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

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geostationary, they orbit over the equator at an altitude such that they appear stationary to a ground observer. Therefore, the satellite appears near the horizon to an aircraft flying at a high latitude. There are four Inmarsat locations (Atlantic Ocean East, Atlantic Ocean West, Indian Ocean, and Pacific Ocean), so coverage extends nearest the poles directly north (or south) of each satellite location. Voice broadcast is provided in the VHF communications band for ATIS, ASOS, and AWOS. TWEB is available on some VOR and NDB stations. Some countries also provide ATIS on a VOR frequency instead of a VHF communications frequency. 5.2.1.2 ACARS Voice communication can provide direct communication from a person’s brain, through his voice, to the brain of another person. Data communication, on the other hand, has the capability to communicate from a computer to another computer. This allows communication of important data without human intervention. On the other hand, text messages can be presented by the computer to the pilot and controller, which can communicate some information more efficiently and accurately than voice. The advantages are improved communication accuracy and a potential reduction in workload. ARINC Communications Addressing and Reporting System (ACARS) was developed by the airline industry nearly 20 years ago to support their AOC needs. Most of the communication requirements of the federal regulations are met by ACARS. The Out/Off/On/In reports, which were the first messages of ACARS, have been supplemented by a wide variety of messages, conveying information both to and from the airplane. For instance, some airlines regularly send flight plans to their airplanes for direct loading into the FMC. Onboard maintenance computers can automatically send reports to the ground at a specific point in the flight, in case of a detected fault, or in response to a ground request. The airlines are continuing to expand the functionality of ACARS with additional message formats. As seen in Figure 5.3, ACARS is also used for air traffic services communication. The FAA provides pre-departure clearances for about 40 of the major airports. This is not a direct ATC-to-airplane service, but rather has used some existing capabilities to provide this service. ARINC receives the departure clearances from the FAA for contracting airlines and delivers them to the airline. The airline in turn forwards the clearance to the designated airplane. Although this is generally considered an ACARS service, the airline can use any appropriate means, such as delivering a printout to the cockpit, to get the clearance to the airplane. The FAA is in the process of installing digital ATIS in a number of towers at major airports, which will allow the flight crew to request and receive the current ATIS information by ACARS. Like pre-departure clearances, the FAA version of ATIS is unique to the FAA. 68
CPC = Controller Pilot Communications CPC Waypoint Reports ATIS & PDC AOC ATIS & PDC (FAA) PDC = Pre-Departure Clearance ACARS ACARS = Aircraft Communication Addressing & Reporting System SATCOM HF VHF Figure 5.3 ACARS Communication The Airlines Electronic Engineering Committee (AEEC), who specified ACARS, has defined a series of ATC messages and recommended their use to the various authorities which desire to provide air traffic services via ACARS. These messages, defined in ARINC Specification 623 (ARINC, 1994), include departure clearances, ATIS, waypoint position reports (for oceanic use), and a series of simple controller/pilot communications (CPC). The CPC messages were added to the specification to support the NOW communications the FAA has been considering. A few European airports have implemented services using the pre-departure clearance and ATIS messages. ACARS was developed in the era of teletype services and networks, which are based on character-oriented protocols. As a result, all ACARS messages are restricted to those which can be conveyed by upper-case alphabetic characters, numbers, and a very limited set of punctuation marks. The air/ground message format is received by ARINC at its processor in Annapolis and translated into the airline ground/ground protocol and then forwarded to its destination. An uplink is similarly translated into the ACARS protocol. ACARS was originally developed for use with VHF radio. The airplane installation includes an ACARS Management Unit (MU), which is connected to a conventional VHF communications radio by audio lines, transmit and data mode discretes, and a tuning bus. Modulation is 2.4 Kbps minimum shift key, which can be achieved by normal AM double sideband modulation of the radio frequency with the audio from a modem in the MU. Received signals can be similarly demodulated and sent to the modem as audio signals. A new modulation standard for VHF ACARS has been proposed, which is differentially encoded 8-phase shift keying. The bit rate will be 31.5 Kbps. This modulation method will require direct digital modulation of the radio frequency signal, so the audio interface to an external modem will not be possible. A VHF Data Radio (VDR) has been specified, but is not yet in production, to provide the new modulation functionality. A digital data bus will be used to connect the MU and the VDR. 69
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Air Traffic Management Concept Base
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Executive Summary This report prese
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Table of Contents 1 Introduction...
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List of Figures 2.1 System Developm
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Acronyms AAS AATT ACARS ACP ADF ADF
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KIAS LAAS LAHSO LLWAS MAC MCP MDCRS
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1 Introduction This report presents
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unknown technology, and thus the co
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2 The NAS ATM System Development Pr
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System Requirements & Objectives Va
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technologies needed for initial tra
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• The goals of various users are
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considerations are key to evaluatin
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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 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: ATC Voice Procedures Waypoint Repor
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
Page 103 and 104: ASOS AWOS TDWR NEXRAD Surface Upper
Page 105 and 106: sets as legitimate atmospheric data
Page 107 and 108: AWIPS/WFO- Advanced WARP Analysis P
Page 109 and 110: longer-term domestic and internatio
Page 111 and 112: example, the ceiling and visibility
Page 113 and 114: WARP TWIP ITWS CWIN Information Dis
Page 115 and 116: Constraints modeling can be perform
Page 117 and 118: Figure 6.4 shows a template for ill
Page 119 and 120: National Level. Improved Traffic Fl
Page 121 and 122: of flight plan management and mediu
Page 123 and 124: The component of the spacing buffer
Page 125 and 126: 6.2.5 NAS Surface Figure 6.9 shows
Page 127 and 128: trades involved in this step will r
Page 129 and 130: 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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