Air Traffic Management Concept Baseline Definition - The Boeing ...
Air Traffic Management Concept Baseline Definition - The Boeing ... Air Traffic Management Concept Baseline Definition - The Boeing ...
Table C-1 Comparison of FAA 2005 and Users’ 2005 Operational Concepts Oceanic FAA 2005 User 2005 Interoperability Differences between separation standards, data processing protocols and other issues worked toward harmonized conclusion. Dynamic changes in airspace structure and trajectories coordinated via electronic data transfer nationally and internationally. Daily airspace structure, alternatives to potential capacity problems and management of traffic over fixes and through gateways coordinated through international collaboration. Flight planning Domestic and oceanic flight planning procedures identical. Flight planning into non-US airspace evolves in concert with ICAO procedures. Overview Greatly reduced separation. Trajectories flown instead of tracks. Dynamic changes in airspace structure. Dynamic changes in trajectories. Real time position data and communications create en-route-like Pilot gains responsibility for separation in some circumstances using CDTI. environment. Same support tools provided. Overview Inter-sector, civil/military and international coordination via electronic Cooperation among service providers and users. data exchange. Conflict probe. International harmonization. Increasing use of data link. Gaps No reference to long-range communications other than satellite-based. Differences No recognition of dynamic re-routing. No reference to flight planning. No recognition of separation reduction in three dimensions. Key Aspects International harmonization and coordination. Availability of ADS-B Real-time surveillance and communication. CDTI. Reduced separation. 172
Appendix D. Transition Database This appendix presents a database that captures the relationships between the operational enhancement steps and the enablers in Figures 6.4-9. The first column in the tables, Enabler Grouping Number, presents the number assigned to the enabler grouping. All of the enablers start with a “NAS” for this operatonal concept and are assigned a number as follows: 1.0 - Navigation 2.0 - Surveillance 3.0 - Airspace 4.0 - Communication 5.0 - ATM tools 6.0 - Weather 7.0 - Airport Enhancements 8.0 - Not modeled 9.0 - Enhanced Flow Management The second column presents the name of the specific enabler and the third column, presents the name of the enabler grouping. The fourth column, Capacity Benefit Mechanism, presents the capacity benefit to be gained from the operational enhancement. The fifth column, Reference Figure Number, provides the figure number in Section 6 in which this enhancement appears. The sixth column, Capacity Operational Enhancement, provides the operational enhancement to be gained from that specific enabler. The ninth column, Source, provides the name of the document from which the enabler is presented. In this table, the document used is the ATM Concept Baseline Report. Other databases have been developed by the C/AFT for Free Flight, EATCHIP and IATA plans, as discussed in Section 6. 173
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Table C-1<br />
Comparison of FAA 2005 and Users’ 2005 Operational <strong>Concept</strong>s<br />
Oceanic FAA 2005 User 2005<br />
Interoperability Differences between separation standards, data processing protocols<br />
and other issues worked toward harmonized conclusion.<br />
Dynamic changes in airspace structure and trajectories coordinated via<br />
electronic data transfer nationally and internationally.<br />
Daily airspace structure, alternatives to potential capacity problems and<br />
management of traffic over fixes and through gateways coordinated<br />
through international collaboration.<br />
Flight planning Domestic and oceanic flight planning procedures identical.<br />
Flight planning into non-US airspace evolves in concert with ICAO<br />
procedures.<br />
Overview Greatly reduced separation. Trajectories flown instead of tracks.<br />
Dynamic changes in airspace structure.<br />
Dynamic changes in trajectories.<br />
Real time position data and communications create en-route-like Pilot gains responsibility for separation in some circumstances using CDTI.<br />
environment. Same support tools provided.<br />
Overview<br />
Inter-sector, civil/military and international coordination via electronic Cooperation among service providers and users.<br />
data exchange.<br />
Conflict probe.<br />
International harmonization.<br />
Increasing use of data link.<br />
Gaps<br />
No reference to long-range communications other than satellite-based.<br />
Differences<br />
No recognition of dynamic re-routing.<br />
No reference to flight planning.<br />
No recognition of separation reduction in three dimensions.<br />
Key Aspects International harmonization and coordination. Availability of ADS-B<br />
Real-time surveillance and communication.<br />
CDTI.<br />
Reduced separation.<br />
172
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