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

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60% 50% 40% All Durations > Fifteen Minutes 30% 20% 10% 0% Thunderstorms Fog Visibility Figure 2.13 Distribution of Airport Delay by Weather and Duration Source: Weber, M. et al (1991) With no capacity for growth, the system will adapt in some less than optimal way. Examples include (1) schedules spread from desired peak times, (2) aircraft size increases more rapidly than desired, (3) ability to compete with frequency is limited, (4) slot constraints increase, (5) smaller cities lose service, (6) delays increase, (7) block times increase, and (8) other transportation modes become more competitive. Each of these adaptation mechanisms has an associated cost. Ultimately, any adaptation the system is forced to take because of a lack of capacity causes ‘waste’, increasing the cost of air travel. Constraints on the system limit the ability of carriers to compete freely. Some carriers may lose the ability to respond competitively to the marketplace. Transition Analysis Model: The constraints model is used as a template for determining specific technology initiatives by phase of flight and by benefit category. A time-phased approach, considering short- and long-term technologies, is then applied to determine the phasing of technology for an airspace region of interest. The procedures and technologies must be in place in each transition phase for throughput to increase. This modeling process provides the basis for a systematic evaluation of alternative technologies. It also supports the development of ATM operational concepts. The output of these phased technologies provides an input to an economic model evaluation. Each transition has potential user benefits, costs, timing, and risk elements that can be evaluated in the economic modeling. These can be used as the basis of the performance of the technology and procedural tradeoff studies that need to be conducted. Depending on the results of the mission analysis, transitions can be developed, based on capacity, safety, efficiency or productivity needs. Detailed NAS future capacity transitions, for each of the operating phases, are provided in Section 6 of this report. Economic Modeling: The development of economic models is the last step in the CAFT process. These models evaluate costs, benefits, timing, and risk for each phase of transition. For a given phase, the return on investment is evaluated for each technical solution for each alternative. Figure 2.14 illustrates the typical steps in the development of an economic model. 24
• Problem Statement • Alternatives • Assum ptions Assess Investm ent & Operations Cost Impact Cost Inform ation Assess Risk & Resolution Time Convert Benefit Mechanisms to $ Benefit Inform ation Analyze Model Outputs Probability of Success Develop Rules for Modeling Benefits Phasing of Benefits Recommended Changes to Plans Figure 2.14 Economic Modeling Process 25
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 and 34: Special Committees. The paper, with
Page 35: efficiency-constraints model that i
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
Page 85 and 86: 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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