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

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An important issue for users of aviation weather products is that the information they need must be presented in a way that is timely, efficient, easy to comprehend, and that allows different users in different locations (controllers, pilots, airline dispatch, airport operators) to develop a shared situational awareness of the weather conditions affecting flight operations. In the current ATM system, these objectives have often been difficult to meet. Traditional text-based messages are often difficult to decode and interpret, and do not provide an integrated view of important weather conditions. TRACON and ARTCC controllers are presented with different types and amounts of weather information, and pilots have limited access to weather information other than that provided by their onboard sensors (radar, winds, temperature) and visual observations. This has lead to inefficiencies and capacity reductions at busy airports during adverse weather, which could likely have been mitigated if the dissemination process was more effective. To address these issues, increasingly the trend for distributing aviation weather information is through the use of interactive graphical images produced by computer workstations. <strong>The</strong> AWIPS/WFO-Advanced and WARP technologies are intended to meet this need. Likewise the ITWS system is designed to provide interactive computergenerated graphical images showing weather conditions and expected storm movement in the terminal area. Figure 5.18 illustrates the various near term components of the dissemination system for aviation weather information. If successful, these technologies can provide CWSU personnel and controllers with similar types of information so that they can make effective strategic and tactical decision and improve efficiency in the terminal area and en route environment. Several issues need to be addressed to understand if these technologies will be successful, including issues related to human factors engineering, and requirements for training programs. An important area beginning to receive attention is the dissemination of weather information to the cockpit. In the far term, there may be good reasons to get ATC out of the loop in disseminating weather information to pilots (NRC, 1995), and several types of cockpit weather information systems are being investigated. For example, MIT-LL has been testing the Terminal Weather Information for Pilots (TWIP) system, which provides a simple alphanumeric and graphical depiction of ITWS data products to pilots via the ACARS system (Campbell et al., 1995). Anecdotal evidence indicates that pilots receiving TWIP messages during approaches to busy airports being impacted by convective weather find them very useful. 100
WARP TWIP ITWS CWIN Information Dissemination CDTW DUATS FSS/AFSS Figure 5.18 Aviation Weather Dissemination Function It is likely that there are a number of weather products that pilots would find useful, especially to support strategic decision making during Free Flight operations and tactical decision making in the terminal area. A CDTW system could facilitate flight management decisions and improve safety in Free Flight operations, and it could serve as an interface to needed data during final approach to airports equipped with an AVOSS. However, a number of technical and logistical issues must be addressed to develop a successful cockpit weather information system. Among these are understanding what kinds of weather information are most useful to pilots during different phases of flight, addressing human factors engineering and crew work load considerations, and developing suitable communication links and weather product formats so that data transmissions to the cockpit are timely and cost effective. 101
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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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Flight Schedule Flight Planning Fil
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4 Human Factors This section addres
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4.2.3 Human Factors Support For Imp
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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
Page 71 and 72: A key concept in the definition of
Page 73 and 74: contrast, the older radars have azi
Page 75 and 76: Broadcast (ADS-B), V6.0). Individua
Page 77 and 78: is needed to develop cockpit displa
Page 79 and 80: ATC Voice Procedures Waypoint Repor
Page 81 and 82: CPC = Controller Pilot Communicatio
Page 83 and 84: TWDL = Two-Way Data Link CPDLC = Co
Page 85 and 86: the ATN ADS specification. This wil
Page 87 and 88: The airlines and the FAA have recen
Page 89 and 90: menu associated with the airport of
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 and 106: sets as legitimate atmospheric data
Page 107 and 108: AWIPS/WFO- Advanced WARP Analysis P
Page 109 and 110: longer-term domestic and internatio
Page 111: example, the ceiling and visibility
Page 115 and 116: Constraints modeling can be perform
Page 117 and 118: Figure 6.4 shows a template for ill
Page 119 and 120: National Level. Improved Traffic Fl
Page 121 and 122: of flight plan management and mediu
Page 123 and 124: The component of the spacing buffer
Page 125 and 126: 6.2.5 NAS Surface Figure 6.9 shows
Page 127 and 128: trades involved in this step will r
Page 129 and 130: exchange of traffic rights.” (Don
Page 131 and 132: above, the agency’s organizationa
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
Page 145 and 146: Schadt, J and Rockel, B. (1996),
Page 147 and 148: Warren, A.W. (1994), “A New Metho
Page 149 and 150: Table A-1 Communication Application
Page 151 and 152: Table A-3 Communication Media Techn
Page 153 and 154: A.2 Navigation The navigation techn
Page 155 and 156: Table A-5 Navigation Processors Pro
Page 157 and 158: standardized as VDL Mode-4. Both sy
Page 159 and 160: Table A-6 Surveillance Inventory Su
Page 161 and 162: 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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