Operations in the New York Center CTA/FIR

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Operations in the New York Center CTA/FIR

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.

Europe to North America (EUR-NAM). Random tracks are used which can become more complex due to the random nature of the crossing tracks.

Europe to the Caribbean (EUR-CAR).

A series of flexible tracks which are aligned to upper winds.

New York Center-1940

New York Center-2005

Limitations of Legacy System- Controller Perspective

Lack of Integrated Tools and Flight Data:

CommunicationsNavigationSurveillance

The Bottom Line

Time-intensive process to access and calculate information for decision making.

Integration

and

decisions performed here

Manual Paper Strip Maintenance

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 2005Ocean21 is a COTS product customized by Lockheed-Martin for the FAA.

Ocean21 Functionality Today

Ocean21 Provides:

Complete 4D Profile Protection in Oceanic Airspace

Automated Conflict Detection for All Oceanic Separation Standards

Monitoring and Control by ExceptionSeparation Criteria Based on Individual Aircraft Performance and EquipageFull Integration of RADAR and non-RADAR TrafficDual Channel Architecture with full redundancy on all processorsFully ICAO 2012 complaint system. Supports all ICAO flight plan messages such as FPL, CHG, DEP, CNL, ARR.

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 EnvironmentAutomatic Weather DisseminationAir Traffic Services Inter-facility Data Communications 2.0 (AIDC)RADAR Data ProcessingElimination of voice communication between RADAR and non-RADAR Ocean21 Sectors

Conflict Probe

Ocean21 Detects All Conflicts - Controller Resolves Conflicts Aircraft/Aircraft and Aircraft/AirspaceProbe Runs Automatically on All Trajectory UpdatesApplies Appropriate Separation StandardSystem Enforces Pre-Delivery Probe for All Clearances

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

Straight Climb With Long Term Conflict

Not often issued

Straight Climb With Long Term Conflict

Straight Climb With Long Term Conflict

Conflict would exist until AFR488 reported level

At Time By Time Climb

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.

At Time By Time Climb

At Time By Time Climb

San Juan Re-alignment

In 2009, New York Center assumed the non-RADAR 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.

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.

Route Optimization

We can display route and ETA’s

Route Optimization

Route Optimization- UL76

10 mins (~80 Miles)

Ocean21 has Enabled Improved Airspace Efficiency and Capacity via Reduced Separation Standards

200 Miles

50 Miles

Longitudinal Separation

Lateral Separation

30 Miles

30 Miles

30 Miles

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

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

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.

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.

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.

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.

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

FANS-1/A Data Link Support

AFNLogon automatically accepted When FPL with REG is availableAutomatic transfer of datalink to next facilityADS-CAutomatic Contract Initiation for Equipped Aircraft Periodic (20 min), Event (5nm) and WaypointOn- Demand available on each aircraftContract Parameters Can be Modified by Controller at any timeCPDLCNearly Instantaneous. Messages received on both ends within secondsClearances can be auto loaded into FMC Highly Integrated With Other Sector OperationsFull message set is supportedClearances Always Composed Same WayAutomation Determines Appropriate Routing (HF or Datalink)Downlinks Routed to Correct SectorIndicators on ASD and Strips

Datalink

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.  

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.

KZWY Data-link Service Area Exit Procedures to non-Data-Link Facility

Aircraft

exiting the KZWY

Data-link

service area to adjacent NON-CPDLC 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.

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.

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).

HF Communications Requirement for Data-Link Aircraft

Prior

to entering the KZWY Oceanic area, contact New York Radio (ARINC) on HF or VHF and

;

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.

More Information

http://www.faa.gov/air_traffic/publications/notices/

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.

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.

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.

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/oceanic_wx_deviation_proc_land.pdf

Oceanic Clearances

Eastbound-

Issued by New York Center one of three ways:

Via VHF prior to entering the NAT.

When issued via HF, route will stop at second landfall

fix.

Via HF prior to entering the NAT. When issued via HF, route will stop at second landfall fix.

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.

Questions????

Vincent Gerry

631-468-1165