Air Traffic Management Concept Baseline Definition - The Boeing ...
Air Traffic Management Concept Baseline Definition - The Boeing ... Air Traffic Management Concept Baseline Definition - The Boeing ...
steps represented by the boxes, from top to bottom, address a reduction in effective traffic spacing starting with route spacing, intervention buffers, through reduction in the basic separation standard. The improvements implied by each box are described in detail below. Reduced Lateral Spacing For More Arrival And Departure Transitions This enables closely spaced arrival and departure routes to fit additional traffic streams within terminal area corridors. This enhancement will be most beneficial in terminal areas where airspace is constrained due to proximate airports or Special Use Airspace. Airspace design criteria have to be changed to enable this operational enhancement. Those criteria are likely to be predicated on a level of navigation performance of RNP 0.3, along with a corresponding surveillance performance. Airspace will then have to be redesigned around airports where advantage can be taken of this enhancement. CNS/ATM Transition Logic Diagram NAS Arr/Dep Trans (4) Improved Throughput Capacity Close Routes Criteria Final Approach Spacing Tool RNP0.3 Nav Reduced Lateral Spacings: More Arr & Dep Trans Reduced Separation Buffer (Ground Vectoring) RMP 0.3 Surv Airspace Design Radar Trackers TFM Seq Spacing Tool RTA Short Term C.A. CDTI Reduced Separation Buffer (A/C Guidance) RMP0.1 Surv A/G Data Link ADS-B (A/G) Reduced Horizontal Separation Standard RNP0.1 Nav Figure 6.7 CNS/ATM Transition Logic for the Arrival Transition Phase Reduced Separation Buffer (Ground Vectoring) This enhancement involves more accurate timing of aircraft delivery to the final approach fix through more effective ATC vectors. The improvement will be enabled by better trackers for trajectory prediction, automation tools for accurate traffic sequencing and spacing, and automation support to generate accurate ATC vectors for final approach spacing. Reduced Separation Buffer (Aircraft Guidance) 110
The component of the spacing buffer at the final approach fix that is contributed by the aircraft guidance and navigation performance will be improved in this step. This will involve the use of required time of arrival functionality with the appropriate performance parameters, an accurate and common time source and data link to deliver clearances with accurate timing information. In addition, short term conflict alert functionality may be required to improve conformance monitoring. Reduced Horizontal Separation Standard In this operating phase it is normally spacing on final approach that determines the separations applied. As seen in Figure 6.7 the concept includes a plan to reduce spacing on final approach, and thus the approach transition phase may need corresponding separation reductions. The improvement and enablers would be analogous to the last box in Figure 6.6, with perhaps a need for further improvement in navigation and surveillance performance. 6.2.4 NAS Final Approach Figure 6.8 shows the proposed concept transition path to achieve increased capacity in the Final Approach and Initial Departure operating phases. The chart shows two independent enhancement paths, the one on the right centered on additional runways, the one on the left centered on increased runway utilization. The improvements are described in detail below. CNS/ATM Transition Logic Diagram NAS Final App/Init Dep (3) Improved Throughput Capacity TFM Assignm. Seq. Increased Rwy. Utililization with current technology PRM CRDA AIP Additional Available Runways DGPS Air to Ground ADS Ground Monitor Reduction in lateral separation to 2500 ft Wake Vortex Mitigation Reduction in longitudinal separation to 3/2.5nm Procedures Procedures CDTI Air toAir ADS Reduction in lateral separation to 1000 ft DGPS Reduction in longitudinal separation to 2nm ROT Rollout / Turnoff Guidance Figure 6.8 CNS/ATM Transition for the Final Approach and Initial Departure Phase Additional Available Runways This improvement involves a combination of new runways being built, and of existing runways being made more available through development of instrument approaches. 111
- Page 71 and 72: A key concept in the definition of
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<strong>The</strong> component of the spacing buffer at the final approach fix that is contributed by the<br />
aircraft guidance and navigation performance will be improved in this step. This will<br />
involve the use of required time of arrival functionality with the appropriate performance<br />
parameters, an accurate and common time source and data link to deliver clearances with<br />
accurate timing information. In addition, short term conflict alert functionality may be<br />
required to improve conformance monitoring.<br />
Reduced Horizontal Separation Standard<br />
In this operating phase it is normally spacing on final approach that determines the<br />
separations applied. As seen in Figure 6.7 the concept includes a plan to reduce spacing<br />
on final approach, and thus the approach transition phase may need corresponding<br />
separation reductions. <strong>The</strong> improvement and enablers would be analogous to the last box<br />
in Figure 6.6, with perhaps a need for further improvement in navigation and surveillance<br />
performance.<br />
6.2.4 NAS Final Approach<br />
Figure 6.8 shows the proposed concept transition path to achieve increased capacity in the<br />
Final Approach and Initial Departure operating phases. <strong>The</strong> chart shows two independent<br />
enhancement paths, the one on the right centered on additional runways, the one on the<br />
left centered on increased runway utilization. <strong>The</strong> improvements are described in detail<br />
below.<br />
CNS/ATM Transition Logic Diagram<br />
NAS<br />
Final App/Init Dep (3) Improved Throughput Capacity<br />
TFM<br />
Assignm.<br />
Seq.<br />
Increased Rwy.<br />
Utililization<br />
with current<br />
technology<br />
PRM<br />
CRDA<br />
AIP<br />
Additional<br />
Available<br />
Runways<br />
DGPS<br />
<strong>Air</strong> to<br />
Ground<br />
ADS<br />
Ground<br />
Monitor<br />
Reduction in<br />
lateral separation<br />
to 2500 ft<br />
Wake<br />
Vortex<br />
Mitigation<br />
Reduction in<br />
longitudinal<br />
separation to<br />
3/2.5nm<br />
Procedures<br />
Procedures<br />
CDTI<br />
<strong>Air</strong> to<strong>Air</strong><br />
ADS<br />
Reduction in<br />
lateral separation<br />
to 1000 ft<br />
DGPS<br />
Reduction in<br />
longitudinal<br />
separation to<br />
2nm<br />
ROT<br />
Rollout /<br />
Turnoff<br />
Guidance<br />
Figure 6.8 CNS/ATM Transition for the Final Approach and Initial Departure Phase<br />
Additional Available Runways<br />
This improvement involves a combination of new runways being built, and of existing<br />
runways being made more available through development of instrument approaches.<br />
111
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