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

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Traffic Demand Scenarios Alternative Operational Concepts Mission Requirements •Stakeholder Objectives •Safety Constraints Goals • Safety • Capacity • Efficiency Concept Development •Enroute • Term/Surface •Aircraft Revise Concept Synthesis System Design and Implementation Required Performance Analysis RSP: • RCP, RNP, RMP • Operational Improvements Human Factors and Operations Available and Emerging Technologies Concept Evaluation • Technology Alternatives • Safety Analysis • Economic Analysis Revise Performance Metrics System Development and Integration •Architecture • Simulation • Prototyping Decision Concept Definition ATM System Specs Evaluaton Figure 2.2 Requirements, Concepts, and Architecture The analysis of risk and the various forms of uncertainty which can influence system development is summarized here. In this instance, risk may be defined as the chance that predictions of future requirements will be significantly in error or that measures to accommodate growth will be unsuccessful. Major elements of risk can be found in the technical area, in politics, in regulation and in pressure on the stakeholders. Planning major changes over so extended a period carries a great deal of risk and there are many variables which must be taken into account. There are several possible scenarios: • Traffic growth projections for the future may be too conservative, and growth may exceed expectations. Such initiatives may also result in growth in unexpected areas increasing the uncertainty associated with regional change. • Traffic growth may not meet expectations, which are based on expected passenger demand, in turn dependent on economic growth assumptions. • Traffic growth is normally assumed to be linear with time, whereas regional change may be much greater in some markets than others or the nature of the growth (pointto-point versus hub-and-spoke service) may change. The following material summarizes technical, political, regulatory and stakeholder risk. Technical Risk • The pace of technological advancement may render solutions under development obsolete even before they are implemented. Users are aware that some of the 8
technologies needed for initial transition steps may need to be replaced or augmented if expected air transportation system (ATS) changes are to occur later, and benefits are to be realized. Users may delay implementation of enhancements, allowing delays to grow, in turn reducing demand. • Future operational concepts rely on the benefits (ultimately financial) to be realized through the use of technological and procedural changes, many of which are currently theoretical. Some of these postulated solutions may be shown to be impractical or even impossible. • The technological and operational solutions may work but expected benefits may not be realized. • The solutions may be too costly, resulting in failure to achieve the critical mass of users. • It may prove to be impossible to make technological advances which meet the diverse requirements of users and regulators. • The global aviation community may find it impossible to arrive at common technological and operational solutions resulting in excessive cost of full implementation. • System and operating standards are developed, to a large degree, by volunteer bodies which meet only on an occasional basis. Such an approach results in slow development of standards and consequent delays in development of hardware, software and procedures. • Telecommunications developments like video conferencing could find higher acceptance as alternatives to business travel, traditionally a source of high profits for airlines. Business aviation radio bands might also be taken over by telecommunications interests. Political Risk • Sub-regional implementations of Future Air Navigation System (FANS) (e.g. FANSTAR) could spur the industry into a more aggressive approach to the transition process. • Restricted funding of Civil Aviation Authority or privatized service provider programs might delay the airlines’ ability to realize benefits from new technologies, which would result in increased delays and less growth. • The funding of ground infrastructure improvement might be delayed or accelerated changing the economic benefit picture for users. • The trend toward charging system users more directly for services will change airline profitability pictures and/or increase ticket prices or even discourage general aviation proliferation. 9
Page 1 and 2: Air Traffic Management Concept Base
Page 3 and 4: Executive Summary This report prese
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: System Requirements & Objectives Va
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
Page 53 and 54: The answer to this question is like
Page 55 and 56: Flight Schedule Flight Planning Fil
Page 57 and 58: 4 Human Factors This section addres
Page 59 and 60: 4.2.3 Human Factors Support For Imp
Page 61 and 62: “System designers, regulators, an
Page 63 and 64: arbitrating wherever intents confli
Page 65 and 66: aircraft-to-aircraft separation res
Page 67 and 68: 5 Available and Emerging Technology
Page 69 and 70: 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
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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
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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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