1. FAA Anchorage ARTCC

2. ZAN Overview Anchorage Arctic FIR NOTAMs ZAN ATOP “60’s” Transition
ZAN Sector “64”
Space Launch Activities
UAS Operations
Large Scale Military Exercises
ZAN Traffic Count
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

3. Anchorage Arctic FIR NOTAMs
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

4. Anchorage Arctic FIR NOTAMs
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

5. 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
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

6. Anchorage Arctic FIR NOTAMs
TRANSIT OF THE ANCHORAGE ARCTIC CTA/FIR IS SUBJECT TO THE FOLLOWING MANDATORY REQUIREMENTS:
COMMUNICATIONS.
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.
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.
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

7. Anchorage Arctic FIR NOTAMs
TRANSIT OF THE ANCHORAGE ARCTIC CTA/FIR IS SUBJECT TO THE FOLLOWING MANDATORY REQUIREMENTS:
B. ROUTING.
FLIGHTS TRANSITING THE CTA/FIR SHALL FILE VIA THE FOLLOWING ROUTING PAIRS:
DEVID / DEKMO
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

8. Anchorage Arctic FIR NOTAMs
TRANSIT OF THE ANCHORAGE ARCTIC CTA/FIR IS SUBJECT TO THE FOLLOWING MANDATORY REQUIREMENTS:
B. ROUTING.
FLIGHTS TRANSITING THE CTA/FIR SHALL FILE VIA THE FOLLOWING ROUTING PAIRS:
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
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

9. Anchorage Arctic FIR NOTAMs
TRANSIT OF THE ANCHORAGE ARCTIC CTA/FIR IS SUBJECT TO THE FOLLOWING MANDATORY REQUIREMENTS:
B. ROUTING.
FLIGHTS TRANSITING THE CTA/FIR SHALL FILE VIA THE FOLLOWING ROUTING PAIRS:
NIKIN / A POINT ALONG 141W OVER OR BETWEEN COALL AND 8100N
ORVIT / OMEKA;
AMATI / A POINT ALONG 141W OVER OR BETWEEN JESRU AND 7700N
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

10. Anchorage Arctic FIR NOTAMs
TRANSIT OF THE ANCHORAGE ARCTIC CTA/FIR IS SUBJECT TO THE FOLLOWING MANDATORY REQUIREMENTS:
B. ROUTING.
FLIGHTS TRANSITING THE CTA/FIR SHALL FILE VIA THE FOLLOWING ROUTING PAIRS:
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
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

11. Advanced Technology and Oceanic Procedures (ATOP) “60’s Transition”
Current configuration
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

12. Advanced Technology and Oceanic Procedures (ATOP) “60’s Transition”
Desired configuration
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

13. Advanced Technology and Oceanic Procedures (ATOP) “60’s Transition”
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
CPWG/16 – FAA, Anchorage ARTCC

14. Advanced Technology and Oceanic Procedures (ATOP) “60’s Transition”
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”)
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

15. Advanced Technology and Oceanic Procedures (ATOP) “60’s Transition”
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

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

17. ATOP & Sector 64 December 3-6, 2013 CPWG/16 – FAA, Anchorage ARTCC
Current
With ATOP/Ocean21
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

19. Although hard to see, there are two important air traffic separation situations being presented on this slide. ATOP/Ocean21 provides conflict alert. The system is designed to differentiate between “imminent” conflicts and “future” conflicts. Immeninet conflicts are those where the separation available will reduce below acceptable minmums within 30 minutes. These are depicted in red. Future conflicts are those which will occur more than 30 minutes into the future. They are depicted in orange. In this picuture UPS105 and ACA064 are about to leave Shemya Radar coverage so they are in imminent conflict. The DAL103 and ACA003 callsigns are shown in orange because these two flights will be in conflict beginning in more than 30 minutes. After dealing with UPS105 / ACA064, the controller will probe the DAL103 / ACA003 conflict to determine when it will occur and what action needs to be taken.

20. Implementation Date – TBD Potential impacts for airspace users
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
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

21. Anchorage Center supports the only Commercial Space Launch facility not associated with a Federal Facility
December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

22. Space Launch Activity No launch activity planned before CPWG/17
Changes, if any, will be announced via International NOTAM

23. Unmanned Aircraft Systems (UAS)
December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

24. 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”
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

25. Large Scale Military Exercises
December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

26. Large Scale Military Exercises
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 -
December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

27. Total ZAN Facility Traffic Count
December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

28. ZAN Oceanic Traffic Count
December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

29. Russian Traffic Count December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

30. 2012 – 2013 Russian Trans East Distribution
December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

31. 2012 – 2013 Cross Polar Distribution
December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

32. ZAN NOPAC Traffic Count
December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

33. Arctic FIR Restrictions - Current
NALIM traffic (east or westbound) also file over 86 30N W.
LURUN traffic (east or westbound) also file over 85 30N W.
RAMEL traffic (east or westbound) also file over or between RESUM and 83 50N W.
PINAG traffic (east or westbound) also file over or between 83 00N W and 82 00N W.
December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

34. Arctic FIR Restrictions - Revised
No change
December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

35. Arctic FIR Restrictions - Current
NIKIN traffic (east or westbound) also file over or between 81 00N W and COALL.
ORVIT traffic (east or westbound) also file over OMEKA.
AMATI traffic (east or westbound) also file over or between 77 00N W and JESRU.
December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

36. Arctic FIR Restrictions - Revised
No change for NIKIN, ORVIT or AMATI traffic.
Traffic over new fix at 79 57N W (east or westbound) must also file over 79 05N W.
December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

37. Arctic FIR Restrictions - Current
AMATI traffic (east or westbound) also file over or between 77 00N W and JESRU.
PILUN traffic (east or westbound) file over or south of 74 00N W and (eastbound) file over or north of 72 00N W.
December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

38. Arctic FIR Restrictions – Revised
No change for AMATI.
PILUN traffic cross over or south of 73 00N W and cross over or north of 72 00N W.
Traffic over new fix 74 57N W (east or westbound) also file and fly over 74 00N W.
December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

39. Anchorage ARTCC Contact Information
December 3 – 6, 2013
CPWG/16 – FAA, Anchorage ARTCC

40. Questions?
December 3-6, 2013
CPWG/16 – FAA, Anchorage ARTCC

41. 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,”
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