Aviation and the Global Atmosphere

Aviation and the Global Atmosphere
In some regions, the increasing gap between traffic demand and capacity provided by the physical infrastructure at many key airports is a critical limiting factor. CNS/
ATM systems can contribute to increasing capacity. Sophisticated automation and digital data links will help to make maximum use of available capacity and meet
throughput requirements by improving the identification and predicted movement of aircraft and vehicles in the airport movement area. Additionally, increasing levels of
collaboration and information-sharing between aircraft operators and ATM providers will create a more realistic picture of airport departure and arrival demand,
allowing operators to make dynamic scheduling and flight planning decisions based on the ATM situation at any given time.
8.2.3.3. TMA Operations and Capacity
Enhanced instrument approach techniques will improve the flexibility of approach operations, thereby reducing noise and emissions levels. Parallel runways spaced as
closely as 760 m or less are expected to routinely accommodate independent instrument flight rule (IFR) approaches based on high-data-rate secondary surveillance
radars, data link technologies, improved cockpit and air traffic controller displays, and advanced automation. This technology will provide capacity increases in
instrument meteorological conditions (IMC) at locations with such closely spaced runways. Also, automation tools will assist air traffic managers in establishing efficient
flows of approaching aircraft for parallel and converging runway configurations.
8.2.3.4. En Route Operations
The flow management process will monitor capacity resources and demand at airports and in terminal and en route airspace and will implement strategies, where
required, to protect ATC from overloads and to provide an optimal flow of traffic by making best use of available airspace capacity. Clearances involving position and
time, using an ATM data link interface with flight management computers, will be principal tools in assuring that ATM constraints are met with minimum deviation from
user-preferred trajectories. The ability to predict optimum trajectory and monitor conformance of aircraft along these trajectories will allow the most efficient flight
profiles and routes-resulting in an increase in overall efficiency, reductions in average fuel consumption per flight, and, consequently, reduced emissions levels for a
given demand.
8.2.3.5. Oceanic Operations
Future oceanic ATM operations will make extensive use of data link technologies, GNSS, HF and satellite-based digital communications, aviation weather system
improvements, and collaborative decisionmaking techniques. Planned implementation of reduced longitudinal and lateral separation minima and reduced vertical
separation (RVSM), along with more flexible handling of flights, is expected to lead to fuel savings. Implementation of RVSM above 8,850 m in the North Atlantic region
has already resulted in increased capacity and reduced fuel consumption.
8.2.3.6. Meteorological Information
More timely weather information will be available as a result of two developments: Implementation of the final phase of the world area forecast system (WAFS), which
uses direct satellite communications to deliver information to states, and increasing use of air-to-ground data link communications to uplink operational meteorological
information. With these developments, the restrictions placed on the exchange of operational meteorological information are gradually being lifted.
With regard to the presentation of meteorological information, the increasing use of graphical information will be made possible by the introduction of air-to-ground data
links.
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