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

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Thus, in effect, flexibility is restricted in the system today to gain capacity and/or controller productivity. In the future system, it is conceivable that a better balance could be found between throughput and efficiency, but this balance will depend on limitations of human and technology performance, of which the human performance is the more difficult issue. This is discussed in more detail in Section 4.3.3 from the human factors point of view. To guide the design decisions regarding throughput and efficiency, the system developers must continue to keep in mind the fundamental system mission of providing sufficient traffic throughput. 3.2 A Functional View of the Current Concept 3.2.1 Throughput and Safety System throughput is a measure of the realized flow through the system in a given time period. Whereas separation standards are established through an analysis of collision risk, throughput is dependent on the controller’s ability to accommodate traffic demand in the face of uncertainty and disturbances. Periods when demand exceeds capacity in parts of the system can cause an increase in collision risk, and it is important to include functions in the system that prevent such overload. In the NAS operation this is done through flow planning, where a planning horizon of 24 hours is both feasible and appropriate given the daily traffic demand cycle. 3.2.2 Levels of Flow Planning in the System The traffic flow planning function is complicated by the fact that the system is subject to a variety of sources of uncertainty. The three most important ones for the daily plan are: • Weather prediction uncertainty, which affect primarily the arrival phase of flights through airport arrival rates. • Aircraft pushback readiness due to a variety of factors in aircraft turnaround at the gate, which affects primarily the departure phase of flights. • NAS equipment status, which can affect any phase of flight. The uncertainty inherent in the daily flow plan often results in situations where the plan is out of phase with the unfolding situation, leading to possible overloads or wasted capacity. To deal with the uncertainty, the system could: • Reduce the uncertainty level (difficult, but progress is being made) • Provide plenty of room to safely absorb the uncertainty (wasteful) • Modify the plan dynamically to manage the situation as it unfolds The last option, to modify the plan dynamically, is what the NAS is evolving toward in an effort to achieve an acceptable balance between throughput and safety. Thus the NAS includes several levels of planning: • National and regional flow planning • Facility-level flow planning 28
• Sector-level flow planning Each level has a certain planning time horizon and range of possible planning actions, as will be discussed in detail in Section 3.2.4 and 3.2.5. 3.2.3 Levels of Plan Execution in the System Flight and flow plans in the system are executed through a number of functions, the primary ones being: • Aircraft guidance and navigation • Separation assurance • Aircraft on-board collision avoidance The execution functions are discussed in detail in 3.2.4 and 6. 3.2.4 Functional Structure Figure 3.2 shows the functional structure of the air traffic management system in terms of functions directly affecting the process that links real-time traffic demand with actual flight through NAS airspace. Weather Flight Planning Filed Flight Plans Flight Schedule Schedule of Capacities National Flow Planning hrs - day Planning Approved Flight Plans Facility Flow Planning hrs Planned Flow Rates Desired Sector Loads Sector Traffic Planning 5-20 min Clearance Requests Approved Handoffs Negotiate Handoffs Sector Traffic Control 5 min Clearance Requests Execution AOC Vectors Aircraft Aircraft State Guidance and Clearances Navigation < 5 min Traffic Sensor Airline CFMU TMU D-side R-side Real State Plan/Intent Measurement Requests AC State Sensor Pilot Other Aircraft States Efficiency Throughput Safety Increasing Criticality Level Figure 3.2 Air Traffic Management System Functional Structure The diagram in Figure 3.2 illustrates the processes and information flow that make up the traffic planning and separation assurance functions of the system. Figure 3.2 is only one of many possible cross sections through a very large and complex system and hides a considerable amount of detail, but is conceptually valid and useful to serve this discussion of system safety, capacity and efficiency . It is also important to note that Figure 3.2 is an 29
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 and 36: efficiency-constraints model that i
Page 37 and 38: • Problem Statement • Alternati
Page 39: • The highly peaked nature of air
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
Page 87 and 88: The airlines and the FAA have recen
Page 89 and 90: 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
Page 97 and 98:
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),
Page 147 and 148:
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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