Air Traffic Management Concept Baseline Definition - The Boeing ...

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observing weather out to about 200 miles from the radar site. The TDWR’s range is about 50-60 miles. In addition to these stand-alone meteorological radars, the ASR-9 surveillance radar has been equipped with weather sensing capabilities to detect precipitation and track storm motion. Some of this information can be depicted on a controller’s display, although during heavy workloads controllers often turn off the weather display. The planned deployment of the NEXRAD and TDWR networks is nearly completed. New TDWRs could be installed at other airports, but information is not available at this time on any plans to expand this network. One drawback to this mixed network of weather radars is that not all users in the aviation system are receiving the same information. The ARTCCs receive the NEXRAD information, while the TRACONs receive the TDWR and ASR-9 data streams. Pilots receive none of the ground-based data, but do have access to on-board weather radar information. This means that during some meteorologically significant events, different players in the ATM system are making decisions without the benefits of shared situational awareness. This reduces the overall efficiency of the system and leads to capacity reductions at busy airports during adverse weather. As discussed later, some new technologies like ITWS that are scheduled to be deployed in the near term are designed to eliminate some of these problems. 5.5.1.4 Satellite Data Satellite imagery is not collected specifically for the aviation community, but rather as part of the broader mission of the NWS to provide national and global coverage of atmospheric conditions. Satellite imagery is used by meteorologists in the aviation weather system to monitor storm development and motion and to help prepare forecasts. 5.5.2 Analysis Analyses of weather data provide the link between observations and forecasts. They consist of data sets and depictions of weather conditions over selected geographical areas that are based on objective analyses of the available observations. Most operational analyses used in the aviation weather system take the form of charts showing features such as surface fronts, isobars, winds, locations of VFR and IFR conditions, upper-level flow patterns, locations of troughs of low pressure and ridges of high pressure, and composites of radar reflectivity. These charts are typically stand-alone two-dimensional images, which may be produced in hard-copy form, or in computer graphical images that can be manipulated and animated with appropriate software. They are often accompanied by text-based messages that describe the salient features depicted in the analyses. Most of these products are produced by the NWS and distributed to their field offices and FAA personnel for interpretation and dissemination to controllers and pilots as appropriate. Figure 5.16 shows the major components of the analysis process used in the aviation weather system, which are described below. 94
AWIPS/WFO- Advanced WARP Analysis Products RUC AGFS Figure 5.16 Aviation Weather Analysis Function The NWS has put a great deal of effort into developing a new generation of graphical meteorological workstations and associated sub-systems, referred to as the Advanced Weather Information Processing System (AWIPS). AWIPS is behind schedule by a few years, mainly because of software problems. FSL is now working on a new version of the software called ‘WFO-Advanced’, and the combined AWIPS/WFO-Advanced technology is now expected to be deployed to NWS field offices over the next several years. When finally implemented, AWIPS will allow meteorologists at NWS facilities to prepare multiimage, animated mosaics of current and forecasted weather conditions, and to prepare interactive weather alerts and warnings that can be immediately distributed to other users and to the public. Initial results from field tests of these systems have indicated that they will significantly improve the quality and timeliness of weather reporting and forecasting. A full assessment of the performance of the AWIPS/WFO-Advanced systems cannot be completed until more units are deployed and being used operationally. The FAA is in the process of procuring its own version of a meteorological workstation, referred to as the Weather and Radar Processor (WARP). WARP is designed to replace the Meteorologist Weather Processor in the ARTCC’s. It is currently scheduled to be deployed in the CWSUs and in the CWFSU at the central flow facility by the end of 1997. WARP will allow a Center’s meteorologists to prepare mosaics of NEXRAD reflectivity data and to overlay supporting weather information like lighting strike data, satellite imagery, and gridded and graphical weather information. The system will allow CWSU staff to prepare and distribute aviation weather products such as Center Weather Advisories and Hazardous Weather Area outlines. In its initial ‘Stage 0’ implementation, the WARP products will be available to CWSU and TMU personnel for briefing and planning purposes. Future implementations of WARP (Stage 1, Stage 3), are designed to allow weather displays to be presented to controllers. As is the case for AWIPS, this technology ought to represent a significant step forward in the analysis and dissemination of aviation weather information, but more work is needed to understand system performance, human factors issues, and training requirements. The role of the FAA weather operations staff in the centers and the TRACONs is to interpret current weather information and forecasted conditions so that they can provide 95
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Air Traffic Management Concept Base
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Executive Summary This report prese
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Table of Contents 1 Introduction...
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List of Figures 2.1 System Developm
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Acronyms AAS AATT ACARS ACP ADF ADF
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KIAS LAAS LAHSO LLWAS MAC MCP MDCRS
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1 Introduction This report presents
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unknown technology, and thus the co
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2 The NAS ATM System Development Pr
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System Requirements & Objectives Va
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technologies needed for initial tra
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• The goals of various users are
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considerations are key to evaluatin
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Free Flight White Paper on System C
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4.5 4.3 4 3.7 Current NAS Future NA
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elated component will increase with
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Special Committees. The paper, with
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efficiency-constraints model that i
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• Problem Statement • Alternati
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• The highly peaked nature of air
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• Sector-level flow planning Each
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• Flow managers Figure 3.3 shows
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traffic situation as it currently a
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• It is probable that the process
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3.3. Event-based trajectory deviati
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egion takes on the order of years t
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The answer to this question is like
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Page 57 and 58: 4 Human Factors This section addres
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Page 63 and 64: arbitrating wherever intents confli
Page 65 and 66: aircraft-to-aircraft separation res
Page 67 and 68: 5 Available and Emerging Technology
Page 69 and 70: function of all the ICPs of element
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Page 73 and 74: contrast, the older radars have azi
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Page 77 and 78: is needed to develop cockpit displa
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Page 81 and 82: CPC = Controller Pilot Communicatio
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Page 85 and 86: the ATN ADS specification. This wil
Page 87 and 88: The airlines and the FAA have recen
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Page 91 and 92: 8.0 NM 4.0 NM POPP PLMN 14.0 NM 30.
Page 93 and 94: The near future will probably see a
Page 95 and 96: ASR/SSR Radar Terminal Automation S
Page 97 and 98: ASR/SSR Radar Mosaic Based (Host) T
Page 99 and 100: Another group of users which can be
Page 101 and 102: and human factor elements in all fo
Page 103 and 104: ASOS AWOS TDWR NEXRAD Surface Upper
Page 105: sets as legitimate atmospheric data
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Page 111 and 112: example, the ceiling and visibility
Page 113 and 114: WARP TWIP ITWS CWIN Information Dis
Page 115 and 116: Constraints modeling can be perform
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Page 119 and 120: National Level. Improved Traffic Fl
Page 121 and 122: of flight plan management and mediu
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Page 129 and 130: exchange of traffic rights.” (Don
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Page 133 and 134: concepts under consideration for th
Page 135 and 136: 1.2.4. A coordinated traffic flow p
Page 137 and 138: Concepts Requirements Trades Evalua
Page 139 and 140: 2. Intent: The research area identi
Page 141 and 142: Acknowledgments The Boeing team wor
Page 143 and 144: Eurocontrol (1996), Meeting Europe
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Page 147 and 148: Warren, A.W. (1994), “A New Metho
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Page 153 and 154: A.2 Navigation The navigation techn
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standardized as VDL Mode-4. Both sy
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Table A-6 Surveillance Inventory Su
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Appendix B. Global Scenario Issue T
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Issue # 2: Some Limitations of Futu
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aviation. it was agreed that ICAO
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• IPT architecture efforts are li
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Terminal Replacement System (STARS)
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5) Air Traffic Control: Complete an
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Appendix C. Comparison of FAA 2005
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Surface Movement Automation require
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Surface Movement Efficiency Table C
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Arrivals/ Departures Automation/ de
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Table C-1 Comparison of FAA 2005 an
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Table C-1 Comparison of FAA 2005 an
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Appendix D. Transition Database Thi
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Enabler Grouping Number NAS5.1 NAS5
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Enabler Grouping Number Enabler Ena
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Table D-1 Enabler Grouping Number E
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Table D-1 Enabler Grouping Number E
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Appendix E. Constraints Model Traff
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Approach Configuration - Approach P
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