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

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The RSP model described above relates the system level performance (capacity and safety) to the sub-system performance elements for communications, navigation and surveillance (CNS). Additionally, in an intervention ATC environment such as radar, models and safety assessment techniques are needed to determine the impact of human performance, together with decision support performance and CNS element performance on system performance levels. In Section 3 of this document, a first-cut system separation model is developed, identifying the separation functions into: detection, response and response frequency considerations. These provide the basis for the allocation of performance objectives to subsystem elements, and the quantification of expected safety and system throughput levels. 2.3.5 Technology and Human Factors Analysis A vital issue to the development of a successful new air traffic system is ensuring that human performance capabilities and responsibilities are respected as new technologies are deployed. The safety criticality of the system magnifies the importance of the need to respect human performance and capabilities. Especially, in the preliminary design phase of program development, we lack tools and methods for examining the issues of functions and task design and allocation, and thus are unable to clearly determine which are best done by humans and those activities which are best automated. A number of issues explored in Section 4 of this report identify the need for developing a comprehensive, integrated description of human behavior (both physical and cognitive) in the system; consideration of human performance capabilities and limitations, starting at concept definition; the need for human factors support through implementation, including education and training requirements for transition and maintenance of new systems; and the need to consider the entire range of possible operating condition in assessing human performance. Specific domain issues include dependency on decision support systems; situational awareness; and intent. Other issues identified include the need for structure while maximizing throughput, and the problems with shared responsibility. Current and planned technology elements are cataloged in Section 5. They are described in terms of their potential application to air traffic services; their constituent performance, and their expected system level, installed performance. These technologies can be compared with the allocated technical requirements in order to trade-off the costs and benefits of the alternatives. 2.3.6 Transition Planning and Tradeoff Analyses A critical element of air traffic services planning is the determination of workable system transition steps. To assess the tradeoffs of technology and operational changes, it is necessary to develop tools and methods which organize airspace changes into workable transitions. The CNS/ATM Focused Team (CAFT) is a group of airlines, airframe manufacturers, and service providers. The CAFT process is aimed at making credible investment analyses of alternative system transitions. The analysis process is summarized in Figure 2.12. The tools used in this process includes: (1) cost databases and forecasting tools, (2) a capacity- 22
efficiency-constraints model that identifies key elements of the system affecting system performance, (3) transition logic diagrams linking operational improvements, technology solutions, and benefit mechanisms in phased steps, and (4) economic modeling that assesses the costs, benefits, and risks of the improvements to industry and all stakeholders. Regional Priorities: The process begins with an examination of regional priorities resulting from assessing current system operational effectiveness. As an example of the regional priority of an airline, consider Figure 2.13 which presents the distribution of airport delay by weather and duration. Thunderstorms cause the largest percentage of delay for longer duration events at 20 major U.S. airports. As the duration increases, so does an airline’s operational difficulty and disruption of schedule. This kind of data indicates relative impact of airport operations disruptions by cause of disruption. Constraints Analysis Model: The next part of the process is the constraints analysis modeling, an example of which is presented in detail in Section 6.3. The primary factors that affect throughput in the various phases of the aircraft’s flight through the system are: gate, apron, taxiway, runway, initial climb/final approach, vectoring, standard instrument departures (SID) and standard terminal arrival routes (STAR), and en route operations. Constraints modeling can be performed for system safety, capacity, efficiency, or productivity. The methodology allows examination of the economic, technological, and operational implications of the complex interrelationships among demand, capacity, and delay. Regional Growth Constraints & Operational Costs Regional Priorities Constraints Analysis Performance Factors Benefit Mechanisms, Operational Transitions, and Enablers Costs, Timing, Benefits, Risks Economic Modeling - Market Forecasts - ATA/IATA/NASA ATC Cost Studies - System Performance Measurement - Airport Capacity Studies Regional Plans FreeFlight (U.S.) EATCHIP IATA Independent Recommended Changes to Plans Figure 2.12 The CAFT Analysis Process 23
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 and 32: elated component will increase with
Page 33: Special Committees. The paper, with
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
Page 83 and 84: 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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