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

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4. High integrity of function may require an external monitor to detect failures. This, taken with item 3, points to the potential of the aircraft acting as the redundant backup for the primary separation function, which resides with the sector controller team. 3.3.5 Separation Assurance and CNS/ATM Technologies Figure 3.8 illustrates where some of the technologies under consideration for the NAS would be applied in the separation assurance loop for dense terminal airspace. AOC Desired Hub Schedule Planned Flow Rates Desired Sector Loads Sector Traffic Planning Clearance Requests Approved Trajectories Negotiate Trajectories Sequencing Automation Trajectory Planner Voice Sector Traffic Control Conflict Alert Time to Alarm CPDLC Clearances Vectors Voice CPDLC AOC Aircraft Guidance and Navigation Precision 4D Nav ADS-B, CDTI ACARS Aircraft State ADS-A, ADS-B AC State Sensor Traffic Sensor Other Aircraft States Other Aircraft States Figure 3.8 Dense Terminal Airspace and CNS/ATM Technologies. 3.3.6 Efficiency in Low Density Airspace In low density airspace, be it terminal area or en route, users should be allowed to fly preferred trajectories to the extent possible without compromising safety or throughput. This increased flexibility in trajectories will, however, carry with it: 1. Increased reliance on automation tools to predict and resolve traffic conflicts. This remains an open area for research and concept validation. 2. Substantial changes in traffic flow patterns both daily and hourly, therefore separation assurance agents need to move with the flow. In current operation sectors are split or combined during the day as traffic loads change, but their geometry and the airways within them remain fixed. As discussed in Section 4 this is a fundamental premise for today’s air traffic control methods. A complete airspace redesign for a facility or a 38
egion takes on the order of years to complete, including training of controllers and reprogramming of automation equipment. Thus, dynamic flexible routing calls for an enormous change in the way separation assurance is performed. 3. Criticality of function will drive required performance levels and the feasible architecture. The issues are identical to those discussed in 3.3.4, but must be applied to a different set of automation tools. 3.3.7 Transition from Low to High Density Airspace This operation refers primarily to the entry of aircraft into high density terminal airspace from low density en route areas, where routing flexibility is assumed. The primary objective must be the maximum throughput of the airport, with hub or individual flight efficiency as the secondary objective. The following operational characteristics are suggested: 1. Structure is applied over a larger area as density increases, up to 200 nm radius or more during peak traffic hours, and down to 10 nm radius during off peak hours. 2. Multiple terminal area entry points are defined, using reduced spacing based on improvements discussed in Sections 3.3.2-5. This will help avoid long in-trail traffic patterns that are wasteful of airspace and reduce opportunity for user preferences. 3. Data communication is used to negotiate trajectories into the terminal area, either between the aircraft and traffic planner, or AOC to traffic planner with uplink to aircraft through Controller-Pilot Data Link Communications (CPDLC). 4. Terminal area entry times are used to allocate arrival slots, and aircraft are responsible to meet those times to ensure expedient handling. 5. Arrival and departure flows are coordinated. 3.3.8 Extended Terminal Areas This refers to complex terminal areas with multiple airports, and even to entire regions such as the northeast corridor. The following characteristics are suggested: 1. Traffic flow planning is coordinated regionally across airports and en route centers. 2. Arrival and departure management is coordinated. 3. Airport configuration management is improved. 4. Surface routing and scheduling are coordinated with TMA plan. 5. Precision 4D navigation is applied. 6. Data link for 4D trajectory information exchange is in place. 7. Precision sequencing and spacing is performed. 8. Departure time uncertainty for short-haul flights must be accommodated in the plan. 39
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 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: 3.3. Event-based trajectory deviati
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
Page 95 and 96: ASR/SSR Radar Terminal Automation S
Page 97 and 98: ASR/SSR Radar Mosaic Based (Host) T
Page 99 and 100: Another group of users which can be
Page 101 and 102:
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
Page 185 and 186:
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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