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

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usiness objectives of growth (capacity), efficiency, affordability, and safety, identifying and accounting for the possible effects of constraints that may limit the achievement of any particular objective. The stakeholders often have competing objectives, and a viable operational concept will include a reasonable compromise among these objectives to reduce political risk to system implementation. A part of this study has included the conduct of a stakeholder survey of future system needs. This survey is provided as a separate document, NAS Stakeholder Needs. Stakeholders interviewed were: Air Transport Association (ATA), Regional Airline Association (RAA), National Business Aviation Association (NBAA), General Aviation Manufacturers Association (GAMA), Aircraft Owners and Pilots Association (AOPA), Helicopter Association International (HAI), Department of Defense (DOD), Airports Council International - North America (ACI-NA), Air Line Pilots Association (ALPA), National Air Traffic Controllers Association (NATCA), and Airline Dispatchers Federation (ADF). The document identifies a wide-ranging number of stakeholder issues. These are grouped into potential system metrics of capacity, efficiency, safety, affordability, and access and tallied by number of responses across all the interviewed groups in Figure 2.4. Capacity Need Category Efficiency Safety Affordability Access 0 5 10 15 20 25 30 Tally Figure 2.4 User Needs Categories This study has identified relevant industry activities that provide the basis for the beginnings of the air transportation system mission needs analysis necessary for establishing system requirements which drive system architecture definition. The focus is on the capacity, safety and efficiency needs, which are the primary focus of the air carrier segment, but mission needs analysis needs to encompass all of the stakeholders’ high level objectives and future system needs, as part of the consensus development process. Affordability is addressed as part of the evaluation phase and discussed in Section 2.3.6, Transition Planning and Tradeoff Analysis. American Airlines (AA) and Sabre Decision Technologies (SDT) have conducted an NAS simulation of the air carrier operations for the next twenty years to examine the system capacity needs over time. The simulation study summarized here is documented in the 14
Free Flight White Paper on System Capacity (Chew, 1997). The objective of the study was the identification of a ‘critical’ year when the airline hub operating integrity threshold is reached. The American Airline NAS study uses the 1996 Official Airline Guide (OAG) as the starting point for analysis, representing over 18,000 flights per day. 100.00% 90.00% Actual Simulation - AA Percent of Flights Within 80.00% 70.00% 60.00% 50.00% 40.00% 30.00% 20.00% 10.00% 0.00% 2 4 6 8 10 12 14 16 18 20 22 Delay in Minutes 24 26 28 30 32 >33 Figure 2.5 American Airlines NAS Study Validated with Actual Delay Data A simulation was conducted representing the jet traffic operating over 4,000 routes among the 50 busiest U.S. airports. An annualized traffic growth of 2.3% was assumed, based on a 4% growth in passenger enplanements. These values are consistent with FAA and Boeing 1996 market outlook estimates. Current NAS separation standards were estimated at 7 nm en route, 2 nm in the terminal area and between 1.9 and 4.5 nm for wake vortex avoidance. Figure 2.5 indicates the model output compared with observed American Airlines data on system delay. The comparison shows that the 1996 simulation data agrees well with empirical results. The analysis examines the change in the average delay system wide, with growth in traffic, as well as the growth in the percentage of flights which experience more than 15 minutes of delay in the system. The 15 minute delay figure is considered key to maintaining hub integrity and provides a good indicator as to the hub viability. The simulation results in Figure 2.6 indicate that the 15 minute delay statistic grows faster than the average delay value. American’s study indicates delay problems in the NAS will become significant by the 2005 to 2007 time frame. 15
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 and 24: • The goals of various users are
Page 25: considerations are key to evaluatin
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
Page 75 and 76: 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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