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

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Table A-6 Surveillance Inventory Surveillance System Inputs Outputs Performance Availability ADS - B Listening Stations (5) ADS - Broadcasts Backup Interrogations Earth Ref. States Air Ref. States (3) Flight Intent Mode - S Services (DAP) Similar to ADS-C Downlink via Mode-S Radars ADS Reporting Svcs Earth Ref. States Air Ref. States Flight Intent (2) Meteo Reporting (2) Traffic Information Services (TIS,TIS-B) Mode-S Radar Tracks Predicted Relative Position States for CDTI / Traffic Alerting Notes: (1) VHF / HF / SATCOM transmission media (2) Outputs for strategic path predictions (3) Air Reference States only broadcast as backup to Earth Reference States (4) 1090 Mhz frequency shared with Mode-S radars and TCAS (5) Proposed for Radar augmentation or system replacement Range Coverage ~ 60 - 250 nm Report Update Rate ~ 3 - 12 sec Reception Prob. > 0.9 Near GPS Accuracies Range, Detection Prob. & Update Rate Equivalent to SSR Message Content & Accuracies Equivalent to Contract ADS TIS Metrics Include: Relative Range Coverage ~ 7 nm Relative Altitude Cvg ~ 1200 ft Range Resolution ~ 2 nm Bearing Resolution ~ 6 deg • Pre-operational 1996 (STDMA) • Initial operations 2004 • Pre-operational 1999 • Initial operations 2003 • Pre-operational 1997 • Initial operations 1998 148
Appendix B. Global Scenario Issue Texts The Global Scenario is based on 13 issues which were constructed to organize the scenario writing found in section 7.1. These 13 issues emerged from a select reading from a number of diverse government, industry, and other sources related to the future operational configuration of the NAS. Below is a list of these 13 issues including the select fragments of texts marked by their appropriate reference number and page. Also indicated after each portion of text are six relevant broad scenario categories which are also presented in section 2.3.1.. These categories are: 1) Economics/Markets (E), 2) Organizational/Institutional/Operational (O), 3) Technological/Scientific (T), 4) Social/Political (S), 5) Environmental (ENV), and 6) Human-centered/System-centered (H). A brief description of each broad category follows: Economics/Markets (E) This category reviews the best estimates and forecasts for future air traffic growth and demand figures including a few corresponding issues associated with increased air traffic. Organizational/Institutional/Operational (O) Under this category a select sample of issues such as workload, organizational structure and culture, and operational considerations were collated. Technological/Scientific (T) The increasingly technoscientific NAS operational infrastructure introduces a number of potential pitalls as well as promises. Issues related to widely utilized computer and information technology based support and automation are captured by this category. Social/Political (S) In a growing global context of air traffic flows, this category aims to present some of the potential political and social issues which may impact future operations. Environmental (ENV) This category focuses on possible constraints stemming from tougher future environmental regulations. Human-centered/System-centered (A) The human/system related issues such as human-centered ATM design and structure are presented under this category. Issue # 1: Air Traffic Growth and Demand: Twenty Year Outlook • Major projections for the twenty for the twenty-year period 1997-2016 are: worldwide economic growth will average 3.2% per year. traffic growth will average 4.9% per year. 149
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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
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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
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 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: Table A-6 Surveillance Inventory Su
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
Page 187 and 188: Enabler Grouping Number NAS5.1 NAS5
Page 189 and 190: Enabler Grouping Number Enabler Ena
Page 191 and 192: Table D-1 Enabler Grouping Number E
Page 193 and 194: Table D-1 Enabler Grouping Number E
Page 195 and 196: Appendix E. Constraints Model Traff
Page 197 and 198: Approach Configuration - Approach P
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