impact it might have on others.

Then we have the operator who wants to use drones for commercial purposes. A few examples are real estate agents, construction sites, cell tower inspectors, bridge inspectors, news, film industry, railway, maritime, sports, search and rescue, and package delivery. This is just a small sample of the many reasons that businesses want to get airborne and they want to do it now. You then have to consider all of those peripheral businesses that produce things such as sensors, avionics, c2, and more, which will benefit by integration.

The additional challenge is that operating a drone for commercial purposes is illegal. You must apply to the FAA for a 333 exemption. To date, the FAA has granted more than 1,000 exemptions and averages 30

Newnow/Shutterstock.com

Continued on page 8

The Journal of Air Traffic Control

5

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FROM THE PRESIDENT or 40 per day – a number previously unheard dle the current and expected volume of drone operations. ATCA has recently worked with of in aviation.

There is a Notice of Proposed NASA, Google, and Amazon to understand Rulemaking (NPRM) for UASs under 55 what they envision as a solution possibly pounds on the street. The FAA has stated managed by a third party.

What is clear to me is that we must that they are “leaning hard forward” to move take a measured path forward. We must this integration forward.

The rate at which platforms and tech- implement the solution incrementally and nology outpaces our ability to regulate is with safety in mind. The other issue we staggering. Take the 333 exemptions. By its have to keep in mind is that maybe the UAS nature, issuing an exemption is something challenge can’t be solved by depending on that rarely happens – otherwise it’s not an our typical aviation experts alone. As I said exemption but instead a standard operating above, what we thought would be the UAS procedure. Perhaps the fact that the FAA has industry has already changed. A few years already approved more than 1,000 exemp- ago, I thought the UAS industry would be tions is indicative of the future management large aircraft piloted remotely, f lying in controlled airspace. But now, integrating of UASs. Volume and demand are not the only small UASs into low altitude is the pressing issues here. Our NAS structure was not challenge. Regardless of how we solve this designed for remotely piloted vehicles. It is issue, we need to gather all the experts – avinot structured for this type of operation and ation experts and technical UAS entrepreneurs – to solve our UAS integration issues. neither is our air traffic control system.

The current path the FAA is on for Integrating UASs into the air traffic system UAS integration reflects a long history of may take a completely new approach that we careful consideration. But the pressure of the can only develop by understanding the posUAS industry is such that the integration sibilities and limits of the current system and is moving forward outside of the FAA as a future solution.

Even if we are “leaning hard forward” NASA and various commercial entities try to integration we will not design a traffic management system han- on the UAS RVA_WO1_2014 half page ad_v3to[OUTLINES].pdf 1 7/9/14 11:37 effort, AM

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Fall 2015

quickly solve the safe integration of UASs. Integration solutions for UASs will be discussed for years, and will of course, be a topic at our 60th ATCA Annual & CMAC in November.

As you can see from our cover, we are honoring Sid Koslow at this year’s Glen A. Gilbert Memorial Award Dinner. Sid has been a longtime contributor to the modernization of the air traffic system as a former MITRE executive, and in his current role as vice president and CTO for NAV CANADA. I am very pleased that the ATCA Board of Directors chose Sid for this award, and I hope you will join me in honoring him during our fall conference. I also want to thank Jim Eck, vice president for the FAA’s Program Management Office, for agreeing to be interviewed in this issue.

All ATCA members are interested in better understanding FAA’s acquisition management system, and we are pleased we could bring some interesting insight from the man who runs the program.

Peter F. Dumont, President & CEO Air Traffic Control Association

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FROM THE EDITOR’S DESK

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

Fall 2015 | Vol. 57, No3

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 hasgrowntorepresentseveralthousandindividuals 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, Director, Communications Ken Carlisle, 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

The Next Frontier

S

pace manufacturers, spaceports, and space operators are creating an industry that will be booming very soon. And space flights provided by private industry are now a reality in supporting the federal government. Space is known as the next frontier; so, are you ready for near-space, sub-orbital, and orbital flights?

For those able to afford such a flight, the experience of weightlessness, the spectacular view of earth, and the “up close” experience of the celestial bodies is not far off.

For the FAA, these flights are introducing new challenges, as any unforeseen development of their magnitude might. In addition to setting aside airspace usages for launch and re-entry missions, there will be automation changes and requirements to incorporate high-speed re-entry (Mach 4) trajectory information. This will allow for spacecraft vehicle positioning updates on NAS displays. Changes in air-to-ground communications or data communications will be especially interesting. It also means integrated technical and operational capabilities with other countries allowing for collaboration and control of supersonic

sub-orbital flights.

So, make room, Unmanned Aerial Vehicles, you are not the only challenge the FAA faces. What was once speculation and imagination around space flight is now slowly coming a bit more into focus.

Implications, challenges, and capabilities are in sight and need to be addressed very soon.

Speaking of UAVs, in this Journal we have a very interesting paper on general aviation and the incursion of airspace by small UAVs. Labeled a “Fine Kettle of Fish” and written by Frank Frisbie and James Cistone, I am certain you will find it very thought provoking.

Remember that The Journal of Air Traffic Control is always looking for article submissions and reader feedback on preferred topic coverage for upcoming issues.

Author suggestions are also welcome – you don’t have to be a writer to contribute. Email me at scarver@avmgt.com with ideas and submissions.

Steve Carver, Editor-in-Chief

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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

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., 2015 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.

The Journal of Air Traffic Control

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The Names & Faces of Air Traffic Gather at The Names & Faces of Air Traffic Gather at

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ATCA Members are part of the global air traffic dialogue. Your access to ATCA committees, publications, and meetings will increase your awareness of the current aviation landscape ATCA Members areATC part of the global airAirtraffic and current work towards improving safety, Trafficdialogue.

Control Association access toand ATCA committees, publications, and meetings will increase your awareness efficiency, capacity.

ATCA Members are part of the global air traffic dialogue.

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Your ofYour the access currenttoaviation landscape and current work improving ATC safety, efficiency, ATCA committees, publications, andtowards meetings will increase your awareness and capacity. of the current aviation landscape and current work towards improving ATC safety, efficiency,

What you get and as capacity. an ATCA Member?

What you get as an ATCA Member What you get as an ATCA Member

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Meet at networking eventsICAO, throughout Administration, CANSO, the year. throughout thewith year.other industry professionalsAviation Valuable Content.

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Sid Koslow

NAMED WINNER OF 2015 GLEN A. GILBERT MEMORIAL AWARD

T

he Air Traffic Control Association will present one of aviation’s premier awards – the Glen A. Gilbert Memorial Award – to 2015 winner Sidney (Sid) Koslow, vice president and chief technology officer of NAV CANADA, Canada’s Air Navigation Service Provider. Koslow will be honored by ATCA and the industry on November 4, 2015, at the Glen A. Gilbert Memorial Banquet – a capstone to the historic 60th ATCA Annual.

“Sid Koslow truly embodies the spirit of the Gilbert award,” said Neil Planzer, ATCA’s chair of the Board of Directors. “He has been an agent of progress through multiple roles and organizations,

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and has made a lasting impact on a global level through innovation and professionalism. ATCA is proud to include Sid in its history books as an extremely deserving recipient of this award.”

Koslow successfully led NAV CANADA into uncharted territory in his 18 years there, establishing a new model for the design, development, and deployment of air traffic management systems, a breakthrough which has spearheaded the modernization of the Canadian air navigation system. Prior to his role at NAV CANADA, Koslow spent 30-plus years at The MITRE Corporation, where he held roles of increasing responsibility, culminating in the position of technical director of MITRE’s System Development Division.

Nik Merkulov/Shutterstock.com

NAV CANADA VP and CTO to Receive Air Traffic Honor in November