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

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operation in each of the phases, along with the interactions between them, which can also be thought of as the ‘handoff’ from one air traffic control unit to another. The air traffic management system capacity and efficiency depend on a large collection of technological, procedural and environmental factors, all of which vary by geographical location. Thus, when using the constraints model, it is necessary to note both location and weather condition for which the analysis is being performed, as illustrated in the lower left hand corner of Figure 6.2. The system operational element which is most constraining to the operation will vary from region to region and, within a given region, from day to day. In the U.S. domestic airspace, in good weather conditions, system capacity is usually constrained in the final approach/initial departure phase. In marginal visual conditions, the system may constrain in the approach transition region (at Chicago O’Hare and San Francisco, for example). In instrument conditions (Cat I), the system is usually constrained on final approach/initial departure, while in low visibility (Cat II-III) conditions, the airport surface tends to constrain. When convective weather affects terminal operations, the terminal arrival/departure corridors tend to saturate. In procedural environments (such as oceanic regions) the en route system may constrain the system throughput. Each of the six phases illustrated in Figure 6.2 has its own set of performance factors, some of which are unique to that phase, while others, such as communication and navigation, are common throughout. All of the constraint factors for each of the operational phases are summarized in Appendix E. Figure 6.3 illustrates the throughput performance factors for the final approach phase. The figure shows navigation and guidance performance as two of the factors that contribute to the throughput on final approach, along with communication system performance. Accuracy, availability and integrity are the determining factors for both, and, on final approach, signal interference of the instrument landing system is an important factor. The surveillance element is broken into two components, i.e. monitoring performance and control performance. Monitoring performance here refers to the display of position and velocity information to the air traffic controller, including the performance of a surveillance system such as radar or dependent position reports. Control performance includes both controller and pilot, and includes any automation aids such as a sequencing tool, blunder detection etc. Other factors depicted in Figure 6.3 are important as well, wake vortex being perhaps the dominant performance constraint in most instrument weather conditions. Runway occupancy may become the dominant factor in extremely low visibility where pilots have difficulty locating runway exits. In each case, when it has been determined that a phase of flight such as final approach is the constraint on throughput, it is necessary to evaluate that operation in detail, and the constraints model can be a valuable tool in focusing the analysis. The constraints model is used as a template for determining a set of technology iniatives by operational phase to achieve a particular mission objective, for example, increased throughput. A time-phased approach, considering short-, medium- and long-term technology schedules and system needs, is derived. 104
Figure 6.4 shows a template for illustrating phased improvements in the NAS driven by the top-level stakeholder goals. The upper right corner identifies the Regional Plan represented. Separate transition logic diagrams are created for capacity and efficiency, and for each operational phase of the constraints analysis. A benefit mechanism is identified for each diagram, with incremental phasing of operational enhancements. Approach Configuration - Approach Path Length - Other Runway Dependencies - Runway Occupancy Factors Airplane Performance - Approach Speed - Weight Class - Braking Performance - Gate Assignment CONDITION: LOCATION: Wake Vortex - Visibility Final Approach Nav/Guidance Performance - Accuracy - Availability - Integrity - Gross Navig. Error Rate Control Performance - Finall Approach Sequence - Spacing Precision - Go-around decision - Blunder Detection & Alarm Monitoring Performance - Availability - Integrity - Accuracy; Latency Comm Performance - Availability/Coverage - Integrity - Message Delivery Performance Figure 6.3 Final Approach Throughput Performance Factors CNS/ATM Transition Logic Diagram REGIONAL PLAN Operational Phase Benefit Mechanism Capacity (Efficiency) Regional Initiative ENABLER Operational Enhancement Phase 1 ENABLER Regional Initiative Regional Initiative ENABLER Operational Enhancement Phase 2 ENABLER Initiative (Not in Regional Plan) Regional Initiative ENABLER Operational Enhancement Phase 3 ENABLER Initiative (Not in Regional Plan) Figure 6.4 CNS/ATM Transition Logic Diagram Template 105
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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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“System designers, regulators, an
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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 and 112: example, the ceiling and visibility
Page 113 and 114: WARP TWIP ITWS CWIN Information Dis
Page 115: Constraints modeling can be perform
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
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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
Page 163 and 164: Issue # 2: Some Limitations of Futu
Page 165 and 166: 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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