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

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Environmental (ENV) This category focuses on possible constraints stemming from tougher future environmental regulations. Human-centered/System-centered (A) The human/system related issues such as human-centered ATM design and structure are presented under this category. The above broad categories support a more specific issues list, itself composed of a collage of texts drawn from the various documented sources. This helps to structure the top level issues in meaningful sets of issues which inform the scenario writing process. It should be noted that the list below is structured and generally ordered beginning at the top with the broader, more external issues first (e.g. environmental, changing international relationships, et. al.) following with more internal issues towards the bottom(e.g. airport capacity, FAA organizational culture and workforce et. al.). This helps to continuously contextualize the many interrelated issues considered in this scenario. The 13 global scenario issues are: Issue # 1: Air traffic growth and demand: twenty year outlook Issue # 2 : Some limitations of future ATM concepts Issue # 3: Changing international relationships Issue # 4: FAA funding reform Issue # 5: Environmental considerations Issue # 6: Air travel and alternatives Issue # 7: GPS and satellite-based navigation Issue # 8: ATC systems architecture Issue # 9: Ground handling Issue # 10: Airport capacity Issue # 11: Management of special use airspace Issue # 12: Airport safety Issue # 13: FAA organizational culture and workforce Section 7.1 presents the single global scenario and Appendix B contains the above issues list as well as the referenced texts from which the scenario was constructed. The approach in this section identifies traffic demand as the single most critical ‘driver’ of future air traffic system needs. The approach relates the future capacity, safety and efficiency needs of the system to assumed traffic growth. The Boeing Current Market Outlook (Boeing, 1997) summarizes the expected growth in air transport to the year 2015 (Figure 2.3). The balance of this section focuses on economic issues and their impact on the demand scenarios for evaluation. The CMO indicates that about two-thirds of world air travel growth is derived from economic growth. Thus economic 12
considerations are key to evaluating future scenarios, but an extensive evaluation needs to consider all of the elements reviewed in Appendix B, Global Scenarios. Figure 2.3 World Airplane Capacity Requirement (1997-2016) The traffic forecasting process begins with a regional analysis of gross domestic product (GDP) and travel share. World GDP rates are assumed to grow between 2 and 3% per year for mature economies. GDP rise accounts for about two-thirds of world air travel growth. Regional differentiation is considerable. From 1997 to 2006 China and Hong Kong are assumed to grow at 7.4% annually, while Western Europe grows at 2.4% and North America at 2.3%. Key assumptions include declining yield and resultant fare changes, the use of flight frequencies in competitive markets, the influence of globalization and world trade and the differentiation of markets by stage length. With these various assumptions, GDP change can be related to travel demand, stated in terms of revenue passenger miles (RPMs) and then to operations counts. Regional flows can be translated into projected schedules, with further assumptions. Ten and twenty year forecasts are produced. Key assumptions stated in the CMO are: gross domestic product and increased value drive air travel, relaxation of airline industry regulation allows increased competition, market forces increasingly determine airline routes, airplane selection and the composition of the world fleet, and air traffic control systems and airport capacities respond to demand. 2.3.2 Analysis of Future System Capacity, Safety and Efficiency Needs The traffic demand defined in the previous paragraph is used to drive an analysis of the system mission. A high level statement of mission requirements includes safety, capacity and efficiency goals for all system stakeholders. The goals are stated in terms of metrics against which all proposed operational concepts can be evaluated. The mission analysis quantifies the predicted traffic demand for the period in which the operational concept is expected to be in use. This demand is derived from stakeholder 13
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 and 20: System Requirements & Objectives Va
Page 21 and 22: technologies needed for initial tra
Page 23: • The goals of various users are
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
Page 71 and 72: A key concept in the definition of
Page 73 and 74: 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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