ZAB Controllers reported White Sands Missile Range GPS jamming exercises severely affected sector workload and complexity of ELP westbound departures. Controllers also reported the decision was made to stop the exercises due to degradation of safety of flight.
Synopsis
ZAB Controllers reported White Sands Missile Range GPS jamming exercises severely affected sector workload and complexity of ELP westbound departures. Controllers also reported the decision was made to stop the exercises due to degradation of safety of flight.
Narrative
On Day 0 at approximately XA00Z White Sands Missile Range (WSMR) began their GPS Jamming procedures that they conduct annually around this time of year. Typically GPS jamming exercises have less of an impact in the previous years than now. Working Sector 19 with westbound ELP departures with GPS jamming is becoming a real problem. Every single ELP departure during the GPS jamming exercise required a heading because they were unable to navigate. This increased the complexity of the sector drastically. On top of that; every single aircraft checking on into Sector 19 was inquiring about the issues with their ADSB and/or their GPS being unusable. This; in itself; created a lot of frequency congestion in the sector. Sector 19 also had areas of moderate-extreme precipitation affecting aircraft routing and navigation. The OS (Operations Supervisor) on duty at the time was standing behind me to overlook the sector because he knew that I was very busy. Even after seeing what was going on in the sector; the OS did not issue a STOP BUZZARD. I myself did not ask for it either; but it was very apparent that it needed to be done. Previous days and days after Day 0; Controllers had multiple issues with the GPS jamming exercises and requested a STOP BUZZARD. At one instance; an aircraft actually had issues maintaining altitude during the jamming in an area of high terrain. Another day in particular; a STOP BUZZARD was requested to the OM (Operations Manager) on another busy session with jamming and the OM refused the request. THAT IS UNACCEPTABLE. If a controller working the sector requests a STOP BUZZARD it should immediately be turned in with no hesitation and the jamming should stop. The sector is the Air Traffic Controllers jurisdiction and is ultimately the one who determines when safety is of concern. Suggestions: WSMR should conduct their GPS jamming exercises at a time of day when traffic volume is lower to limit the amount of commercial and private aircraft that are affected by it.OS/CIC (Controller in Charge) need to be more proactive and call a STOP BUZZARD when it is apparent that the controller is getting busy. It seems that some OS's and more so CIC's are hesitant to call a STOP BUZZARD.The chain of command that a STOP BUZZARD request goes through should be re-evaluated. Why do we need the approval from the OM? What does the OM know about the current state of a sector receiving GPS jamming? At least have the OM monitor the sector at times during GPS jamming to see how it is affecting the commercial and private aircraft.GPS jamming exercises are posted in the NOTAM system. However the pilots are NEVER aware. GPS jamming should become a more important notice to pilots so that they are better prepared. this would also help with the frequency congestion.
Second reporter narrative
I came in on Day 0 and took over the desk as a CIC (Controller in Charge) about XH00 local. I was briefed that conditions on sector 20/63 were not ideal; that frequencies were not working well; aircraft were deviating for weather; there was mod-sev mountain wave and mod-sev icing reported. Volume was high even with all adjacent sectors open; but we had got approval to lower the numbers by 2; so instead of 20 planes there should be no more than 18. The controller had been sitting there for awhile; and was still somewhat overwhelmed. I later came to find out that GPS jamming was also playing a major role in the complexity of the traffic volume and sector 19 was also being overwhelmed due to calls about ADS-B outages; GPS outages; needs for headings; bad rides; and weather deviations. Also our coordination lines to MTY were out of service and controllers had no way to get a hold of MTY in a timely manner. After talking to the controller who had been busy on 19 for over an hour and visibly frustrated with the added complexity and unsafe situation that had arrised due to jamming; combined with weather deviations and bad rides; I made the call to help out and Stop Buzzer. Several controllers thought it would be the safest call to stop jamming; because they already had a lot of complexity with the weather/rides/volume/coordination issues. I called the OM (Operations Manager) to stop buzzer; admittedly with slight hesitation; because of the recent pushback in the facility on halting GPS jamming. Its my job to maintain the safety of the NAS so I laid out the situation for the OM clearly; as not to get any pushback. The OM asked if I could get some callsigns of A/C the jamming was affecting. I told him it was affecting all A/C as they were all asking about it; clogging up frequencies; and requiring headings. He came down to the area and it was explained to him again. Once the jamming stopped the controllers were able to better gather themselves and perform their jobs better and safer. I thought what we had done was a good move and when I spoke to the OM again; to my surprise; he was extremely dissapointed. He had the radar display replay pulled up of Sector 19 struggling with GPS jamming. Suggestion: Our agreement has been that anytime the FLM (Front Line Manager)/CIC deems GPS jamming a safety issue it is our call to ask the OM to Stop Buzzer. Why there has been any pushback at all is beyond me. Why we have to provide any more of a reason than its unsafe and overwhelming to our controllers is beyond me. It's a major safety issue; especially when you already have the complexity of bad rides and weather; during the busiest hours of the day. I was happy with the call I made. All I'd like to do is to follow the agreements in place and not be treated with disrespect for making a safety call. This has become a major point of issue; without proper explanation as to why our OM's get upset when we ask to stop buzzer.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.