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

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management functions will primarily remain with ground-based systems, cooperative air/ground use of CDTI capability can be a valuable supplement for reducing separation standards and increasing traffic throughput during arrival and departure rushes. 5.4.4 Enhanced En Route Surveillance Today's en route surveillance system is based on primary and secondary radar systems which are nearing the end of their economic life, and on 1960's era automation software which is obsolete by today's standards. Both the radar sensors and the tracking software need to be replaced to support flexible routings and advanced ATM initiatives. Figure 5.12 illustrates the likely evolution path for en route surveillance in NAS airspace. The current plan is to decommission the older radar systems, extend the networking of radar sensors to include terminal radars to reduce the need for replacing en route radars, and to replace the older beacon radars with modern monopulse SSR or Mode S sensors. The current Mosaic-based en route tracking system will also be replaced by multi-sensor tracking software, greatly enhancing the quality, accuracy, and flexibility of the en route tracking function. Recent studies (Hunter, 1996) have graphically demonstrated the performance problems associated with using Mosaic-based trackers for advanced ATM automation systems such as CTAS. It is essential that multi-sensor tracker software be developed and implemented in the mid-term NAS architecture in order to support midterm CNS/ATM initiatives such as direct path routings with reduced separation standards. The use of Mode S extended squitter for en route air/ground ADS-B surveillance is problematic in the near and mid-term due to insufficient reception range with low cost omni antennas. Eventually, ADS-B listening stations will probably be added to the ground infrastructure to perform enhanced en route surveillance for equipped users, and to back up the conventional en route surveillance infrastructure. In the mid-term transition period when ADS-B avionics become available for air/air and terminal applications, a possible transition solution for enhanced surveillance is to use the Mode S interrogation capability to obtain ADS-B equivalent information during each scan of the Mode S radar. Figure 5.12 shows that such ADS capability is highly desired for evolution of flexible routings and advanced ATM automation. As in the terminal area, extended surveillance is also needed to predict aircraft trajectories for nominal 20 minute Conflict Probe and other ATM applications en route. Although enhanced radar tracking and more frequently updated wind forecasts may be used in the near term to support advanced ATM automation, ADS transmission of path intent and real time monitoring of aircraft states for path conformance are seen as essential evolution steps to achieve increased capacity and efficiency in the future CNS/ATM system. 84
ASR/SSR Radar Mosaic Based (Host) Tracker * Arrival Metering * Conflict Probe Mode-S/ Monopulse Secondary Radar Multi-Sensor Tracking Path Predictions (20 min lookahead) * 1990’s Era Automation ADS-B / Mode-S ADS-B / Listening Stations Short Term Separation ADS / ADS-B * 2005 Era Sensors * Future Waypoints Figure 5.12 En Route Surveillance Evolution Path 5.4.5 Enhanced Oceanic and Remote Area Surveillance Today’s methodology for non-radar procedural separation involves the use of HF or VHF voice reporting at fixed latitudes in oceanic airspace or at intermediate waypoints in remote area routings. The older airspace automation systems are relatively primitive compared to those for radar-based ATC and are still based on the use of flight strips for flight following. This technology is being supplanted by next generation FANS systems with ADS-based surveillance, data link and satellite-based voice communications, and GPS-based navigation for oceanic and transcontinental routings. The main driving forces for implementation of this technology are to increase capacity in procedural airspace and to provide more optimal wind routes and altitudes for increased flight efficiency. This evolution is shown in Figure 5.13. At the same time, there is a great need for increased safety in many areas of the world such as Africa and undeveloped areas of Asia. In the near term, TCAS is being mandated in some of these areas to provide increased safety for avoiding mid-air collisions. The probable next evolution for capacity and safety in these areas is the implementation of dual CDTI/TCAS systems using both ADS-B and TCAS sensors. In the near term, such systems will be developed for applications such as in-trail climb/descent for enhanced oceanic operations. In the far term, the dual use of both ADS and CDTI technology will give enhanced situation awareness to both ground-based controllers for traffic planning and separation assurance, and to the air crew for enhanced tactical maneuvering in low density, remote areas. The evolution to ADS-based ground surveillance and ADS-B based air/air surveillance will probably enable reduced separation standards on the order of 15 nm horizontal minimums for equipped aircraft, based on redundant ground and air surveillance systems and separation assurance capability. 85
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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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• 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
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Page 51 and 52: egion takes on the order of years t
Page 53 and 54: The answer to this question is like
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Page 57 and 58: 4 Human Factors This section addres
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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
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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.
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Page 95: ASR/SSR Radar Terminal Automation S
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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
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Page 119 and 120: National Level. Improved Traffic Fl
Page 121 and 122: of flight plan management and mediu
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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
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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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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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