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

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ASDE-2 Radar * 1960’s Era Radar ASDE-3 Radar * Modern Radar ADS-B * GPS Incursion Alerting Surface Movement Guidance & Alerting (SMGCS) Legend System Transition Sensor Automation Application CDTI * Airport Map & Vehicle Tower Displays Figure 5.10 Airport Surface Surveillance Evolution Path ADS-B data may also be used aboard equipped aircraft to display surface traffic and airport features on a plan view CDTI display optimized to surface operations. This would provide the air crew with redundant monitoring of potential incursions for increased safety and surface situation awareness. 5.4.3 Enhanced Terminal Area Surveillance Terminal area surveillance with today's radar-based technology and automation system consists of tracking and display of position and velocity states and aircraft ID for all aircraft operating within 60 nm of the airport surveillance radars. Figure 5.11 illustrates that future terminal area systems may evolve in several ways to provide enhanced terminal surveillance. One of the major changes will be the evolution of multi-sensor tracking systems for integrating data inputs from multiple radar systems and from ADS-B equipped aircraft to derive the most accurate and robust tracking of current aircraft states obtainable from multiple data sources. Even without ADS inputs, the use of multiple radar sensor blending has been shown to greatly improve the quality of aircraft tracking for advanced automation systems such as CTAS, and area-wide conflict probe (Hunter, 1996 & Warren, 1994). These systems need high quality velocity estimates with accurate steady state tracking and rapid response to aircraft maneuvers, which is attainable with state of the art multi-sensor tracking systems. The advent of ADS-B equipped aircraft will also require multi-sensor tracking to blend radar and ADS-B sensor inputs. 82
ASR/SSR Radar Terminal Automation Short Arrival/ Term Departure Separation Managers ASR/SSR Radar Multi-Sensor Tracking Path Predictions (20 min lookahead) ADS-B * GPS Squitters * 1990’s Era Automation CDTI ADS / ADS-B * Winds Aloft * Future Waypoints * Event Reports Figure 5.11 Terminal Area Surveillance Evolution Path A second major change is that surveillance will evolve to include any data inputs that can be used for improved path predictions. This will include radar and ADS-B measurements of current position and velocity, information on current flight plan and path intent, and data related to winds aloft along the intended path. The current ADS systems for oceanic use recognize the need for such extended surveillance, and explicitly include downlink of winds aloft and future waypoints for more accurate tactical and strategic path prediction. With current ground-based systems, 3-4 minute path predictions are generated for conflict alert, based on current estimates of aircraft position and velocity. Automation systems such as CTAS and regional conflict probe require 20-30 min. predictions of aircraft path, and thus require much more extensive data fusion of wind, tracker states, and path intent to achieve high quality path predictions. In this regard, ADS systems can play a unique role not feasible with current surveillance systems, i.e. transmitting aircraft intent, including the generation of event messages when path intent changes. It is technically feasible to transmit extended surveillance data such as waypoint intent using either ADS-B or ADS-A selective addressing. However, such data is unlikely to be of interest to the general population of air and ground users capable of receiving ADS-B messages. Thus, the current thinking is that extended surveillance data such as future waypoints and winds aloft will be obtained using selectively addressed ADS. In any event, the terminal areas of busy hubs need dynamic flight intent updating to support future operational concepts such as departure and arrival automation and dynamic selection of SID and STAR routing options. The use of ADS-B data for air/air surveillance and CDTI applications such as aids to visual approaches and visual acquisition of traffic is also important for increased safety and capacity in the future CNS/ATM system. Although separation assurance and flow 83
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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
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• Problem Statement • Alternati
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• The highly peaked nature of air
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• Sector-level flow planning Each
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Page 45 and 46: traffic situation as it currently a
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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
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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
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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
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Page 91 and 92: 8.0 NM 4.0 NM POPP PLMN 14.0 NM 30.
Page 93: The near future will probably see a
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
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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
Page 139 and 140: 2. Intent: The research area identi
Page 141 and 142: Acknowledgments The Boeing team wor
Page 143 and 144: 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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