Air Traffic Management Concept Baseline Definition - The Boeing ...
Air Traffic Management Concept Baseline Definition - The Boeing ... Air Traffic Management Concept Baseline Definition - The Boeing ...
Surface Movement Information requirements Separation Assurance Table C-1 Comparison of FAA 2005 and Users’ 2005 Operational Concepts FAA 2005 User 2005 More data link messages for GA including clearance delivery, taxi instructions, basic meteorological information, current weather maps Automated ATIS message recorded for transmission over synthetic voice Automated ATIS message recorded for transmission over synthetic voice or or digital data link digital data link for DOD Weather advisories automatically transmitted over synthetic voice or Weather conditions provided over data link to more users at more airports digital data link Taxi schedules automatically incorporate departure clearances, aircraft Taxi routes data linked to the cockpit. Aircraft receive positions of other aircraft location, and aircraft type on the airport surface. Taxi clearances and instructions data linked to cockpit for DOD Departure clearances that incorporate enhanced flight plan information including pilot requested ascent and descent profiles and cruise speed and altitude provided over data link More data link messages for GA including clearance delivery, taxi instructions, basic meteorological information, current weather maps Surface movement information system provides environmental and operational conditions and sends updates to NAS wide information system; this information used for ATIS message Surface movement information system and NAS-wide information system Aircraft coordinate with ATC regarding pushback and departure times. interface with surface and airborne surveillance information, flight Pushback clearances include specific aircraft location, aircraft type, and information, weather, and traffic management system sequencing number. Separation assurance by service provider through visual cues including Satellite-based surveillance broadcasts provide enhanced situation display of enhanced situation displays and surface detection equipment that receive surrounding surface traffic to the pilot and display the aircraft's broadcast of satellite navigation derived position data Pilots continue to rely on visual cues for separation assurance; some aircraft equipped with moving map display in cockpit; some aircraft equipped with conflict detection logic with moving map display Cockpit display of position information from other aircraft. ATC monitors aircraft movement and possible conflicts 164
Surface Movement Efficiency Table C-1 Comparison of FAA 2005 and Users’ 2005 Operational Concepts FAA 2005 User 2005 Ramp service providers sequence and meter aircraft movement at gates Ramp service providers sequence and meter aircraft movement at gates and and ramp areas using situation displays that interface with decision ramp areas using situation displays that interface with decision support systems support systems and control tower personnel and control tower personnel Service provider coordinates with airline ramp and airport operators to efficiently sequence aircraft on the airport surface Traffic flow service provider establishes initial taxi times based on weather and airport configuration and adjust parameters as needed Tower automation uses timely aircraft information from NAS-wide information system to establish a realistic set of schedules for departures, arrivals, and surface traffic Traffic flow service provider coordinates with arrival/departure traffic flow service provider Reduced taxi occupancy times achieved through decision support systems Reduced taxi occupancy times achieved through decision su pport systems Surveillance Satellite-based surveillance broadcasts Gaps Doesn’t detail how runway occupancy could be increased. Doesn’t detail how airfield capacity might be increased. Doesn’t detail how runway occupancy could be increased. Doesn’t detail how airfield capacity might be increased. Differences Concentrates on ground systems Concentrates on air side Key Aspects A lot of references to automation. Concentrates on efficiency. 165
- 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 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: Surface Movement Automation require
- 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
Surface<br />
Movement<br />
Efficiency<br />
Table C-1<br />
Comparison of FAA 2005 and Users’ 2005 Operational <strong>Concept</strong>s<br />
FAA 2005 User 2005<br />
Ramp service providers sequence and meter aircraft movement at gates Ramp service providers sequence and meter aircraft movement at gates and<br />
and ramp areas using situation displays that interface with decision ramp areas using situation displays that interface with decision support systems<br />
support systems and control tower personnel<br />
and control tower personnel<br />
Service provider coordinates with airline ramp and airport operators to<br />
efficiently sequence aircraft on the airport surface<br />
<strong>Traffic</strong> flow service provider establishes initial taxi times based on<br />
weather and airport configuration and adjust parameters as needed<br />
Tower automation uses timely aircraft information from NAS-wide information<br />
system to establish a realistic set of schedules for departures, arrivals, and<br />
surface traffic<br />
<strong>Traffic</strong> flow service provider coordinates with arrival/departure traffic<br />
flow service provider<br />
Reduced taxi occupancy times achieved through decision support systems Reduced taxi occupancy times achieved through decision su pport systems<br />
Surveillance<br />
Satellite-based surveillance broadcasts<br />
Gaps<br />
Doesn’t detail how runway occupancy could be increased.<br />
Doesn’t detail how airfield capacity might be increased.<br />
Doesn’t detail how runway occupancy could be increased.<br />
Doesn’t detail how airfield capacity might be increased.<br />
Differences Concentrates on ground systems Concentrates on air side<br />
Key Aspects A lot of references to automation.<br />
Concentrates on efficiency.<br />
165
Change language