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

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capacity and efficiency goals. Deriving from these top level metrics will be a hierarchy of metrics for measuring performance of system components, all of which need to be defined to support the top level metrics. 2. Integration of Human Factors. There is a need to determine, in detail, the process of how human factors can be incorporated into ATM system development, design, integration and maintenance. The process should define both the nature and timing of inputs. The plan for human factors involvement would then be available as guidelines which could be used by decision makers in the system development process. 3. Role Definition. Focused and specific guidelines need to be produced on how to determine and describe the eventual role of the humans in a system where the functional allocation is to be human-centered. The kind of automation support humans need will be identified by the requirements of the human role within the ATM system. This activity must done as part of the operational concept definition phase of system development and would be expected to identify very explicit research questions that need to be answered as a part of preliminary design. 8.3.2 Research Tools Development An integrated set of analysis and simulation tools needs to be developed, aimed at the evaluation of preliminary design concepts for a selected U.S. high density air traffic area. The tools must support the development of a transition plan from the current ATC infrastructure to the future architecture and operation. This tool set will support the identification of long range (up to 30 year) system capacity, safety and efficiency needs, evaluation of alternative operational concepts, allocation of requirements to CNS and ATM system elements, and evaluation of the safety, human performance suitability and economics of alternative transition strategies. A series of research tasks are needed for developing an operational performance baseline of a high density air traffic services area. These tasks will establish traffic and infrastructure forecasts, develop an integrated analysis tools set spanning overall system operational modeling, technical CNS and ATM performance modeling, and economic transition assessment. Also to be established is a database of technology (current and emerging), as well as human performance tools and assessments. These tools and data will be applied to the preliminary design and evaluation of the phased introduction of new CNS/ATM technologies for high density traffic areas. A conceptual framework for this set of preliminary design exploration tools is shown in Figure 8.1. 124
Concepts Requirements Trades Evaluation Operational Baseline Traffic and Infrastructure Forecast Models Analysis Tools: Operations Investment Anal Tech Reqmts System Transition State 1 System Transition State 2 System Transition State 3 System Transition State 4 Technology Schedule & Performance Models Human Perf Models & Data Figure 8.1 Preliminary Design Tools 8.3.3 Research on ATM Functions Overall Performance of ATM Functions 1. Reduction of separation for higher throughput must be researched. The relationship between safety and capacity must be quantified through a collision risk model for what is the radar controlled environment in the current system. This risk model will include the following primary components: • Intervention rate buffer, which reflects protection against exposure to potential conflicts in a sector, and is thus directly related to sector controller workload. • Intervention buffer, which reflects the time needed to determine that a conflict is imminent, and to resolve it. • Detection performance, which is directly related to the resolution and accuracy of the surveillance sensor, and the situation display. • Definition of criticality levels for each function and allocation or requirements to subfunctions. 125
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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
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contrast, the older radars have azi
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Broadcast (ADS-B), V6.0). Individua
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is needed to develop cockpit displa
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ATC Voice Procedures Waypoint Repor
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CPC = Controller Pilot Communicatio
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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 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: 1.2.4. A coordinated traffic flow p
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
Page 175 and 176: Surface Movement Automation require
Page 177 and 178: Surface Movement Efficiency Table C
Page 179 and 180: Arrivals/ Departures Automation/ de
Page 181 and 182: Table C-1 Comparison of FAA 2005 an
Page 183 and 184: Table C-1 Comparison of FAA 2005 an
Page 185 and 186: 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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