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

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Arrivals/ Departures Overview Separation assurance Data processing Table C-1 Comparison of FAA 2005 and Users’ 2005 Operational Concepts FAA 2005 User 2005 Decision support systems assist service provider to assign runways and merge/sequence traffic, based on accurate traffic projections and user preferences. Tools such as FMS, datalink, and satellite navigation allow route flexibility by reducing voice communications and increasing navigational precision. Avionics fits allow an increasingly frequent transfer of responsibility for separation assurance to the flight deck for some types of operations. Pre-defined data link messages, such as altitude clearances and frequency changes, are uplinked to an increasing number of equipped aircraft. Voice communications between service providers and pilots are thereby reduced, giving the service provider additional time for planning functions that help accommodate increased traffic demand. Enhanced ground-to-ground communications systems (both digital and voice) that allow seamless coordination within and between facilities. Disruption in departure and arrival traffic is minimized by improved weather data and displays. These displays enhance safety and efficiency by disclosing weather severity and location Decision support systems help service providers to maintain situation awareness, identify and resolve conflicts, and sequence and space arrival traffic. Separation assurance changes in the following areas: aircraft-to-aircraft separation, aircraft-to-airspace and aircraft-to-terrain/obstruction separation, and departure and arrival planning services Aircraft-to-aircraft separation remains the responsibility of service providers All-weather pilot-pilot separation when deemed appropriate Expanded data acquisition results from inputs by the flight deck, airline operations center, service provider, and interfacing NAS systems Accurate information on SUA status and planned usage is disseminated automatically to the NAS-wide information system. Eliminating numerous coordination calls normally required between facilities Increased pilot situational awareness (ADS/CDTI)better weather and navigation increases safety and efficiency of approaches/departures and leads to better runway utilistation. RNAV capabilities support user preferred arrival/departure routed, climb/decent profiler, runway assignment. CFIT more readily avoided using GPS nav and improved terrain database. Reduced visual minima using specific points to allow easy visual acquisition of traffic. ABS-B/CDTI enable visual approaches where momentary loss of visual target acquisition occurs. ATIS info available via datalink. Dat aavailable on surrounding traffic and w/x displayed on CDTI 166
Arrivals/ Departures Automation/ decision support Traffic Flow Service Table C-1 Comparison of FAA 2005 and Users’ 2005 Operational Concepts FAA 2005 User 2005 Conflict detection and resolution functions consider arrival and departure traffic throughout terminal airspace, separation at the intersection of converging runways, separation between parallel runways, and separation from ground vehicular traffic on the runways. Tower, arrival/departure, and en route service providers have access to identical tools and information regardless of facility In the final portion of the arrival phase, decision support systems facilitate the use of time-based metering to maximize airspace and airport capacity. Focus on establishing the parameters to be used by the support tools, and the tools develop the plan. service providers collaborate with users to resolve congestion problems through adjustment of user schedules. If scheduling inadequate, service providers work with the national traffic management function to solicit user input concerning flow constraints. DoD Equip with MMR’s. TCAS. Gaps Doesn’t refer to where increased capacity is coming from. Differences Not much emphasis on RNAV capabilities or FMS approaches. Little emphasis on ground system. Key Aspects Automation features highly. No real assessment of where increased capacity will come from in a critical part of the airspace. Ground tools enhance final approach spacing - communication direct to pilot who executes more flexible procedures. 167
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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
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longer-term domestic and internatio
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example, the ceiling and visibility
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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
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 and 176: Surface Movement Automation require
Page 177: Surface Movement Efficiency Table C
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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