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

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Preface This report documents research undertaken by the National Center of Excellence for Aviation Operations Research, under Federal Aviation Administration Research Grant Number 96-C-001. This document has not been reviewed by the Federal Aviation Administration (FAA). Any opinions expressed herein do not necessarily reflect those of the FAA or the U.S. Department of Transportation. This document consists of the ATM Concept Baseline Definition, which incorporates material from the NAS Stakeholders Needs report prepared as a separate volume. The NAS Stakeholders Needs report should be viewed as an adjunct to this volume, and is included as part of Boeing’s submission under NEXTOR Contract #DTFA03-97-00004, Subagreement #SA1636JB. ii
Executive Summary This report presents an operational concept for the U.S. National Airspace System (NAS) through the year 2015, including a transition path from the current system. This concept was developed by Boeing Commercial Airplane Group for NASA’s Advanced Air Transportation Technologies (AATT) program, under subcontract with NEXTOR (National Center of Excellence for Aviation Operations Research). The operational concept presented here is aimed at driving research to support preliminary design decisions for the NAS, which will produce top level technical and human factors requirements to achieve the system mission. Detailed concept validation research must then be performed, where technology and human factors will be combined with economic evaluation of concept components to fully define the operational concept and architecture. Thus, the concept presented here, although well supported by rationale as to what might be feasible in the next two decades, must be subjected to critical analysis and validation. A companion report presents the results of a survey of NAS stakeholder needs, conducted May-August 1997, which details stakeholders’ concerns about terminal area capacity and access to airspace through 2015. Stakeholders also expressed the need to maintain or improve safety in the NAS, and a need for increased emphasis on human factors research. This report discusses the various factors that can force change in the NAS, and develops a rationale for considering traffic growth as the primary driver for the ATM operational concept. The NAS mission goals are defined in terms of safety, capacity and efficiency, and a scenario is presented that predicts NAS traffic gridlock by 2006, where the terminal area will be the primary choke point. If not averted, this will make current airline hubbing operations infeasible, lead to escalation of operating costs and constrain economic growth. This scenario is used as the basis for the operational concept, and high density operations are emphasized in the report. Highlights of the concept evolution presented in this report are: 1. Airspace will be configured to support a certain density of operation, ranging from high to low, through dynamic partitioning. 2. Access to airspace will be based on the required system performance for the airspace operation. A given aircraft will be qualified to a maximum Required System Performance (RSP) level in which it can operate. RSP is developed by considering ATM-related safety through an analysis of collision risk for the overall separation assurance function. 3. A uniform CNS infrastructure performance is assumed to be provided throughout the NAS, except for Category II-III landing and surface operations. 4. High density separation services will be provided neither by procedural nor radar separation, but by a new precision form of separation assurance. This will allow system throughput to be maximized where shared precision trajectory intent and a universal time reference are assumed. 5. Low density separation services will be provided in other airspace, where user freedom to select and modify the flight trajectory is allowed. iii
Page 1: Air Traffic Management Concept Base
Page 5 and 6: Table of Contents 1 Introduction...
Page 7 and 8: List of Figures 2.1 System Developm
Page 9 and 10: Acronyms AAS AATT ACARS ACP ADF ADF
Page 11 and 12: KIAS LAAS LAHSO LLWAS MAC MCP MDCRS
Page 13 and 14: 1 Introduction This report presents
Page 15 and 16: unknown technology, and thus the co
Page 17 and 18: 2 The NAS ATM System Development Pr
Page 19 and 20: System Requirements & Objectives Va
Page 21 and 22: technologies needed for initial tra
Page 23 and 24: • The goals of various users are
Page 25 and 26: considerations are key to evaluatin
Page 27 and 28: Free Flight White Paper on System C
Page 29 and 30: 4.5 4.3 4 3.7 Current NAS Future NA
Page 31 and 32: elated component will increase with
Page 33 and 34: Special Committees. The paper, with
Page 35 and 36: efficiency-constraints model that i
Page 37 and 38: • Problem Statement • Alternati
Page 39 and 40: • The highly peaked nature of air
Page 41 and 42: • Sector-level flow planning Each
Page 43 and 44: • Flow managers Figure 3.3 shows
Page 45 and 46: traffic situation as it currently a
Page 47 and 48: • It is probable that the process
Page 49 and 50: 3.3. Event-based trajectory deviati
Page 51 and 52: 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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above, the agency’s organizationa
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concepts under consideration for th
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1.2.4. A coordinated traffic flow p
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Concepts Requirements Trades Evalua
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2. Intent: The research area identi
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Acknowledgments The Boeing team wor
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Eurocontrol (1996), Meeting Europe
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Schadt, J and Rockel, B. (1996),
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Warren, A.W. (1994), “A New Metho
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Table A-1 Communication Application
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Table A-3 Communication Media Techn
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A.2 Navigation The navigation techn
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Table A-5 Navigation Processors Pro
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standardized as VDL Mode-4. Both sy
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Table A-6 Surveillance Inventory Su
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Appendix B. Global Scenario Issue T
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Issue # 2: Some Limitations of Futu
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aviation. it was agreed that ICAO
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• IPT architecture efforts are li
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Terminal Replacement System (STARS)
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5) Air Traffic Control: Complete an
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Appendix C. Comparison of FAA 2005
Page 175 and 176:
Surface Movement Automation require
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Surface Movement Efficiency Table C
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Arrivals/ Departures Automation/ de
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Table C-1 Comparison of FAA 2005 an
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Table C-1 Comparison of FAA 2005 an
Page 185 and 186:
Appendix D. Transition Database Thi
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Enabler Grouping Number NAS5.1 NAS5
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Enabler Grouping Number Enabler Ena
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Table D-1 Enabler Grouping Number E
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Table D-1 Enabler Grouping Number E
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Appendix E. Constraints Model Traff
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Approach Configuration - Approach P
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