Air to Ground
ERAM Implementation and ICAO Flight Plans
In 1983 I began working as an ATC control trainee at Albuquerque Center. The computer in use at the time was the IBM9020 – a monster that took up a whole room. A friend of mine, a true computer geek, (and proud of it!) came to visit and I gave him a tour. As we walked into the computer room he exclaimed in awe —“A 9020…in working condition!”
Since that time, the equipment has undergone improvements, and in 2009 began the implementation of a new computer system in the nation’s Air Route Traffic Control Centers (ARTCCs). The ERAM, or En Route Automation Modernization, system developed by Lockheed Martin is currently replacing the En Route Host system.
With ERAM, ARTCC controllers are able to track 1,900 aircraft at a time, an increase of 800 over the old Host system. Because the ERAM is designed to process data from almost three times as many radar sites, coverage extends beyond facility boundaries, enabling controllers to handle additional traffic more efficiently. Eventually the greater coverage will allow controllers to make use of a three-mile, rather than the current 5 mile, separation. ERAM also increases flexibility in routing around congested airspace, weather and other restrictions.
According to the FAA, the ERAM was designed with NextGen in mind. It will support satellite-based systems, such as Automatic Dependent Surveillance — Broadcast, and data communication technologies. This, in turn, will clear the way for future gains in efficiency and safety.
This next generation technology has the capability to determine exactly how closely an aircraft is following its flight plan, which will improve the efficiency of the ATC system. To do this, the system needs to know the sophistication level of each aircraft and the capabilities of the pilots using it. Conventional domestic flight plans do not have the extra fields that communicate this data to the ERAM, hence the use of the ICAO (International Civil Aviation Organization) flight plan. The equipment portion of the ICAO flight plan, plus the data entered in the “other information” field, identify the technological abilities of both the aircraft and the pilot.
Eventually most IFR flight plans will be required to use the ICAO form, but for now the FAA is slowly introducing its use. Domestic ICAO flight plans can be filed for RNAV Standard Instrument Departures (SIDS) and RNAV Standard Terminal Arrivals (STARS).
You do not have to file a domestic ICAO if you are simply flying an RNAV approach. To receive the preferential routings you must be on a STAR. Some pilots are confused by this. What’s the difference? Look at the approach plates for Atlanta’s Hartsfield-Jackson Airport. If you are assigned the RNAV(GPS) RWY 9R approach, you do not file an ICAO flight plan. You do file an ICAO flight plan for the CANUK SEVEN ARRIVAL (RNAV). If it has a name, and says it is RNAV, then you should file ICAO.
By starting slowly, with one small segment of the aviation population, the FAA can field test the ability of the computers to accept the flight plans and “train” pilots and ATC personnel to think in terms of ICAO flight plans. At this time, because pilots are not strictly required to file ICAO in order to use the preferential RNAV SID and STAR routes, it is done only at the pilot’s request.
ICAO flight plans are required for filing international flights out of the U.S. over water. Domestic flight plans are still used to fly to Canada and Mexico as long as the aircraft stays over land. Should you wish to file ICAO to any other country or over the oceans, Flight Service will transfer your calls to the flight service specialists who specialize in those flights, or you can reach an ICAO flight plan specialist directly by calling 1-800-432-4716. If you forget that number, call the usual number (1-800-wxbrief) and ask for southern Florida.
Rose Marie Kern has worked in ATC since 1983. If you would like to ask Rose a question you can contact her at author@rosemariekern.com.