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

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Early navigation systems (i.e., direction finders and four-course low frequency ranges) developed around determining the position of the aircraft to avoid obstacles and arrive safely at a destination. In those days, navigation needed navaid-to-navaid operation for airplane position fixing and to allow procedural control of airplane separation. This established the U.S. route structures (i.e.,Victor and Jet Airways). The success of these navigation systems (with increasingly more accurate position determination in different phases of flight) led to the trend of minimizing aircraft track excursions. With this trend, navigation systems were able to combine navigation data from several sources to optimize the intended track and increase operational accuracy. The resulting Area Navigation (RNAV) capability is able to better utilize resources (e.g., fuel and time). This capability is implemented in the Flight Management Systems (FMS) where the system controls the airplane path along a stored trajectory and enables RNAV operations on any desired flight path within the coverage of station-referenced navigation aids or within the performance limits of self-contained aids. Electronic Flight Instruments Control Display Unit Secondary Flight Instruments Mode Control Panel Flight Plan Nav/Perf Data Base Area Navigation Autopilot Flight Director Air Data GPS DME/TACAN VOR IRS ILS/MLS ADF (NDB) Pitot Static Figure 5.7 Navigation Functionality Overview The FMS provides the crew both lateral and vertical flight path guidance cues along predefined procedures or can fly the airplane in an automated flight mode. Thus, by combining the navigation systems developed over the decades, incremental operational benefits have been obtained since the late 1980s in all phases of flight. New capabilities introduced in the 1990s, based on GPS technology, have allowed a further increase in accuracy or overall performance. These performance enhancements are the basis for the many new applications proposed by the user. The most promising of these are illustrated in the following paragraphs. 5.3.2 Terminal Area Navigation Terminal area routes provide access to the en route structure for departing airplanes (SID) and routing to enter and execute the approach (STAR) and landing phase for arriving airplanes. The procedures are stored in the navigation database and are selectable from a 76
menu associated with the airport of interest. Terminal navigation is typically characterized by moderate to high traffic densities, converging routes, and transitions in flight altitudes that require narrow route widths. The routes are typically within the coverage of radio navigation aids (VOR and DME/TACAN, ADF) which provide increased navigation performance over self contained aids (i.e., IRS). Navigation while flying along a SID or STAR may be to procedure-tuned navaids or to optimally selected navaids. Independent surveillance is generally available to assist ATC in monitoring airplanes independently from the ground. The standard FMS RNAV capability provides guidance cues to the crew along predefined procedures as illustrated on the left of Figure 5.8. It maximizes the crew’s situational awareness through MAP/Horizontal Situation Displays in the cockpit and allows the crew to manage its workload. In addition the system allows aircraft to consistently and precisely fly along the predefined path such as departure or approach and landing paths. Standard FMS Area Nav. Departure Flight Path Flight Path RNP FMS/RNP Flight Path Obstacle (or Protected Airspace) Departure Waypoint Figure 5.8 Area Navigation Capabilities For Departure Procedures With the advent of GPS and the RNP concept, significant improvements in accuracy and availability over VOR/DME RNAV systems is obtained with lateral accuracies of 0.2 to 0.3 nm achievable in coupled flight. Coupled vertical accuracy can be justified to near Category 1 minima. This is illustrated on the right in Figure 5.8. The RNP function provides flight phase dependent performance with assurance provided by the containment region around the flight path and navigation performance alerting to the crew, enabling access to sites with natural or man-made fixtures around them. The best example of this capability is the Alaska Airlines FMS-based departure and arrival procedures at Juneau, Alaska. Other examples include the Eagle County Departure out of Vail, Colorado, and the San Francisco Quiet Bridge Approach, all FMS-based procedures developed jointly by the FAA and Air Transport Association Task Force. 77
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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
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4.5 4.3 4 3.7 Current NAS Future NA
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elated component will increase with
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Special Committees. The paper, with
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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 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: The airlines and the FAA have recen
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
Page 131 and 132: above, the agency’s organizationa
Page 133 and 134: concepts under consideration for th
Page 135 and 136: 1.2.4. A coordinated traffic flow p
Page 137 and 138: 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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