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

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Table C-1 Comparison of FAA 2005 and Users’ 2005 Operational Concepts Oceanic FAA 2005 User 2005 Airspace structure Capacity increase Conflict detection and resolution Separation assurance Trajectories flown instead of tracks facilitated by full surveillance, better navigation tools, real time communications and automated data exchange between pilot and controller via data link. Reduced separation and dynamic management of route structures help user formulate and request preferred flight profile. Structure changes dynamically based on weather, demand and user preferences. If demand exceeds capacity, changes to airspace structure and trajectories made dynamically. Procedural changes in separation through improved infrastructure. Oceanic separation minima massively reduced allowing corresponding increase in traffic demand. Real time position data and continuously updated trajectory projections virtually eliminate manual control procedures in Oceanic airspace. Improvements in navigation, communication and the use of surveillance are paramount enablers of reduced separation. Service providers strategic in providing these functions plus solutions to traffic congestion and demand for user-defined trajectories using new tools and procedures. Service providers have same decision support tools available as en route controllers Separation standards and procedures are derived from radar control techniques. Service providers use tools to prevent aircraft entering restricted airspace. Aircraft crossing Air Defense boundaries reported to the military. Decision support systems and traffic display similar to en route. Separation standards may differ. Environment creates opportunity for transfer of responsibility to the pilot for specific operations. CDTI creates pilot situational awareness of nearby traffic. Utilizes aircraft broadcast of satellite-based position Trajectories flown instead of tracks facilitated by full surveillance, better navigation tools, real time communications and automated data exchange between pilot and controller via data link. User-preferred routes replace the oceanic track system. Structure changes dynamically based on weather, demand and user preferences. Procedural changes in separation through improved infrastructure. Vertical, longitudinal and lateral reductions in separation. More precise monitoring of separation and conformance through surveillance. Improvements in navigation, communication and the use of surveillance are paramount enablers of reduced separation. Service providers strategic in providing these functions plus solutions to traffic congestion and demand for user-defined trajectories using new tools and procedures. Higher degree of cockpit responsibility necessitates appropriate support aids. Decision support systems and traffic display similar to en route. Higher degree of cockpit responsibility necessitates appropriate support aids. Cockpit self-separation provides immediate situation assessment, communications (i.e. air-to-air) and greatly reduced separation standards. 170
Table C-1 Comparison of FAA 2005 and Users’ 2005 Operational Concepts Oceanic FAA 2005 User 2005 Separation assurance Communications Surveillance Interoperability Pilots coordinate specific maneuvers with service provider using CDTI to supplement ATC big picture. ATC conflict probe supplements pilot support of climb, descent, crossing and merging traffic. Separation standards and procedures are derived from radar control techniques. Aircraft navigation using global satellite navigation system....improved accuracy generates required safety for reduced separation standards. SATCOM and electronic messaging allow more interactive and dynamic environment, supporting cooperative activities among flight crews, AOCs and service providers. Rapid delivery of clearances by the service providers, and responses by the flight deck, are achieved through increasingly common use of data link. Data link and expanded radio coverage provide direct air-to-ground communications (both digital and voice). Satellite navigation systems, and data link allow more accurate and frequent traffic position updates. Service providers use visual displays to monitor traffic situation in oceanic airspace. Harmonized NAS/ICAO oceanic system where data presented to service provider in same/similar form. Route and airspace flexibility is achieved as Oceanic airspace is integrated into the global grid of named locations. This flexibility is maximized through seamless coordination within and between facilities. Coordination/data exchange between sectors automated to increase efficiency and productivity of service providers. NAS oceanic service providers coordinate with their oceanic neighbors to agree on a common set of rules and operational procedures for a harmonized oceanic system. Pilots coordinate specific maneuvers with service provider using CDTI to supplement ATC big picture. Improved inter- and intra-communication among air traffic service providers and NAS users. Harmonized NAS/ICAO oceanic system where data presented to service provider in same/similar form. 171
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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
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trades involved in this step will r
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exchange of traffic rights.” (Don
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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 and 178: Surface Movement Efficiency Table C
Page 179 and 180: Arrivals/ Departures Automation/ de
Page 181: 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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