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

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Section 7 contains a discussion of various global scenarios that can affect the future NAS operational concept, and the potential implications on the system transition path. In addition, Section 7.3 gives a brief summary of how this operational concept compares with the concepts developed by the FAA and RTCA earlier this year, with more detail presented in Appendix C. Conclusions and recommendations are presented in Section 8, including some fundamental research directions the team believes must be addressed for an operational concept that satisfies the system mission through 2015. The survey of NAS stakeholder needs that was conducted as part of this effort is presented in a separate document. A summary of the findings of the stakeholder survey is presented in Section 2, along with additional material that supports the stakeholders’ general concern about traffic growth and the ability to operate efficiently in the NAS through 2015. 4
2 The NAS ATM System Development Process This section establishes the context for the development of an operational concept and future system architecture to achieve the long-range needs of the air transportation system. The argument advanced in this section is that the industry needs to move from historic, reactive approaches to system modernization, and to begin the systematic development of a new NAS system using the principles of systems engineering. The industry needs to focus on the systems analysis or preliminary design phase of a system development to exercise broad trade studies, to examine new concepts of operation in response to critical air transportation mission needs, to derive technical performance requirements and evaluate human performance abilities in support of mission needs, and to provide analysis tools for evaluating economic consequences of alternative transition paths into the future. 2.1 Air Traffic System Modernization Mandate Increasingly, the industry is faced with a sense of urgency regarding the modernization of the air traffic control (ATC) system. The age of systems such as ARTS make it difficult to continue to acquire spare parts, while the personnel qualified to maintain these old systems are retiring. At the same time, there is a lack of a mandate for change. The diverse interests of the FAA’s users makes a consensus regarding the future needs of the system difficult. Michael S. Nolan (Nolan, 1994) describes the genesis of Project Beacon: “It was apparent that the air traffic control system in the United States had been constructed haphazardly in response to situations instead of in anticipation of them.” This statement characterizes the state of system development as well today as in 1961. The most recent systematic attempt at system modernization was the NAS Plan of 1981 (U.S. FAA, 1981). The initiative of FAA’s administrator J. Lynn Helms planned a systematic upgrading of the navigation, communication, surveillance, weather and ATC infrastructure. The driving premise for this modernization, and the economic justification, was based on the concept of remote maintenance, which would sharply reduce O&M costs. Unfortunately, many of the key elements of the NAS Plan failed to come to fruition. The microwave landing system (MLS) program, the Mode S data link, the Advanced Automation System, the Oceanic Display and Planning System (ODAPS), all ended in failure to achieve full operational usefulness. Where improvements were realized, they were often less than completely successful. En route computers were upgraded, but with no new software. Today the FAA F&E organization is developing a new system architecture. The hope is that this architecture will become the blueprint for modernization. But while there is much definition of technology features of the new architecture, there is a lack of agreement about the fundamental measures of what will constitute a successful air traffic infrastructure, both for the near-term and twenty years into the future, across the range of diverse user needs. 5
Page 1 and 2: Air Traffic Management Concept Base
Page 3 and 4: Executive Summary This report prese
Page 5 and 6: Table of Contents 1 Introduction...
Page 7 and 8: List of Figures 2.1 System Developm
Page 9 and 10: Acronyms AAS AATT ACARS ACP ADF ADF
Page 11 and 12: KIAS LAAS LAHSO LLWAS MAC MCP MDCRS
Page 13 and 14: 1 Introduction This report presents
Page 15: unknown technology, and thus the co
Page 19 and 20: System Requirements & Objectives Va
Page 21 and 22: technologies needed for initial tra
Page 23 and 24: • The goals of various users are
Page 25 and 26: considerations are key to evaluatin
Page 27 and 28: Free Flight White Paper on System C
Page 29 and 30: 4.5 4.3 4 3.7 Current NAS Future NA
Page 31 and 32: elated component will increase with
Page 33 and 34: Special Committees. The paper, with
Page 35 and 36: efficiency-constraints model that i
Page 37 and 38: • Problem Statement • Alternati
Page 39 and 40: • The highly peaked nature of air
Page 41 and 42: • Sector-level flow planning Each
Page 43 and 44: • Flow managers Figure 3.3 shows
Page 45 and 46: traffic situation as it currently a
Page 47 and 48: • It is probable that the process
Page 49 and 50: 3.3. Event-based trajectory deviati
Page 51 and 52: egion takes on the order of years t
Page 53 and 54: The answer to this question is like
Page 55 and 56: Flight Schedule Flight Planning Fil
Page 57 and 58: 4 Human Factors This section addres
Page 59 and 60: 4.2.3 Human Factors Support For Imp
Page 61 and 62: “System designers, regulators, an
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
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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
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the ATN ADS specification. This wil
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The airlines and the FAA have recen
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menu associated with the airport of
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8.0 NM 4.0 NM POPP PLMN 14.0 NM 30.
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The near future will probably see a
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ASR/SSR Radar Terminal Automation S
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ASR/SSR Radar Mosaic Based (Host) T
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Another group of users which can be
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and human factor elements in all fo
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ASOS AWOS TDWR NEXRAD Surface Upper
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sets as legitimate atmospheric data
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AWIPS/WFO- Advanced WARP Analysis P
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longer-term domestic and internatio
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example, the ceiling and visibility
Page 113 and 114:
WARP TWIP ITWS CWIN Information Dis
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Constraints modeling can be perform
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Figure 6.4 shows a template for ill
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National Level. Improved Traffic Fl
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of flight plan management and mediu
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The component of the spacing buffer
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6.2.5 NAS Surface Figure 6.9 shows
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trades involved in this step will r
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exchange of traffic rights.” (Don
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above, the agency’s organizationa
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concepts under consideration for th
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1.2.4. A coordinated traffic flow p
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Concepts Requirements Trades Evalua
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2. Intent: The research area identi
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Acknowledgments The Boeing team wor
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Eurocontrol (1996), Meeting Europe
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Schadt, J and Rockel, B. (1996),
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Warren, A.W. (1994), “A New Metho
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Table A-1 Communication Application
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Table A-3 Communication Media Techn
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A.2 Navigation The navigation techn
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Table A-5 Navigation Processors Pro
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standardized as VDL Mode-4. Both sy
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Table A-6 Surveillance Inventory Su
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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
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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