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

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FAA’s Airport Improvement Program is the enabler for new runway construction, which also may rely on new approaches to approach and procedure design to address airport noise concerns. Existing FMS capabilities can be utilized to reduce both the spread and the severity of noise impact, through tailored approach and departure procedures. Experience at Frankfurt airport (Schadt and Rockel, 1996) has shown that by flying FMS procedures instead of ATC vectors, neighborhood noise impact can be reduced considerably. Instrument approaches to a larger number of runways in the CONUS will be enabled by differential GPS down to CAT III minima, and again the implementation relies on procedure development for each airport. Increased Runway Utilization with Current Technology This improvement step involves the installation of existing technology where needed to increase throughput of closely spaced parallel and converging runways in IMC. To fully take advantage of the Precision Runway Monitor and Converging Runway Display Aid technologies it may be necessary to include arrival and departure sequencing and spacing automation. Reduction in Lateral Separation to 2500 ft This enhancement reduces further the minimum lateral separation between parallel runways for independent operations. To assist with aircraft blunder detection, ADS event-based position reporting and improved monitoring on the ground will be needed. Precision missed approach guidance may also become an issue. Reduction in Lateral Separation to 1000 ft The reduction below 2500 ft between independent parallel runways in IMC is currently being discussed in the context of airborne separation assurance through CDTI. Wake vortex is also an issue here. This is an ambitious step, and the exact requirements will have to be worked out carefully through further research. Reduction in Longitudinal Separation to 3 or 2.5 nm In IMC, the longitudinal separation on final approach is currently set by wake vortex considerations, and therefore this enhancement step must address wake detection and avoidance. This may be done through a combination of wake prediction/detection technology and new procedures to mitigate risk. Reduction in Longitudinal Separation to 2 nm Further reduction in longitudinal spacing on final approach would address runway occupancy and the need to ensure rapid braking and turnoff performance of the aircraft. In low visibility this may require improved rollout and turnoff guidance, perhaps based on differential GPS. Included here might be the possibility of allowing two aircraft on the runway at the same time, if it can be ensured that the trailing aircraft has the required braking performance to stop short. 112
6.2.5 NAS Surface Figure 6.9 shows the proposed concept transition path to achieve increased capacity on the airport surface. The chart shows two independent enhancement paths, the one on the right centered on low visibility operations, the one on the left centered on good VMC. The improvements are described in detail below. Additional Gates, Taxiways and Aprons This enhancement will be needed along with any additional runways, or improved runway utilization, to ensure that the airport surface does not become the constraining factor in the operation. The Airport Improvement Program is the cornerstone for this enhancement. Reduced Schedule Uncertainty This enhancement involves reducing variability of operations at major hubs during peaks, so that arriving aircraft can get to a gate expediently, and thus avoid gridlock on taxiways and apron areas. This will involve both more predictable aircraft turnaround time, and better airport flow management, which should result in less schedule padding due to variance in traffic related delay. CNS/ATM Transition Logic Diagram NAS Surface (2) Improved Throughput Capacity Good Visibility Low Visibility AIP Additional Gates, Taxiways and Aprons AMASS ASDE Improved Surface Guidance and Control Lights Reduce Turnaround Time Reduce Schedule Uncertainty Enhanced Flow Managmt Surface Guidance Visual Throughput in CAT IIIb RNP 0.1 Surface Traffic Automation Data Link Improved Surface Sequencing, Scheduling and Routing RTA ASDE CDTI Figure 6.9 CNS/ATM Transition for the Airport Surface. Improved Surface Sequencing, Scheduling and Routing This involves surface surveillance and automation to sequence, schedule and route aircraft through the taxiway system more effectively. Improved Surface Guidance and Control 113
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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
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aircraft-to-aircraft separation res
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5 Available and Emerging Technology
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function of all the ICPs of element
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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 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: The component of the spacing buffer
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
Page 163 and 164: Issue # 2: Some Limitations of Futu
Page 165 and 166: aviation. it was agreed that ICAO
Page 167 and 168: • IPT architecture efforts are li
Page 169 and 170: Terminal Replacement System (STARS)
Page 171 and 172: 5) Air Traffic Control: Complete an
Page 173 and 174: 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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