Operations in the New York Center CTA/FIR

Report
Federal Aviation
Administration
Operations in the
New York Center
CTA/FIR
Presented to: Teterboro User Group
By: Vincent Gerry
Date: 18 January 2012
Atlantic Operations
4 distinct traffic flows affect US Atlantic oceanic
operations, controlled from New York Center:
NAT Organized Track
System (OTS). A
series of highly
organized tracks
generated twice daily in
the light of wind
information. The
density of traffic on
these tracks is such
that few crossing
opportunities exist.
Western Atlantic
Route System
(WATRS). A fixed
set of tracks of high
complexity which
experiences peaks
of high traffic
density.
New York Oceanic FIR Operations
18 January 2012
Europe to the
Caribbean (EURCAR). A series of
flexible tracks which
are aligned to upper
winds.
Federal Aviation
Administration
Europe to
North America
(EUR-NAM).
Random tracks
are used which
can become
more complex
due to the
random nature
of the crossing
tracks.
2
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New York Center-1940
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New York Center-2005
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Limitations of Legacy System- Controller
Perspective Integration and
Lack of Integrated Tools
and Flight Data:
decisions
performed here
• Communications
• Navigation
• Surveillance
The Bottom Line
Time-intensive process
to access and calculate
information for decision
making.
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Manual Paper Strip
Maintenance
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Administration
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Technology Enables Change: The FAA
Ocean21 System
•
The FAA’s Ocean21 system
is the most advanced
CNS/ATM systems in
the world.
•
Fully operational
in New York, Oakland and
Anchorage oceanic airspace.
Operational at New York Since
June 2005
•
Ocean21 is a COTS product customized by
Lockheed-Martin for the FAA.
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Ocean21 Functionality Today
Ocean21 Provides:
• Complete 4D Profile Protection in Oceanic
Airspace
• Automated Conflict Detection for All Oceanic
Separation Standards
• Monitoring and Control by Exception
• Separation Criteria Based on Individual
Aircraft Performance and Equipage
• Full Integration of RADAR and non-RADAR
Traffic
• Dual Channel Architecture with full
redundancy on all processors
• Fully ICAO 2012 complaint system.
Supports all ICAO flight plan messages such
as FPL, CHG, DEP, CNL, ARR.
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Ocean21 Functionality Today
Ocean21 Provides:
• Dynamic Airspace Allocation
• Satellite based Controller Pilot Data Link
Communication (CPDLC)
• Satellite based Automatic Dependent
Surveillance – Contract (ADS-C)
• Automatic Dependent Surveillance-Broadcast
(ADS-B)
• Paperless Environment
• Automatic Weather Dissemination
• Air Traffic Services Inter-facility Data
Communications 2.0 (AIDC)
• RADAR Data Processing
• Elimination of voice communication between
RADAR and non-RADAR Ocean21 Sectors
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Conflict Probe
•
•
•
•
•
Ocean21 Detects All Conflicts Controller Resolves Conflicts
Aircraft/Aircraft and
Aircraft/Airspace
Probe Runs Automatically on All
Trajectory Updates
Applies Appropriate Separation
Standard
System Enforces Pre-Delivery
Probe for All Clearances
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Conflict Resolution
• Conflict Probe is 4-dimensional and calculated
down to the second.
• As a result, almost all clearances are time
based.
• Probed and accepted clearances are protected
against other aircraft and airspace
• This provides us the capability to issue future
altitude and route changes and “reserve” those
altitudes and routes
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Straight Climb With Long Term
Conflict
Not often issued
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Administration
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Straight Climb With Long Term
Conflict
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Administration
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Straight Climb With Long Term
Conflict
Conflict would exist until
AFR488 reported level
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Administration
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At Time By Time Climb
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At Time By Time Climb
• By using time restrictions, we can provide climb
clearances and reserve altitudes or routes that
may otherwise become unavailable at a later
time.
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Administration
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At Time By Time Climb
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Administration
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At Time By Time Climb
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Administration
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San Juan Re-alignment
• In 2009, New York Center assumed the nonRADAR airspace of San Juan Center.
• Benefits:
– Use of Ocean21 Conflict Probe for all non-RADAR
airspace.
– Greater use of ADS-C and CPDLC
– New York can now provide descends into TNCM
and TAPA.
• San Juan has RADAR coverage overlap into
New York non-RADAR airspace.
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Administration
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Administration
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Route Optimization
• Done on a daily basis for CPDLC and ADS-C
connected aircraft.
• Aircraft makes request and we try to fulfill it based on
adjacent facility coordination agreements.
• UL80 CLEARED [route] and UL76 At [time] PROCEED
DIRECT TO [fix] are the two MOPS elements used for
reroutes.
• Due to the fact that we are the only ATSP using
Periodic Waypoint Reporting, we can issue directs to
fixes a long way downstream without the need for any
intermittent waypoints.
New York Oceanic FIR Operations
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Administration
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Route
Optimization
We can display
route and ETA’s
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Administration
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Route Optimization
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Administration
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Route
OptimizationUL76
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Administration
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Ocean21 has Enabled Improved Airspace
Efficiency and Capacity via Reduced Separation
Standards
Lateral Separation
200
Miles
50
Miles
Longitudinal Separation
10 mins (~80 Miles)
30 Miles
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18 January 2012
30 Miles
30 Miles
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Administration
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Initiatives
• WATRS Plus Route Structure Redesign and CTA/FIR
Lateral Separation Reduction to 50 NM- DONE
• 30 NM Lateral/30 NM Longitudinal Separation (30/30)4Q 2012
• Oceanic Tailored Arrivals- On Going
• Oceanic Trajectory Management 4-D /Dynamic Route
Optimization- On Going
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The Bottom Line
• Best Equipped-Best Served
– RNP4/10 and FANS-1/A aircraft receive better routes, altitudes,
WX deviations, etc
• Greater Flexibility
– More planes are able fly their preferred routes
• Greater Capacity
– Automation handles all of the tasks that once had to be
manually done.
– Allows controller to handle more aircraft with less effort
• Response times to aircraft requested have dropped
dramatically. Average response time in now 2.7
minutes for HF aircraft and less then two minutes for
CPDLC aircraft
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ICAO Flight Plan AFTN Addressing For Operations in the
entire New York Oceanic CTA/FIR (including WATRS).
• The standard lateral separation between RNP4/RNP10 aircraft in
the New York FIR is 50 nm.
• All flights entering the New York Oceanic CTA/FIR shall address
flight plans to KZWYZOZX.
• CHG messages should be filed to update the FPL.
• All flights entering the New York Oceanic CTA/FIR and a U.S.
ARTCC (except Boston) and/or Bermuda airspace shall address
flight plans to both KZWYZOZX and the appropriate U.S. ARTCC.
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Flight Planning Requirements
• 50 NM lateral separation is applied in the entire New York Oceanic
CTA/FIR with aircraft authorized RNP10 or RNP4, regardless of
altitude.
• If operating in WATRS only, you must file your RNP4 or RNP10
capability in Item 18
• If operating in the NAT, you must file both your MNPS and
RNP4/RNP10 capability.
•
If operators do not address flight plans to KZWYZOZX and
with the proper information, 50 NM lateral separation cannot
be applied. This will affect your ability to get certain altitudes
or routes.
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Administration
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Flight Planning Requirements
•
To inform ATC that they have obtained RNP4 or RNP10 authorization and
are eligible for 50 NM lateral separation, operators shall:
–
–
•
•
(1) annotate ICAO Flight Plan Item 10 (Equipment) with the letters “R” and “Z” and…
(2) annotate Item 18 (Other Information) with, as appropriate, “NAV/RNP10” or
“NAV/RNP4” (no space between letters and numbers).
It is recommended that operators show their RNAV capability for domestic
U.S. and capabilities for oceanic operations (RNP4 or RNP10) by filing:
“NAV/”, then the domestic US alphanumeric sequence, then a mandatory
space and then “RNP10” or “RNP4”, as appropriate. The following is an
example: “NAV/RNVD1E2A1 RNP10”
Operators that have not obtained RNP 10 or RNP 4 authorization
shall not annotate ICAO flight plan Item 18 (Other information) with
“NAV/RNP10” or “NAV/RNP4”, but shall follow the practices detailed
in paragraph 4 of this notice.
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Flight Planning Requirements
• Provisions for Accommodation of NonRNP10 Aircraft (Aircraft Not
Authorized RNP 10 or RNP 4).
• Operators of non-RNP4 or non-RNP10 aircraft shall annotate
ICAO flight plan Item 18 as follows:
– “STS/NONRNP10” (no space between letters and numbers).
• b. Operators of non-RNP4 or non-RNP10 aircraft shall not
annotate ICAO flight plan Item 18 (Other Information) with
“NAV/RNP10” or “NAV/RNP4”,if they have not obtained RNP 10 or
RNP 4 authorization.
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Data Link Services
• New York Center provides both ADS-C and
CPDLC services in the Oceanic FIR.
• The New York Oceanic FIR log-on address is
KZWY
• 25% Equipage rate in WATRS
• 50% Equipage rate in the NAT
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FANS-1/A Data Link Support
•
•
AFN
– Logon automatically accepted
When FPL with REG is available
– Automatic transfer of datalink to next facility
ADS-C
– Automatic Contract Initiation for Equipped Aircraft
Datalink
• Periodic (20 min), Event (5nm) and Waypoint
• On- Demand available on each aircraft
•
• Contract Parameters Can be Modified by Controller at any time
CPDLC
– Nearly Instantaneous. Messages received on both ends within seconds
– Clearances can be auto loaded into FMC
– Highly Integrated With Other Sector Operations
– Full message set is supported
• Clearances Always Composed Same Way
• Automation Determines Appropriate Routing (HF or Datalink)
– Downlinks Routed to Correct Sector
– Indicators on ASD and Strips
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LOGON Procedures for Aircraft entering the KZWY Data-link service
area from NON-Data-link airspace.
•
Log on to KZWY at least 15 minutes but not more than 45 minutes prior to
entering the KZWY Data-link service area.
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LOGON Procedures for Aircraft Entering the KZWY Data-link Service
Area From Adjacent Data-link Airspace.
•
•
•
ADS-C and CPDLC services will transfer automatically from Santa Maria
or Gander Oceanic to New York.
Pilots should check the ACTIVE Center as they cross the FIR boundary
inbound to New York to ensure that the KZWY is the ACTIVE Center.
If the active center is not correct within 5 minutes after the boundary is
crossed, pilots shall ensure all open uplinks from the previous ATC unit
have been responded to, then terminate the CPDLC connection and log
on to KZWY.
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KZWY Data-link Service Area Exit
Procedures to non-Data-Link Facility
• Aircraft exiting the KZWY Data-link service area to adjacent NONCPDLC airspace (Piarco, San Juan, New York Center Domestic,
Miami, Jacksonville, Bermuda Radar, Moncton, and Gander
Domestic):
• Aircraft approaching the airspaces above can expect the CPDLC
“CONTACT” message containing the frequency for the next facility
for VHF assignments only. HF frequency assignments will be
managed by ARINC. CPDLC will be terminated approximately 5
minutes prior to the boundary crossing point.
• ADS-C Connection will be automatically terminated by Ocean21.
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KZWY Data-link Service Area Exit
Procedures to Adjacent Data-Link
Facility
• ADS-C and CPDLC services will transfer automatically from New
York to Santa Maria or Gander.
• Pilots should check the ACTIVE Center as they cross the FIR
boundary outbound and ensure that the FIR they are entering is
the ACTIVE Center.
• Pilots should check the ACTIVE Center as they cross the FIR
boundary to ensure that the FIR they are entering is the ACTIVE
Center.
• If the active center is not correct within 5 minutes after the
boundary is crossed, pilots shall ensure all open uplinks from the
previous ATC unit have been responded to, then terminate the
CPDLC connection and log on to the correct address.
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Position Reporting- Data-Link
• After entering the New York Oceanic FIR (KZWY), normal
waypoint position reports will be received via ADS.
• Due to the types of ADS contracts that are established, time
revisions need not be passed via CPDLC or HF.
• Operators should not use CPDLC for position reports unless ADS
is not available.
• Use CPDLC for clearance requests, or for communication not
associated with waypoint position reports.
• ZWY cannot accept CPDLC position reports containing latitude
and longitude (Lat/Long) in ARINC 424 format (e.g. 4050N).
CPDLC position reports containing Lat/Long waypoints within the
KZWY Data-link service area will be accepted in whole latitude
and longitude format only (e.g. 40N050W).
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HF Communications Requirement for Data-Link
Aircraft
• Prior to entering the KZWY Oceanic area, contact New York Radio
(ARINC) on HF or VHF and;
1.If the flight will exit ZNY oceanic airspace into oceanic airspace:
– identify the flight as A-D-S equipped
– state the name of the next OCA/FIR to be entered
– request a SELCAL check
• Expect to receive primary and secondary HF frequency
assignments from New York Radio for the route of flight within the
Data-link service area. Pilots must maintain HF communications
capability with New York Radio at all times within the entire New
York Oceanic FIR. It should be noted that ARINC may require
flights to contact them at 60 West for HF frequency updates.
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More Information
http://www.faa.gov/air_traffic/publications/notices/
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Position Reporting- HF
• Position Reports should be forwarded through
HF for all charted compulsory reporting points.
• Position Reports should be forwarded through
HF for all non-charted compulsory reporting
points filed in the flight plan.
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Preferential Routings
• Moncton
– M201 all the way to CARAC
– M202 all the way to LOMPI
• U.S. Domestic- All aircraft exiting the New York
Oceanic FIR into San Juan, Miami,
Jacksonville, or New York Domestic shall file a
route that exits over a five letter boundary fix.
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Requests in the vicinity of the FIR
Boundary
• Due to the nature of manual coordination,
requests should be kept to a minimum when
within 30 minutes of the FIR boundary.
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Weather Deviations
• Deviation Requests as a result of weather is one of our
top priorities.
• Response times are very low.
• Every attempt should be made to request a clearance
to deviate.
• In the event that a clearance cannot be granted, the
procedures in ICAO 4444, Chapter 15 should be
followed.
• Procedures document on:
http://www.faa.gov/pilots/intl/oceanic_ops/media/ocea
nic_wx_deviation_proc_land.pdf
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Oceanic Clearances
• Eastbound- Issued by New York Center one of three ways:
1. Via VHF prior to entering the NAT. When issued via HF, route
will stop at second landfall fix.
2. Via HF prior to entering the NAT. When issued via HF, route
will stop at second landfall fix.
3. Via CPDLC prior to entering the NAT. When issued via
CPDLC, route will be all the way to destination.
• Westbound- Issued by Gander, Shanwick, or Santa Maria. Route
is only to a point in the New York FIR, followed by the term “flight
planned route” or “then as filed”.
• The intent is that the route clearance shall merge with what was
filed so no further clearance is needed.
• FAA is working to expand on this procedure and eliminate the
route portion of the Oceanic Clearance.
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Questions????
Vincent Gerry
631-468-1165
New York Oceanic FIR Operations
18 January 2012
Federal Aviation
Administration
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