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

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question of where to put the emphasis for the cockpit, in light of the increased ability to provide information through datalink. Weather Forecast Flight Plans (OAG) Airport Arrival Rates Sector Capacities National Flow Planning Central Flow Management Departure Delays Technical performance parameters: • prediction time horizon: hrs - day • prediction time resolution: 15 mins • spatial resolution: airports, sectors Figure 3.4 CFMU and the Flow Planning Function Weather NAS Status FMS Trajectory Aircraft Position Clearances Nearby Traffic Guidance and Navigation Cockpit Crew Aircraft Position Clearance Requests Technical performance parameters: • prediction time horizon: < 1 min - duration of flight • prediction time resolution: 1 sec • spatial resolution: ANP level Figure 3.5 Cockpit Crew and the Guidance and Navigation Function The sector controller team performs the function of separation assurance, which as illustrated in Figure 3.2 can be divided into two functions, sector traffic planning and traffic control. Depending on traffic complexity and volume, the sector controller team is anywhere from one to four or five persons, with a variety of active and backup roles. Section 4 provides considerable detail on the current nature of this function, and the issues that face the industry regarding potential future changes to roles and responsibilities. It is clear that the performance, both normal and non-normal, of the separation function is at the heart of any discussion about system throughput, and thus the focus in this report is on this critical inner loop in the system. Figure 3.6 illustrates the separation assurance loop, with additional detail showing the primary sub-functions in the loop. The sector planning function’s primary objective is to manage the intervention rate in the sector, i.e. the number of potential conflict situations the sector controller may need to process. The set of flight plans inbound and inside the sector can be considered the primary data input to this function, along with the real-time 32
traffic situation as it currently affects the sector controller’s workload. The sector planner may also need to assist the controller with clearance requests from aircraft that he cannot immediately process. Thus, the sector planner function helps manage the sector controller workload, and is therefore the primary agent in managing exposure to collision risk. Planned Flow Rates Desired Sector Loads Flight Plan Management Conflict Prediction Sector Planning Clearance Requests Approved Handoffs Negotiate Handoffs Sector Control 5-20 min 5 min Clearance Requests Conformance Monitoring Vectors Detection Intervention Clearances Flight Replanning Conformance Collision Avoidance Aircraft flight duration to < 5 min AOC Aircraft State AC Position AC Velocity AC State Sensor Traffic Sensor Other Aircraft States Figure 3.6 The Separation Assurance Loop The sector controller in today’s radar control operation is the only traffic management agent that communicates directly with the aircraft. The functions performed by the sector controller are conformance monitoring and short-term conflict detection and intervention, along with receiving, granting or rejecting route modification requests from the aircraft. This function directly affects the performance of detection and intervention of conflicts. Detection performance depends on the accuracy of the aircraft state sensor, the display resolution and update rate, and the controller’s ability to predict the aircraft trajectory into the future. Intervention performance involves the decision to act on a potential conflict, and the communication of the action to the cockpit crew, which then must intervene and change the flight path. The sector controller is thus a critical component of detection and intervention, and today’s system has very limited backup for failures in either the performance of the function or in the surveillance and communication equipment the function relies on. The cockpit crew is responsible for guidance and navigation according to an agreed upon flight plan, along with replanning for reasons of safety, efficiency or passenger comfort. The cockpit crew contributes to the performance of the intervention function through its response to ATC vectors. The crew also has a safety responsibility to monitor and avoid other aircraft in its immediate vicinity, either visually or through TCAS. This is currently a limited safety backup for the sector controller’s separation assurance. In addition, separation assurance is transferred to the cockpit crew in some well defined scenarios to increase throughput or efficiency (e.g., visual approaches or oceanic in-trail climb). 33
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 and 40: • The highly peaked nature of air
Page 41 and 42: • Sector-level flow planning Each
Page 43: • Flow managers Figure 3.3 shows
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
Page 91 and 92: 8.0 NM 4.0 NM POPP PLMN 14.0 NM 30.
Page 93 and 94: 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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