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

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defined and quantified, a critical question to be asked is: how must the roles and responsibilities be changed to assure the maximum likelihood that the future mission needs will be met Traffic Flow Management S ystem T raffic Manager Sector Controller Controller Decision Support S ystem ATC Airline Airline Operational C ontrol S ystem Dispatcher Work System Flight Crew Flight Management System Figure 2.10 Primary System Agents The basic air traffic management services of the system include: air traffic control, air traffic flow management, airspace management, flight information services, navigation services and search and rescue. We have assumed, in the mission analysis, that satisfaction of system demand is the key driver on system modernization needs. Central to the air traffic control function is separation assurance. Separation minima, as enforced between IFR flights, are the primary determinants of the realized safety and theoretical throughput of a given air traffic system. The correct sizing of the long term system needs is a central modernization issue. Section 3 of this report examines implications of operating roles and responsibilities, given the postulated system needs, and focuses on research issues central to the development of a system whose capacity, safety, efficiency and productivity levels meet projected user needs over the system life. 2.3.4 System Technical Requirements Boeing believes that the separation assurance function is key to realizing fundamental system capacity and safety long range needs. In support of this thesis, Boeing has postulated a concept, Required System Performance (RSP), intended to characterize airspace and/or aircraft operating in airspace, and the level of separation service applicable. In 1996, a white paper was prepared for the RTCA Technical Management Committee on RSP (Nakamura and Schwab, 1996). This paper was endorsed by the RTCA group, and was the basis for the coordinated development of RSP across several existing RTCA 20
Special Committees. The paper, with minor modifications, was also submitted to the International Civil Aviation Organization (ICAO) Separation Panel meeting later in 1996. The paper states that the definition of required air navigation system performance should encompass navigation, communications and monitoring (or surveillance) performance and provide a related, high level characterization of the air navigation environment, RSP. The thesis of the paper is that RSP is best characterized by the traditional airspace attribute of separation minima. The paper asserts that the concept of separation minima is the primary airspace performance determinant. As indicated in Figure 2.11, for procedural environments, this separation standard is primarily related to navigation performance. In radar environments, however, with direct controller-pilot voice communications, each of the communications, navigation and surveillance (or monitoring) factors becomes important in a complex interaction of aircraft navigation, air-ground communications, radar surveillance and air traffic service-airplane interaction. Thus the concept of RSP necessarily contains elements of navigation, communications and surveillance performance. These RSP components establish the basis for an environment in which operational access approval is explicitly performance-based, in place of current practice in which the basis of approval is indirect and implicitly related to capability, based on equipage sets including navigation sensors used. 95% Navigation Performance (nm) 20 16 12 8 Procedural Environments Oceanic Base Operation NATS MNPS Proposed RNP 4 Standard RNP 4 with Proven Containment Standard RADAR Standard 4 100 80 60 40 20 0 LATERAL SEPARATION MINIMA (nm) Figure 2.11 System Performance and Separations A key element to the successful definition of system performance is that the rare- and nonnormal system performance will fundamentally drive system safety-related performance. Thus, required navigation performance (RNP) must address 95% accuracy for navigation availability and navigation system integrity level supported. Similarly, for communications and monitoring, the normal, rare-normal, and non-normal (both detected and undetected failure rates) must be specified, to insure system design that will support the future mission capacity, safety and efficiency levels. 21
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 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: elated component will increase 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
Page 77 and 78: is needed to develop cockpit displa
Page 79 and 80: ATC Voice Procedures Waypoint Repor
Page 81 and 82: 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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