faa anchorage artcc

Presented to: Cross Polar Working Group/16

By: Steve Kessler, Traffic Management Officer, Anchorage ARTCC

Date: December 3 – 6, 2013

Federal AviationAdministrationFAA Anchorage ARTCC

Federal AviationAdministration

ZAN Overview

December 3-6, 2013

• Anchorage Arctic FIR NOTAMs• ZAN ATOP “60’s” Transition• ZAN Sector “64”• Space Launch Activities• UAS Operations• Large Scale Military Exercises• ZAN Traffic Count

CPWG/16 – FAA, Anchorage ARTCC


December 3-6, 2013 CPWG/16 – FAA, Anchorage ARTCC

Anchorage Arctic FIR NOTAMs



• “QPFCA REFERENCE THE ANCHORAGE ARCTIC CTA/FIR”

• New NOTAM (A0158) written to simplify / reduce FIR NOTAMs– (1 instead of 10)

• A0158 now includes restatement of communication requirements– Requirements are not new– Included in NOTAM due to numerous

missing position reports• both CYEG to PAZA• and UHMM/ULMM to PAZA




TRANSIT OF THE ANCHORAGE ARCTIC CTA/FIR IS SUBJECT TO THE FOLLOWING

MANDATORY REQUIREMENTS:

A. COMMUNICATIONS.

1. ALL FLIGHTS, REGARDLESS OF CPDLC STATUS, SHALL MAKE MANDATORY POSITION REPORTS, UPON ENTERING OR EXITING THE CTA/FIR, VIA THE APPROPRIATE HF EN-ROUTE RADIO.

2. ALL FLIGHTS SHALL MAINTAIN A LISTENING WATCH ON THE CURRENT GANDER HF RADIO FREQUENCY WHILE TRANSITING THE CTA/FIR UNLESS A SATISFACTORY SELCAL CHECK HAS BEEN COMPLETED WITH GANDER RADIO UPON, OR PRIOR TO, CTA/FIR ENTRY.




TRANSIT OF THE ANCHORAGE ARCTIC CTA/FIR IS SUBJECT TO THE

FOLLOWING MANDATORY REQUIREMENTS:

B. ROUTING.

1. FLIGHTS TRANSITING THE CTA/FIR SHALL FILE VIA THE FOLLOWING ROUTING PAIRS:

– DEVID / DEKMO






B. ROUTING.


– NALIM / 8630N14100W– LURUN / 8530N14100W– RAMEL / A POINT ALONG 141W OVER OR

BETWEEN RESUM AND 8350N– PINAG / A POINT ALONG 141W OVER OR

BETWEEN 8300N AND 8200N






B. ROUTING.


– NIKIN / A POINT ALONG 141W OVER OR BETWEEN COALL AND 8100N

– ORVIT / OMEKA;– AMATI / A POINT ALONG 141W OVER OR

BETWEEN JESRU AND 7700N




TRANSIT OF THE ANCHORAGE ARCTIC CTA/FIR IS SUBJECT TO THE FOLLOWING MANDATORY REQUIREMENTS:

B. ROUTING.


– PILUN / A POINT ALONG 141W OVER OR SOUTH OF 7400N (EASTBOUND TRAFFIC OVER PILUN SHALL ALSO FILE A POINT OVER OR NORTH OF 7200N15700W)

– LISKI / WESTBOUND FLIGHTS FILE OVER OR SOUTH OF TAYTA (EASTBOUND LISKI FLIGHTS FILE OVER OR SOUTH OF 7100N15700W



Advanced Technology and Oceanic Procedures (ATOP)

“60’s Transition”

December 3-6, 2013

Current configuration





December 3-6, 2013

Desired configuration





December 3-6, 2013

• Transition of additional domestic airspace (i.e. Sectors 63, 68, 69, etc.) into the ATOP platform requires software enhancements.

• Current FAA budget under Sequestration constrains the overall ATOP program.

• Due to the amount of available funding, prioritization of that funding for required software repair, and other required software updates, – software enhancements for ZAN “60’s” delayed until 2018 or later.

• However……





December 3-6, 2013

• ZAN is now investigating the possibility of instituting ATOP only in Sector “64” (i.e. the Anchorage Arctic FIR and a small portion of the domestic FIR over the Alaskan “North Slope”)



Benefits of ATOP & Sector 64

Current– Surveillance

• Radar below 72º N• None above 72º N

– Navigation• GNSS / INS• No land based

– Communication• HF via Nav Canada’s “Gander Radio”• CPDLC (dependent on equipage /

coverage)• SATCOM (dependent on equipage /

coverage)– ATC Separation

• Vertical – RVSM• Lateral – Based on RNAV 10 (RNP-10)• Longitudinal – 15’ standard w/out MACH

With ATOP/Ocean21– Surveillance

• Radar below 72º N• ADS-C throughout (depending on

equipage)– Navigation

• GNSS / INS• No land based

– Communication• HF via Nav Canada’s “Gander Radio”• CPDLC (dependent on equipage /

coverage)• SATCOM (dependent on equipage /

coverage)– ATC Separation

• Vertical – RVSM• Lateral – Based on RNAV 10 (RNP-10)• Longitudinal – 15’ standard w/out MACH

Primary benefit will be ADS-C surveillance and enhanced Controller tools – electronic situation display, route readout, conflict probe.

CPWG/16 – FAA, Anchorage ARTCCDecember 3-6, 2013


ATOP & Sector 64

Current With ATOP/Ocean21



18


19


ATOP & Sector 64

• Implementation Date – TBD• Potential impacts for airspace users

– Flight plan filing address change

• Potential benefits for airspace users– Near term

• Improved Alerting Service• Improved access to altitude change• Improved routing options

– Long term• Separation minima reduction



Anchorage Center supports the only Commercial Space Launch facility not

associated with a Federal Facility

CPWG/16 – FAA, Anchorage ARTCCDecember 3 – 6, 2013


Space Launch Activity

• No launch activity planned before CPWG/17• Changes, if any, will be announced via International

NOTAM


Unmanned Aircraft Systems (UAS)


http://www.pfrr.alaska.edu/


Unmanned Aircraft Systems (UAS)

• FAA continues to develop procedures for the wider introduction of UAS into the National Airspace System.

• UAS Activities in U.S. controlled Arctic Airspace so far limited to low altitude applications, i.e. below FL180.

• For recent news, see article here:– “FAA Opens the Arctic to Commercial Small Unmanned

Aircraft”



Large Scale Military Exercises



Large Scale Military Exercises

December 3 – 6, 2013 CPWG/16 – FAA, Anchorage ARTCC

• No large scale exercises planned at this time.

• Next activity tentatively planned for summer 2014.

• Daily training activity continues.

• Refer to NOTAMs and FAA’s “SUA” website for day to day Special Use Airspace information -

http://sua.faa.gov

http://sua.faa.gov/


Total ZAN Facility Traffic Count


2013 Year-to-Date

Total

2012 Comparative

Period

Year over Year Change

403540 413567 -2.4%


ZAN Oceanic Traffic Count


2013 Year-to-Date

Total

2012 Comparative

Period


58018 54682 +6.1%


Russian Traffic Count


2013 Year-to-Date

Total

2012 Comparative

Period


22352 20977 +6.6%


2012 – 2013 Russian Trans East Distribution


2013 Year-to-Date

Total

2012 Comparative

Period


12119 11957 +1.4%


2012 – 2013 Cross Polar Distribution


2013 Year-to-Date

Total

2012 Comparative

Period


10157 8996 +12.9%


ZAN NOPAC Traffic Count


2013 Year-to-Date

Total

2012 Comparative

Period


47755 46018 +3.8%


Arctic FIR Restrictions - Current


• NALIM traffic (east or westbound) also file over 86 30N 141 00W.

• LURUN traffic (east or westbound) also file over 85 30N 141 00W.

• RAMEL traffic (east or westbound) also file over or between RESUM and 83 50N 141 00W.

• PINAG traffic (east or westbound) also file over or between 83 00N 141 00W and 82 00N 141 00W.


Arctic FIR Restrictions - Revised


No change




• NIKIN traffic (east or westbound) also file over or between 81 00N 141 00W and COALL.

• ORVIT traffic (east or westbound) also file over OMEKA.

• AMATI traffic (east or westbound) also file over or between 77 00N 141 00W and JESRU.


Arctic FIR Restrictions - Revised


• No change for NIKIN, ORVIT or AMATI traffic.

• Traffic over new fix at 79 57N 168 58 24W (east or westbound) must also file over 79 05N 141 00W.




• AMATI traffic (east or westbound) also file over or between 77 00N 141 00W and JESRU.

• PILUN traffic (east or westbound) file over or south of 74 00N 141 00W and (eastbound) file over or north of 72 00N 157 00W.


Arctic FIR Restrictions – Revised


• No change for AMATI.

• PILUN traffic cross over or south of 73 00N 141 00W and cross over or north of 72 00N 157 00W.

• Traffic over new fix 74 57N 168 58 24W (east or westbound) also file and fly over 74 00N 141 00W.


Anchorage ARTCC Contact Information



Questions?

CPWG/16 – FAA, Anchorage ARTCCDecember 3-6, 2013


FAA Opens the Arctic to Commercial Small Unmanned Aircraft

September 23–A research vessel plying the icy waters of the Chukchi Sea above the Arctic Circle seems an odd place for a Federal Aviation Administration employee. But that’s exactly where Alaskan Region inspector Jay Skaggs was on September 12. His presence aboard the Westward Wind helped ensure the first FAA-approved commercial flights by an unmanned aircraft went off safely and without a hitch.

The Westward Wind, chartered by energy giant ConocoPhillips, carried four Insitu Scan Eagle UAS to perform marine mammal and ice surveys necessary to meet environmental and safety rules before drilling on the sea floor. Skaggs and the Insitu flight crew led by Jeff Kelly watched as the first commercial ScanEagle zoomed off a catapult and into the rainy Arctic skies. After a successful 36-minute flight, the ship’s retrieval system captured the UAS and the ground-breaking mission was complete.

The ScanEagle flight really represents the tip of the iceberg, so to speak. of the flight is a product of efforts by dozens of people from the FAA, ConocoPhillips, UAS manufacturer Insitu, and other federal and international agencies who put in months of intense work behind the scenes to open up the Arctic for commercial UAS operations.

The 2012 FAA reauthorization required the agency to establish permanent Arctic areas where small UAS can operate for research and commercial purposes. The challenging question was “how?” No UAS rules existed for the international airspace – some of which the FAA manages for the International Civil Aviation Organization—where all the UAS Arctic flights would occur.

In May 2012, a team of FAA experts began developing a workable approach to meeting the congressional mandate. What emerged was a plan to use three blocks of airspace over international waters. In these areas, small UAS would be able to operate 24 hours a day for research and commercial purposes. Missions from coastal launch sites would fly overwater to a maximum altitude of 2,000 feet. The plan also included developing protocols to operate unmanned aircraft beyond the vision of a pilot or observer (“beyond line-of-sight”) – a first for small UAS operations.

Once this strategic plan was approved in November, there were several boxes the FAA team had to check off before hardware got into the air during late summer 2013.

The first was a safety study mandated in the FAA reauthorization. Based on previous studies, the team determined there was an extremely low amount of air and ship traffic and people in the proposed flight areas. That would let unmanned aircraft operate safely beyond a pilot’s or observer’s vision while remaining within safety margins established for manned aircraft.

Concurrently, the FAA’s Aircraft Certification office was working to give the first civil type certificates to a pair of small UAS --Insitu’s ScanEagle X200 and AeroVironment’s PUMA. In late July, the agency awarded a Restricted Category Type Certificate to both models so these two small UAS could be flown commercially. (See “One Giant Leap for Unmanned Kind,” http://www.faa.gov/news/updates/?newsid=73118)

ConocoPhillips furnished the last piece of the puzzle. As early as October 2012, the company had expressed interest in flying a UAS for their marine mammal and ice surveys. The FAA and ConocoPhillips subsequently signed an Other Transaction Agreement and the agency issued an authorization for the flights to take place in the late summer when potentially harsh Arctic conditions would be most benign.

The September ScanEagle flights are just the start of the FAA Arctic Plan. Small UAS in the Arctic can benefit many operations, such as scientific research, search and rescue, fisheries, marine mammal observers, oil and gas leaseholders and maritime route planners. The project is giving the FAA and industry needed experience and a path forward to certify UAS for more commercial operations, both in the Arctic and elsewhere. BACK

http://www.faa.gov/news/updates/?newsid=73118

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