7 Traffic Management - Synchronization Enhancement Area
The Traffic Management - Synchronization enhancement area supports the merging, sequencing and spacing of aircraft for efficient use of the NAS from the perspective of a local facility or group of facilities. Capabilities include synchronization of both airborne and surface traffic. This service tactically coordinates the number of aircraft using the local system to ensure safe, orderly, and efficient movement under varying operational conditions.
The Traffic Management – Synchronization enhancement area consists of 35 applications, listed below in order of appearance.
Last Revised: Septemeber 2001
Description Source: Titan Systems Corporation, Air Traffic Systems Division; Overview Description, aFAST (Active Final Approach Spacing Tool), Prepared Under RTO-62, AATT Operational Concept for ATM – Year 2002 Update, May 2001
7.1.1 DESCRIPTION
Active FAST is designed to deal with the complexities of inter-arrival spacing within the TRACON (particularly on the final approach path). Active FAST generates “control instruction” level advisories whereby controllers issue specific speed and heading instructions based upon the advisories. Advisories will be displayed to controllers via their standard terminal color displays. Dedicated aFAST displays will be provided for TMCs in the ARTCC and TRACON. These displays will be used for strategic planning. Displays will also be available for ATCSs in the Tower. The Tower displays will provide enhanced situational awareness.
As arrivals enter the TRACON, they are assigned a runway and sequence number. Active FAST builds a plan for these arrivals based on aircraft performance characteristics, airspace constraints, and separation requirements. A trajectory for each aircraft is created and adjusted based on real time radar updates. These trajectory calculations include identification of when and where each aircraft should receive speed adjustments or headings. These speeds and headings will eventually be able to be incorporated into future technologies such as Datalink. However, in the near term operational environment, these advisories will be displayed in logical increments (e.g. speeds of 210 knots and 180 knots, headings in 10 degree increments) to the TRACON arrival controller so that they can be issued as control instructions. Active FAST continues to monitor and update the plan based upon radar track updates. The plan is modified when necessary, and ultimately leads to an optimized delivery of aircraft to the runway threshold.
The primary users of the aFAST advisories are the TRACON arrival controllers. However, many other users can benefit from the information. Other controllers within the TRACON can view the aFAST advisories to better understand the arrival controller’s plan (e.g. a departure controller may want to know whether or not an arrival may be instructed to slow down or turn). TMCs in the TRACON can use the aFAST information to make dynamic runway changes for aircraft near the TRACON boundary. The information displayed on the Planview Graphical User Interface (PGUI) can also help the TMCs in the TRACON and ARTCC better understand the traffic situation inside the TRACON. Controllers in the ATCT can also benefit from the PGUI by observing where gaps will occur in the arrival stream (for runway crossings or departure slots).
The aFAST system uses aircraft flight plans and position data from FAA computers, inputs from TRACON arrival controllers and traffic managers, and current weather information, to produce advisories to assist controllers in managing and controlling arrival traffic. The weather information is provided either by the Rapid Update Cycle (RUC), or by the Integrated Terminal Weather System (ITWS). RUC provides a weather forecast every 3 hours (80 km grid). ITWS provides a weather forecast every 5 minutes (2 km grid).
TRACON arrival controllers interact with aFAST, both receiving advisories and providing inputs, through standard FAA hardware. The aFAST advisories will be displayed to TRACON controllers on FAA TRACON display systems. Controller inputs will be made through message entry devices. Traffic managers interact with aFAST through dedicated aFAST displays. They provide inputs such as runway spacing requirements, airport configuration, and airport acceptance rates. Traffic managers in both the ARTCC and TRACON may monitor aFAST timelines to gain a more accurate picture of the real-time operation in the TRACON.
7.1.2 BIBLIOGRAPHY
Last Revised: November 2000
Description Source: National Aeronautics and Space Administration, Ames Research Center; Center TRACON Automation System – CAP Fact Sheet; April 2000
7.2.1 DESCRIPTION
The CAP is an extension of the NASA CTAS, a set of software DSTs that provides computer-generated advisories to assist both Center and TRACON traffic management coordinators and air traffic controllers in the efficient management and control of terminal area air traffic. While Center TRACON Automation System (CTAS) was designed to assist air traffic service providers (air traffic managers and controllers), CAP assists the users of the NAS (air carriers) by leveraging and expanding the capabilities of CTAS. A specialized CAP Display System was designed and developed in order to facilitate the sharing of CTAS Traffic Management Advisor (TMA) information with air carriers. The CAP Display System provides air carriers with the same CTAS TMA information that is used by air traffic managers and controllers to plan and control the flow of arrival traffic into DFW. In cooperation with the FAA and air carriers, CAP Display Systems were installed at American Airlines and Delta Airlines facilities in DFW in 1998 and 1999, respectively. The CAP Display Systems have assisted air carrier operations in both AOC and Airline Ramp Tower settings by providing accurate time of arrival predictions and situational awareness of Center and TRACON operations.
A major impediment to an airline's ability to accurately predict arrival times for its aircraft is uncertainty in the magnitude of terminal-area ATC delays. At Fort Worth Center, terminal area delays are calculated and assigned to each arrival aircraft by the CTAS TMA. Controllers then issue speed and heading commands to arrival aircraft in order to meet TMA scheduled times of arrival. Because the TMA scheduled times of arrival are actually used to control the flow of arrival traffic, they are more accurate than airline estimates of arrival time. Analysis of airline and CTAS data has shown that for a typical arrival rush period, 66% of the TMA scheduled times of arrival fall within 2.2 minutes of the actual times of arrival, compared to 5.8 minutes for airline predictions.
In addition to improved time of arrival predictions, CAP Display Systems provide airlines with better situational awareness of Center and TRACON operations. The CAP Displays allow airlines to see real-time aircraft position and speed data and assigned landing runway. Airlines also have access to air traffic management information including both current and planned runway configuration and airport arrival rate. This is the first time that real-time air traffic management information used to control arrival traffic has been shared with air carriers.
Based on the success of the CAP Display Systems at American and Delta Airlines, it is expected that CAP will aid all airlines that hub at sites where CTAS operates. To aid in the dissemination of CTAS data, airlines have requested that NASA provide CTAS TMA data in digital format so that it can be integrated into their own decision support systems. In coordination with the FAA, NASA is working with the Volpe Center to develop the capabilities to distribute CTAS TMA information to the airlines via the CDMnet. This should enable greater collaboration between the airlines and air traffic management, further reducing the economic impact of ATM restrictions on the airlines and increasing airline operational efficiency.
7.2.2 BIBLIOGRAPHY
Last Revised: September 2001
Description Source: Titan Systems Corporation, Air Traffic Systems Division; Overview Description, Direct-To (D2); Prepared Under RTO-62, AATT Operational Concept for ATM – Year 2002 Update, June 2001
7.3.1 DESCRIPTION
The Direct-To Controller Tool identifies aircraft that can save at least one minute of flying time by flying direct to a down-stream fix along its route of flight. A list ordered by time savings is presented on a display for the controller, showing the call sign, equipment suffix, time savings, Direct-To fix, wind-corrected magnetic heading to the fix, and conflict status for eligible aircraft within a controller's sector. A point-and-click button next to the call sign on the Direct-To List activates a trial planning function that allows the controller to quickly visualize the direct route, choose a different fix if necessary, and automatically input the direct route flight plan amendment to the Host computer. The Direct-To List is strictly advisory and the controller may issue the direct route as advised, modify the direct route or remove the advisory depending on traffic conditions or other factors. The Direct-To Tool was implemented in CTAS by adding one additional process to the existing software architecture for the TMA.
Accounting for the wind field is an essential element of the Direct-To algorithm. CTAS receives hourly updates of the National Oceanic and Atmospheric Administration's Rapid Updated Cycle atmospheric model, which represents the highest accuracy wind model currently available. For each candidate aircraft, CTAS computes the time to fly to the Direct-To fix along the flight plan route and the time to fly direct to the fix. If the savings along the direct route is greater than one minute, the clearance advisory is added to the Direct-To List.
The controller interface for the Direct-To Tool has been designed to be accessible from the controller’s display monitor. It employs a graphical user interface similar to software running on workstations and personal computers. With the Direct-To Tool, the controller selects items from menus and sends flight plan amendments from the controller display to the Host computer using point-and-click actions executed with a mouse or track ball. Experience gained from field tests of the CTAS Conflict Probe/Trial Planner established strong controller preference for a point-and-click graphical user interface that minimizes, if not altogether eliminates, the time-consuming keyboard entries currently in use. An efficient and controller-friendly interface not only will ensure controller acceptance of the Direct-To Tool but also will increase the likelihood that controllers will use the Tool when the opportunity arises. For a Tool such as this, whose use is not safety-critical but is essentially voluntary, a friendly and low workload interface provides the main incentive for controllers to use it. The Tool interface consists of the Direct-To List, point-and-click executable commands, and graphical display of trajectories.
The Trial Planner provides the controller with special tools and interactive graphics for managing the trajectories of aircraft in climb, cruise, and descent. With few exceptions, all interactions with the Trial Planner are conducted by point-and-click actions with the mouse (or trackball). Thus, “head down” keyboard entries are almost entirely eliminated. Conflict probing using the CTAS conflict detection algorithm is an integral part of the Trial Planner. The Trial Planner allows the controller to put any aircraft, not just aircraft in the Direct-To List, in trial planning mode. The Conflict Probe/Trial Planner has been evaluated in field tests at the Denver Center and the Fort Worth Center. The Trial Planner provides the ability to evaluate and select any one of numerous alternatives to the trajectories generated by the direct-to algorithm. Controllers found the ability to easily change the direct-to fix to be a useful feature, especially when the direct-to trajectory shows a conflict.
7.3.2 BIBLIOGRAPHY
Last Revised: Septemeber 2001
Description Source: Green, S., Vivona, R.; AATT En route Descent Advisor (EDA) Concept, NASA AATT Milestone 5.10; NASA Ames Research Center; September 1999
7.4.1 DESCRIPTION
The En-route Descent Advisor (EDA) is a suite of decision support tool (DST) capabilities designed to assist controllers to enable user-preferred metering and separation in the departure, cruise, and arrival phases of flight. EDA provides fuel-efficient advisories for flow-rate conformance and integrates those advisories with conflict detection and resolution (CD&R) capabilities.
Although adaptable to today’s ATC procedures and airspace structure, EDA is designed for the future “Free-Flight-like” environment characterized by dynamic constraints and minimal route structure. EDA lends itself well to such environments where it will facilitate the transition of “random” traffic into an efficient/organized flow at the destination. EDA capability will facilitate the transition of en route procedures from today’s “sector” orientation to a “trajectory” orientation. A trajectory orientation is key to enabling Distributed Air-Ground Traffic Management (DAG-TM) concepts in en route airspace.
The EDA concept is based on the development of procedures, DST capabilities, and supporting technologies, to facilitate trajectory-orientated operations resulting in a more efficient and productive en route ATC service. Trajectory-oriented solutions are enabled by providing controllers with active flow-rate-conformance advisories (integrated with CD&R capabilities) and accurate 4D-trajectory predictions. This will reduce the workload and operating costs associated with ATC interruptions/deviations, result in fuel-efficient flow-rate conformance, and form the foundation necessary to support DAG-TM (Free Flight) concepts.
In recent years, EDA capabilities have been de-emphasized in order to emphasize near-term applications including the Conflict Probe and Trial Planner (CPTP) and Direct-To (D2) capabilities. CPTP and D2 are both EDA spin-offs designed to manage traffic that is not subject to flow-rate constraints. Although the benefits of conflict probing and user-preferred trajectories have historically been associated with EDA, these benefits will not be considered here; instead, this report will focus on the unique aspects of EDA over and above these basic capabilities.
7.4.2 BIBLIOGRAPHY
Last Revised: Septemeber 2001
Description Source: Titan Systems Corporation, Air Traffic Systems Division; Overview Description, Expedite Departure Path (EDP); Prepared Under RTO-62, AATT Operational Concept for ATM – Year 2002 Update, June 2001
7.5.1 DESCRIPTION
EDP is designed to provide advisory information to minimize the inefficiencies as aircraft transition into the en route system. Controllers are presented with advisories based upon a more complete picture of the air traffic control system. Once an aircraft is airborne, EDP advisories will be generated and displayed to controllers. Altitude advisories will indicate the highest useable altitude for each departure, based upon procedural constraints and conflicting traffic. The calculation of traffic conflicts will be based upon EDP trajectory predictions for the departures and potentially conflicting arrivals. Speed and heading advisories will indicate the optimal path and speed for sequencing departures over a fix or through a gate. The calculations will be based upon trajectory predictions for each of the departures relevant to the sequence. EDP information will also be displayed in the TRACON and ARTCC TMUs. In addition to advisory information displayed on the PGUIs, TMCs can view timelines indicating when the departures will cross various fixes.
There are three categories of operational uses for EDP. The first category is Climb Advisories. Climb advisories are presented to controllers only when altitude restrictions are required. The second category is Merging Over a Fix. Advisories are presented to controllers in order to optimize en route spacing over a fix. The third category is Merging Into the En Route Stream. The primary difference between the second and third category is that these advisories are associated with vectoring aircraft through a gate, instead of over a fix.
The EDP network uses aircraft flight plans and position data from FAA computers, inputs from TRACON departure controllers, and current weather predictions, to produce advisories to assist controllers in managing departure traffic. TRACON departure controllers interact with EDP, both receiving advisories and providing inputs, through standard FAA hardware. Center and TRACON TMCs interact with EDP through a dedicated EDP display, although the center TMU provides no inputs to EDP.
7.5.2 BIBLIOGRAPHY
Last Revised: Septemeber 2001
Description Source: Titan Systems Corporation, Air Traffic Systems Division; Overview Description, Multi-Center Traffic Management Advisor (McTMA); Prepared Under RTO-62, AATT Operational Concept for ATM – Year 2002 Update, May 2001
7.6.1 DESCRIPTION
In a multi-ARTCC environment, TMCs at multiple ARTCCs are involved in flow management. Each ARTCC TMC has only part of the arrival picture; the TRACON TMC is the first person in the arrival flow management progression to have the full arrival picture. Because numerous “short-hop” flights are an unpredictable element of an arrival rush, flow management is further complicated, leaving the TMC without the ability to accurately predict arrival demand. Without McTMA, flow management becomes reactive.
McTMA is the extension of Single Center TMA (Section 6.10) to regions where multi-center coordination is required. Ideally, McTMA and TMA would be identical, except for the need to coordinate TMA-generated planning information between the facilities. Thus McTMA will operate in the same way as Single Center TMA with minimal restrictions added for acceptable joint facility operation.
One of the ARTCCs involved in the flow management process is assigned the responsibility of entering scheduling parameters into the McTMA system. It is expected that the ARTCC TMU whose host computer is associated with the TRACON approach control will make these entries. In general, every TRACON has one and only one controlling ARTCC from a McTMA perspective. Any ARTCCs that are computing ETAs for aircraft bound to a TRACON that the ARTCC does not control would send the ETA information to the McTMA system in the controlling ARTCC. The planning function in the controlling ARTCC McTMA would create the integrated schedule for all flights arriving at the primary airport and send the STAs back to the contributing CTAS systems.
The parameters entered by the controlling ARTCC TMC appear on all TMA displays, including those at the supporting ARTCCs, the TRACON and the ATCSCC. The availability of a TMA display at the ATCSCC would enhance the collaborative planning between ATC facilities. In addition to the scheduling parameters, all TMA displays show the schedule that has been developed by the controlling ARTCC. This schedule assigns airport and arrival fix crossing times to flights to make efficient use of airport arrival capacity and to equitably distribute delay among flights.
After the schedule has been modified by the controlling ARTCC TMC to manage flow and workload, the scheduled arrival fix crossing times are broadcast from the controlling ARTCC TMA to the sector controller displays. The implementation of time-based metering by the controller in the McTMA case follows the same procedures as the Single Center TMA case. Controllers give speed and descent clearances and use vectors to control flights to cross the arrival fix at the assigned time. If necessary, controllers can swap the assigned slots for flights that have the same approach speed profiles. The complexity and congestion of the McTMA airspace may cause unavoidable delay. This may, in turn, cause some flights to miss their assigned arrival fix crossing time. The frequency of occurrence of this phenomenon and the severity of impact on the overall arrival situation will be the subject of further analysis.
7.6.2 BIBLIOGRAPHY
Last Revised: July 2001
Description Source: National Aeronautics and Space Administration, Ames Research Center; Center TRACON Automation System – FAST Fact Sheet; April 2000
7.7.1 DESCRIPTION
The Final Approach Spacing Tool (FAST) is a decision support tool for terminal area (TRACON) air traffic controllers. The TRACON typically encompasses the airspace within approximately 40 miles of a major airport. TRACON air traffic controllers manage arrival aircraft, which enter their airspace from adjacent ATC facilities or internal airports. The controllers are responsible for assigning an appropriate runway and landing sequence to each aircraft and maintaining safe separation.
FAST assists air traffic controllers by providing its advisory information on the radar planview displays. Additionally, FAST assists traffic management coordinators by providing schedule information on auxiliary timeline displays.
Early in the development of FAST, its functionality was divided into two parts: Passive and Active. Passive advisories consist of runway assignments and landing sequences to increase the efficiency of runway usage. Active advisories consist of turn and speed commands to increase the precision of final approach spacing.
The strength of an automation system such as FAST is its ability to assign runways based upon accurate estimations of delay savings and workload benefits early in the arrival process. The FAST runway allocation algorithm attempts to meet four primary objectives: making an early and accurate decision, reducing overall system delay, increasing overall system throughput and reducing controller workload.
During each scheduling cycle, FAST builds a trajectory for each aircraft from its current position to the runway threshold. The FAST sequencing algorithm uses these trajectories to systematically order aircraft on common trajectory paths and to merge aircraft on different trajectory paths. Fuzzy reasoning is used to model the controllers' cognitive processes related to determining an efficient landing sequence.
Using the relative sequences of aircraft on each trajectory path, FAST performs conflict prediction and resolution in order to achieve a conflict-free arrival plan. The criteria considered during conflict prediction are wake vortex minimum separation, custom runway specific separation and custom flight-specific separation. When a conflict is predicted, it is resolved by adding delay to the aircraft's trajectories in the form of vectoring and speed control.
7.7.2 BIBLIOGRAPHY
Last Revised: November 2000
Description Source: Lawson, Dennis R. Federal Aviation Administration, US Department of Transportation, Office of Air Traffic Systems Development; Surface Movement Advisor; July 2000 http://atm-seminar-97.eurocontrol.fr/lawson.htm
7.8.1 DESCRIPTION
SMA is a 100% user-defined system that facilitates an unprecedented sharing of dynamic information among airlines, airport operators, and air traffic controllers. It introduces a decentralized airport "Situational Awareness" tool that presents to the system users the effects that previous, current, and future arriving and departing aircraft had, are having, and will have on parking ramps, gates, taxiways, and runways. For example, SMA provides help to air traffic controllers, supervisors, and coordinators in selecting optimum airport configurations and the specifics on each aircraft before it "pushes back" from the gate for departure. SMA also gives airlines and airport officials touchdown, takeoff, and taxi time predictions for each aircraft as well as access to air traffic control plans for runway utilization, instrument departure routings and airport/runway configurations. This real-time data has potentially huge tactical and strategic monetary value. In addition, several aspects of SMA support the establishment of the "Free Flight" concept as outlined by the RTCA Committee on Free Flight.
SMA’s objective, from the outset, focused on reducing only taxi-out times by one minute per operation. Preliminary results from Hartsfield-Atlanta International Airport, where the SMA prototype is undergoing testing, have indicated a reduction in taxi times of over two minutes per operation -- well over 2000 minutes per day.
7.8.2 BIBLIOGRAPHY
Last Revised: July 2001
Description Source: National Aeronautics and Space Administration; AATT ATM-SDI CTO-5 Statement of Objectives; p.1; September 2000
7.9.1 DESCRIPTION
NASA Ames Research Center, in cooperation with the FAA, is studying automation for aiding surface traffic management. The Surface Management System (SMS) is a decision support tool (DST) that will help controllers and air carriers manage the movements of aircraft on the surface of busy airports, improving capacity, efficiency, flexibility, and safety. SMS will also interoperate with arrival and departure traffic management decision support tools to provide additional benefits.
NASA is committed to developing an initial SMS functionality (Build 1 SMS), capable of providing benefits at many busy airports, to Technology Readiness Level (TRL) 6 in time for transfer to the FAA’s Free Flight Phase 2 (FFP2) program. In addition, NASA is committed to accomplishing Milestone 6 of the Advanced Air Transportation Technologies (AATT) project, which calls for a laboratory demonstration of interoperable arrival, surface, and departure traffic management automation.
The primary objective of the Research SMS and Build 1 SMS is to create shared departure situation awareness between the FAA Tower, TRACON and/or Center, and the air carriers. Information about future departure demand is not currently available to controllers. By predicting departure demand and disseminating that information, SMS is anticipated to aid both strategic and tactical management of departures on the surface. This initial surface capability, which parallels the approach taken by TMA’s Build 1, is a necessary first step toward future surface automation, and is expected to itself provide benefits at the field site in the near future.
7.9.2 BIBLIOGRAPHY
Last Revised: September 2001
Description Source: Titan Systems Corporation, Air Traffic Systems Division; Overview Description, Traffic Management Advisor (TMA); Prepared Under RTO-62, AATT Operational Concept for ATM – Year 2002 Update, April 2001
7.10.1 DESCRIPTION
The TMA portion of CTAS generates schedules for aircraft arriving at a Terminal Radar Approach Control (TRACON) facility. The Center air traffic controllers and Traffic Management Coordinators (TMCs) manage arriving aircraft that enter the Center from an adjacent Center or depart from feeder airports within the Center. On the basis of the current and future traffic flow, the TMC creates a plan to deliver the aircraft, safely separated, to the TRACON at a rate that fully uses, but does not exceed, the capacity of the TRACON and destination airports. The TMC's plan consists of sequences and scheduled times of arrival (STAs) at meter fixes, published points that lie on the Center-TRACON boundary. The Center air traffic controllers issue clearances to the aircraft in the Center so that they cross the meter fixes at the STAs specified in the TMC's plan. Near the TRACON, the Center controllers handoff the aircraft to the TRACON air traffic controllers.
TMA meters aircraft to “fixes,” navigational waypoints used by controllers, pilots, or both, and then to the runway threshold. Build 2 TMA uses “time” as a metering unit rather than “miles-in-trail.” The controllers in the TMU observe displays that either show time-lines with aircraft on them or a plan-view of the ARTCC airspace around the adapted airport similar to the plan-view displays controllers currently use to separate and control aircraft. The time-lines show controllers an STA and an ETA for each aircraft. Each time line shows STAs or ETAs to either a meter fix or to the destination runway’s threshold. Although only the destination Towers, TRACONs, and ARTCC’s see these displays, the flight is monitored by TMA through out its journey.
7.10.2 BIBLIOGRAPHY
Last Revised: November 2000
Description Source: National Aeronautics and Space Administration, Aviation System Capacity Program, Advanced Air Transportation Technologies Project; Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM), Version 1.0; p.20; September 1999
7.11.1 DESCRIPTION
ATSP uses an Intelligent Ground System (IGS) to determine pushback time, based on an estimated departure time transmitted (via datalink) by the user/ramp. The IGS coordinates aircraft pushback requests, and determines a pushback time that minimizes departure queues at the runways while balancing runway assignments and intersection/runway crossings. The proposed pushback time is displayed to the ATSP via an interface that allows controllers to interact with the IGS and enter any additional constraints known to them. ATSP transmits (via datalink) this pushback time to the FD, ramp, tower, TRACON and supporting positions. After pushback at the specified time, the aircraft begins taxiing toward the departure queue on a cleared datalinked route. Through the optimization of pushback timing, the departure runway queue can be minimized.
7.11.2 BIBLIOGRAPHY
Last Revised: November 2000
Description Source: National Aeronautics and Space Administration, Aviation System Capacity Program, Advanced Air Transportation Technologies Project; Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM), Version 1.0; p.21; September 1999
7.12.1 DESCRIPTION
During terminal-area operations, appropriately equipped aircraft are given the authority to use FD-based trajectory planning DSTs to autonomously select and implement a preferred departure path and climb profile. Pre-departure clearance to operate in this mode is given by the ATSP, based on an assessment of acceptable levels of terminal-area constraints. While operating in autonomous departure mode, the flight crew is responsible for ensuring separation from local traffic. The flight crew performs this task with the aid of a CDTI with CD&R capability, linked to a trajectory-planning capability. Aircraft intent information is automatically broadcast via datalink to assist other equipped aircraft and ATSP in conflict detection. The ATSP monitors all operations in the terminal area and continues to provide normal departure-clearance services to aircraft not equipped for free maneuvering. For cases where the flight crew attempts, and fails, to resolve a conflict, automated systems or the ATSP will provide a required resolution.
7.12.2 BIBLIOGRAPHY
Last Revised: November 2000
Description Source: National Aeronautics and Space Administration, Aviation System Capacity Program, Advanced Air Transportation Technologies Project; Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM), Version 1.0; p.22; September 1999
7.13.1 DESCRIPTION
The user (AOC and/or FD) selects the key parameters of their user-preferred departure trajectory (desired routes, fixes and speeds), and transmits them to the ATSP via datalink. Using a departure planning DST, the ATSP computes a nominal conflict-free departure trajectory that accommodates user preferences; this trajectory is then uplinked to the FD for execution. ATSP monitors the execution of the nominal trajectory for conflicts and transmits trajectory deviations as necessary for conflict avoidance.
7.13.2 BIBLIOGRAPHY
Last Revised: November 2000
Description Source: Couluris, G. J., Seagull Technology, Inc.; Detailed Description for CE-6 , En route Trajectory Negotiation; November 2000
7.14.1 DESCRIPTION
CE-6 operates in en route airspace to increase system flexibility and user preference accommodation through use of ATSP-user trajectory negotiation, augmented by advanced airborne and ground-based decision support automation. The two problems solved by CE-6 address complementary situations that require:
(a) resolution of potential conflicts due to violations of aircraft minimum separation rules
(b) conformance with local TFM constraints
Situation “a” is the case in which trajectory negotiation is used to resolve potential aircraft conflicts in the absence of local TFM constraints. Situation “b” is the case in which trajectory negotiation is used to provide conformance with TFM constraints, but this conformance must also satisfy aircraft minimum separation requirements. Both situations may occur simultaneously, or situation “a” may occur in isolation from the other.
The approach taken by CE-6 is to implement the general capability to resolve simultaneous potential violations of aircraft separation and local TFM constraints. CE-6 is designed to provide all the functions, processes, procedures and facilities to implement the general solution to the union of both situations. CE-6 enables the resolution of isolated potential aircraft conflicts as a sub-capability in which trajectory negotiation is simplified by the exclusion of TFM constraint factors.
CE-6 provides an ATSP focus for implementing en route trajectory negotiation within the framework of distributed decision-making between ATS users and providers. ATSP retains full responsibility for separation assurance, but users are integrated into the solution processes. Users are able to exercise initiatives and participate in the en route traffic management decision-making processes pertaining to the prevention of violations to aircraft separation and local TFM constraints. CE-6 provides the mechanisms for dynamically incorporating user-determined trajectory data and preferences into the assessment and the resolution or avoidance of potential violations. These mechanisms include processes for exchanging information, identifying and evaluating complex traffic situations, and determining and implementing solutions.
The trajectory negotiation process implemented in CE-6 identifies, reviews and resolves traffic management situations requiring corrective or approval action with respect to potential violations of aircraft separation and local TFM constraints. This process emphasizes the use of continual updates of flight and atmospheric information together with advanced decision support tools to support high-fidelity trajectory prediction and situation assessment and real-time collaboration between users and ATSP. This approach: enables the ATSP, FD and AOC operations to accurately assess situations and formulate resolution options; affords ATSP the opportunity to present information to users describing traffic situation and trajectory constraints; affords users the opportunity to present self-optimization preferences for ATSP consideration; and promotes the application of resolutions that are sensitive to user preferences. The resulting ATSP flexibility in determining airspace use allows aircraft to fly efficient trajectories based on the changing traffic and atmospheric conditions.
For effective trajectory negotiation, CE-6 requires development of advanced ATSP, FD and AOC automation, and their operational and technical integration based on advanced communications capabilities and human-centered pilot and controller pilot procedures and technologies. These functions must be properly structured and integrated to enable users and ATSP to evaluate traffic situations accurately and determine and implement optimal courses of action. The operational integration focuses on the establishment of human-centered processes and interfaces for using the computer-derived information cooperatively among ATSP, FD and AOC to make the best use of trajectory negotiation.
7.14.2 BIBLIOGRAPHY
Last Revised: August 2001
Description Source: Vivona, Robert, SRC/Titan Systems Corp.; Detailed Description for CE-7, En route: Collaboration for Mitigating Local TFM Constraints due to Weather, SUA, and Complexity Constraints; November 2000
7.15.1 DESCRIPTION
An approach to solving local TFM inefficiencies associated with Constrained Airspace Problems is to create system-wide collaboration between the ATSP at the impacted ARTCC and the users (represented by flight deck (FD) crews and/or airline operations centers (AOC)) with the objective of eliminating or mitigating the impact of predicted NAS operational constraints. This approach is consistent with the collaborative decision-making approach used at the national level between users and the Air Traffic Control System Command Center (ATCSCC).
For lost airspace problems, the objective is to mitigate the airspace capacity impact by involving uses in the flow-restriction decision. Solutions are characterized by user-ATSP collaboration that may vary in form as a function of time horizon (i.e., time to go until a particular flight, or group of flights, are predicted to reach the “constrained airspace”). Prior to the formulation of a TFM initiative by the local Traffic Management Unit (TMU), users have the ability to identify potential airspace constraints and request deviations to avoid them. When a TFM initiative is required, users have the opportunity to collaborate on the flights selected and the methods of deviation to maximize user preference. When a TFM initiative needs to be implemented, user preference information is known by the local TMU and deviations are as consistent with the preferences as is allowable.
For gained airspace problems, both ATSP and users have the ability to identify aircraft deviations that gain operational benefit (to users and/or ATSP) by utilization of the additional airspace. Gained airspace presents an opportunity to the ATSP to reduce the complexity of neighboring sectors that are congested (i.e., lost airspace). For users, gained airspace presents an opportunity to improve flight characteristics, such as reductions in time to fly and fuel consumption.
For user request problems, the negative downstream TFM impacts of user’s request are avoided by ATSP evaluation of requests for constrained airspace impacts prior to acceptance. Similarly, users can avoid requesting changes that cause (or are impacted by) downstream congestion by evaluating the request against predictions of future NAS state.
To enable such a collaborative approach, decision support tools (DSTs) are required for the ATSP and the users. These DSTs provide the stakeholders with the ability to predict constrained airspace problems and support collaborative resolutions.
7.15.2 BIBLIOGRAPHY
Last Revised: November 2000
Description Source:
National Aeronautics and Space Administration, Aviation System Capacity Program, Advanced Air Transportation Technologies Project; Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM), Version 1.0; p.30; September 1999
7.16.1 DESCRIPTION
Using arrival-planning DSTs, users (AOC and/or FD) determine arrival preferences (arrival time, runway and meter-fix) that conform to all known NAS constraints. Meter-fix and runway preferences allow the user to influence their arrival routing and taxi time. Arrival time preferences help all users to maintain their arrival schedule; they also enable “hubbing” users to influence the sequencing of flights in their arrival banks. In addition to the nominal preferences, the user could also specify a “delay weighting” for each runway and meter-fix. For example, a user may nominally prefer runway 28-left. However, if the delay for 28-L were to exceed some threshold compared to another runway, the preference would change to the other runway. The same would apply to a meter-fix entry point where a user may prefer to fly a longer path to enter the TRACON from another fix in order to avoid excessive delays along the more direct path.
The user preferences would be transmitted by the AOC (or FD) to the ATSP by datalink; this information enables the ATSP to accurately predict arrival traffic load. The ATSP uses an arrival-planning DST to analyze the arrival preferences submitted by the users, and to then formulate an arrival metering initiative that determines arrival sequence, meter-fixes and runway assignments, while accommodating user preferences to the maximum extent possible. Using datalink, the ATSP transmits information on arrival runway assignments and required times of arrival (RTAs) at assigned meter-fixes to the users (FD and/or AOC).
It is noted that the proposed solution may also be applicable to en route spacing for management of arrival delay. Choice of arrival routing may place a flight through a spacing-reference fix that results in more or less delay than the nominal routing. The user may also want to indicate a delay weighting for its preferred routing (i.e., indicate how much delay is acceptable for the preferred route before an alternative route is preferred). The choice of sequence and desired time of arrival will have a direct impact on the FCFS order used to space flights over a particular spacing-reference fix.
7.16.2 BIBLIOGRAPHY
Last Revised: November 2000
Description Source:
Sorensen, John; Detailed Description for CE-11, Terminal Arrival: Self Spacing for Merging and In-trail Separation; Seagull Technology Inc.; November 2000
7.17.1 DESCRIPTION
Concept Element 11 (CE-11) is focused on bringing greater flight efficiency and runway throughput to busy terminal areas and runways through flight crew (FC) use of flight management system (FMS) and cockpit display of traffic information (CDTI) technology. The general idea is that by implementing a distributed control system via integrating FMS and CDTI avionics with the air traffic management (ATM) system would enable the flight crew (FC) to provide tighter control of the merging and spacing processes. The excess spacing buffers that exist between consecutive aircraft during approach could be reduced. This spacing buffer reduction could increase runway throughput. In addition, by enabling the aircraft to fly more direct or efficient routes within the terminal airspace, additional flight efficiencies could be realized.
This concept is based on the general hypothesis that by enabling distributed approach control conducted by the individual participating FCs would provide greater flight efficiency and other benefits and would be more cost effective than providing the air traffic service provider (ATSP) with more automation tools to pursue the same benefits. Future research experiments are to be conducted to prove or disprove this hypothesis.
In visual meteorological conditions (VMC), aircraft are often able to maintain closer spacing during the terminal approach phase of flight, thereby increasing the capacity of the terminal area and the runway acceptance rate. In the current system, the FC’s are often requested to accept responsibility for visual self-separation once they acknowledge they can see the immediately leading aircraft. In this situation, the FC is responsible for determining and then maintaining a safe separation from the immediate Lead aircraft, and is therefore not subject to the ATSP’s minimum separation requirements. CE-11 addresses providing similar spacing during instrument meteorological conditions (IMC) via use of the CDTI.
Self-separation will enable the FC’s of equipped aircraft to merge autonomously with another arrival stream and/or maintain in-trail separation relative to a designated Lead aircraft under IMC as they would under VMC, thus potentially increasing arrival throughput. In this investigation, self merging and spacing applies to aircraft that are subject to spacing requirements during arrival, extending from the terminal area feeder fix (FF) or TRACON boundary to FAF.
Anticipated procedures for self merging and spacing involve the ATSP transferring responsibility for in-trail separation to FCs of properly equipped aircraft, while retaining responsibility for separating these aircraft from crossing and non-equipped traffic. Once the FC receives clearance to merge and maintain spacing relative to a designated Lead aircraft, the FC establishes and maintains a relative position of their aircraft with frequent monitoring and speed/course adjustments.
Under some conditions, information such as required time of arrival (RTA) at the FAF may be provided by an appropriate ATSP-based DST, thereby enabling accurate inter-arrival spacing that accounts for differing final approach speeds or wake vortex avoidance. Similarly, RTAs may be used at each traffic stream merge point so that aircraft FMS guidance generates trajectories that are smoothly merged by meeting the associated RTAs.
Self merging and spacing will make use of data link capabilities to provide traffic position information. The CDTI and/or advanced flight director/heads up display (HUD) will provide guidance technology as the source of spatial and temporal situation awareness to the FC. Cues within the traffic display will provide information to the FC to enable either manual merging followed by station-keeping or monitoring of automatic 4D trajectory management by the FMS.
7.17.2 BIBLIOGRAPHY
Last Revised: November 2000
Description Source:
National Aeronautics and Space Administration, Aviation System Capacity Program, Advanced Air Transportation Technologies Project; Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM), Version 1.0; p.35; September 1999
7.18.1 DESCRIPTION
The flight deck (FD) will transmit relevant information on aircraft and trajectory parameters (e.g., aircraft weight, position, velocity components, estimated time of arrival at trajectory change points, planned final approach speed, local winds) via datalink to the ATSP. This information will allow the appropriate ATSP-based DST to accurately predict aircraft trajectories, thereby enabling it to plan conflict-free trajectories for accurate merging/spacing with minimal spacing buffers. The ATSP-computed trajectory will be transmitted via datalink to the FD for accurate execution by the Flight Management System (FMS). The flight crew and ATSP monitor trajectory conformance. It is emphasized that the ATSP retains all responsibility for ensuring adequate spacing. An ATSP-based DST may provide speed advisories to the aircraft’s FMS in order to fine-tune the aircraft's trajectory; however, it is especially important to avoid a situation where the ATSP “remotely” flies the aircraft, and the flight crew is not effectively in the loop.
7.18.2 BIBLIOGRAPHY
Last Revised: November 2000
Description Source:
National Aeronautics and Space Administration, Aviation System Capacity Program, Advanced Air Transportation Technologies Project; Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM), Version 1.0; p.37; September 1999
7.19.1 DESCRIPTION
The development of an Intelligent Ground System (IGS) would allow for improved coordination between ATSP entities, the ATC Tower and ATC ground controller, thereby improving traffic flow. The IGS would detect gaps in the arrival stream, utilizing the predictive arrival capabilities of an approach DST. The IGS, using modeled aircraft data, can then be used to direct appropriately equipped aircraft to efficiently cross the active runway during these gaps or "windows" in the arrival stream. The IGS-proposed clearances are displayed to the ATSP via an interface that allows controllers to interact with the IGS and enter any additional constraints known to them.
To address the communication problems, datalink technology will be used for surface operations clearances and other communications. Either before touchdown, or immediately after runway turn off, pilots will receive their taxi clearance from the ATSP via datalink text message. Pilots will acknowledge the clearance by pressing datalink response buttons located on the instrument panel, while retaining a text display of their clearance. The amount of verbal communication is reduced, thus lowering workload, frequency congestion, and opportunities for communication errors. Also, datalink may decrease or eliminate the need to stop while receiving a taxi clearance, thus increasing taxi efficiency. This concept requires two-way datalink capability between ATSP and FD, increased knowledge of aircraft locations by ATSP, and communication protocols between user, gate, and ATSP.
7.19.2 BIBLIOGRAPHY
Last Revised: August 2001
Description Source:
Federal Aviation Administration, US Department of Transportation; Safe Flight 21 Master Plan, Version 2.0; pp.3-4 – 3-5; April 2000
7.20.1 DESCRIPTION
This application helps pilots visually acquire and identify the aircraft called-out by controllers prior to visual approach clearances by showing the identity and trajectory of aircraft on a CDTI. By using the CDTI to aid in the transition to a visual approach, the procedure will be used more often and more efficiently. Visual approaches are the backbone of operations at major airports in the US and provide greater arrival capacity than IFR operations. During visual approaches, traffic advisories are issued to pilots, and once the pilot confirms acquisition of traffic and runway, a visual approach clearance is issued. Most facilities have specific established minima to which visual approaches can be conducted; however, specific environmental conditions such as haze, sunlight, and patchy clouds may result in the suspension of visual approaches at higher ceiling and visibility values. CDTI may help enhance visual approach operations in one of several ways including:
- Improved visual traffic acquisition
- Reduction in pilot and controller workload
- Increased reliability of conducting visual operations to established minima
- Reduction in the minima to which visual approaches are conducted
The first phase … of the application avoids significant changes to air traffic management (ATM) communication procedures by not including flight ID in traffic call-outs by controllers. This phase also avoids requiring any additional functionality in the ground automation systems by relying solely on the ADS-B of equipped aircraft for the information displayed on the CDTI.
The second phase … of the application extends current pilot/controller procedures for visual approaches to take explicit advantage of the positive identification of traffic that is supported by ADS-B/CDTI. The procedures for traffic call-out by the controller to a CDTI equipped aircraft will be changed to include the flight ID of the traffic. This is expected to further enhance the safety and efficiency of visual approaches.
In the third phase … of the application, non-equipped aircraft appear on the CDTI based on a Traffic Information Service Broadcast (TIS-B) of ground radar-based data. This makes the application more broadly usable in situations of mixed equipage. This phase of the application will address the TIS-B function in the ground automation systems and the human factors issues of presenting TIS-B targets on the CDTI.
7.20.2 BIBLIOGRAPHY
Last Revised: August 2001
Description Source:
Federal Aviation Administration, US Department of Transportation; Safe Flight 21 Master Plan, Version 2.0; pp.3-4 – 3-5; April 2000
7.21.1 DESCRIPTION
This application helps pilots visually acquire and identify the aircraft called-out by controllers prior to visual approach clearances by showing the identity and trajectory of aircraft on a CDTI. By using the CDTI to aid in the transition to a visual approach, the procedure will be used more often and more efficiently. Visual approaches are the backbone of operations at major airports in the US and provide greater arrival capacity than IFR operations. During visual approaches, traffic advisories are issued to pilots, and once the pilot confirms acquisition of traffic and runway, a visual approach clearance is issued. Most facilities have specific established minima to which visual approaches can be conducted; however, specific environmental conditions such as haze, sunlight, and patchy clouds may result in the suspension of visual approaches at higher ceiling and visibility values. CDTI may help enhance visual approach operations in one of several ways including:
- Improved visual traffic acquisition
- Reduction in pilot and controller workload
- Increased reliability of conducting visual operations to established minima
- Reduction in the minima to which visual approaches are conducted
The first phase … of the application avoids significant changes to air traffic management (ATM) communication procedures by not including flight ID in traffic call-outs by controllers. This phase also avoids requiring any additional functionality in the ground automation systems by relying solely on the ADS-B of equipped aircraft for the information displayed on the CDTI.
The second phase … of the application extends current pilot/controller procedures for visual approaches to take explicit advantage of the positive identification of traffic that is supported by ADS-B/CDTI. The procedures for traffic call-out by the controller to a CDTI equipped aircraft will be changed to include the flight ID of the traffic. This is expected to further enhance the safety and efficiency of visual approaches.
In the third phase … of the application, non-equipped aircraft appear on the CDTI based on a Traffic Information Service Broadcast (TIS-B) of ground radar-based data. This makes the application more broadly usable in situations of mixed equipage. This phase of the application will address the TIS-B function in the ground automation systems and the human factors issues of presenting TIS-B targets on the CDTI.
7.21.2 BIBLIOGRAPHY
Last Revised: August 2001
Description Source:
Federal Aviation Administration, US Department of Transportation; Safe Flight 21 Master Plan, Version 2.0; pp.3-4 – 3-5; April 2000
7.22.1 DESCRIPTION
This application helps pilots visually acquire and identify the aircraft called-out by controllers prior to visual approach clearances by showing the identity and trajectory of aircraft on a CDTI. By using the CDTI to aid in the transition to a visual approach, the procedure will be used more often and more efficiently. Visual approaches are the backbone of operations at major airports in the US and provide greater arrival capacity than IFR operations. During visual approaches, traffic advisories are issued to pilots, and once the pilot confirms acquisition of traffic and runway, a visual approach clearance is issued. Most facilities have specific established minima to which visual approaches can be conducted; however, specific environmental conditions such as haze, sunlight, and patchy clouds may result in the suspension of visual approaches at higher ceiling and visibility values. CDTI may help enhance visual approach operations in one of several ways including:
- Improved visual traffic acquisition
- Reduction in pilot and controller workload
- Increased reliability of conducting visual operations to established minima
- Reduction in the minima to which visual approaches are conducted
The first phase … of the application avoids significant changes to air traffic management (ATM) communication procedures by not including flight ID in traffic call-outs by controllers. This phase also avoids requiring any additional functionality in the ground automation systems by relying solely on the ADS-B of equipped aircraft for the information displayed on the CDTI.
The second phase … of the application extends current pilot/controller procedures for visual approaches to take explicit advantage of the positive identification of traffic that is supported by ADS-B/CDTI. The procedures for traffic call-out by the controller to a CDTI equipped aircraft will be changed to include the flight ID of the traffic. This is expected to further enhance the safety and efficiency of visual approaches.
In the third phase … of the application, non-equipped aircraft appear on the CDTI based on a Traffic Information Service Broadcast (TIS-B) of ground radar-based data. This makes the application more broadly usable in situations of mixed equipage. This phase of the application will address the TIS-B function in the ground automation systems and the human factors issues of presenting TIS-B targets on the CDTI.
7.22.2 BIBLIOGRAPHY
Last Revised: August 2001
Description Source:
Federal Aviation Administration, US Department of Transportation; Safe Flight 21 Master Plan, Version 2.0; p.3-5; April 2000
7.23.1 DESCRIPTION
This application will provide the pilot with additional cues on the CDTI regarding the dynamics of the aircraft that the pilot is following to improve safety and efficiency. The first phase … of this application will additional cues on the on visual approach and guidance toward achieving a desired interval. These cues and guidance are expected to allow the pilot to make more consistent and efficient visual approaches.
The second phase … of this application will apply these tools (with extension if needed) for instrument approaches. Spacing near minimum radar separation standards will provide more consistent arrival intervals and higher arrival rates. The pilot will receive radar vectors from ATC to intercept the approach course, and at an appropriate time will be given a spacing interval behind the preceding arrival. At a later time, further enhancements to the CDTI may aid in optimizing protection from wake vortex induced by the lead aircraft.
7.23.2 BIBLIOGRAPHY
Last Revised: August 2001
Description Source:
Federal Aviation Administration, US Department of Transportation; Safe Flight 21 Master Plan, Version 2.0; p.3-5; April 2000
7.24.1 DESCRIPTION
This application will provide the pilot with additional cues on the CDTI regarding the dynamics of the aircraft that the pilot is following to improve safety and efficiency. The first phase … of this application will additional cues on the on visual approach and guidance toward achieving a desired interval. These cues and guidance are expected to allow the pilot to make more consistent and efficient visual approaches.
The second phase … of this application will apply these tools (with extension if needed) for instrument approaches. Spacing near minimum radar separation standards will provide more consistent arrival intervals and higher arrival rates. The pilot will receive radar vectors from ATC to intercept the approach course, and at an appropriate time will be given a spacing interval behind the preceding arrival. At a later time, further enhancements to the CDTI may aid in optimizing protection from wake vortex induced by the lead aircraft.
7.24.2 BIBLIOGRAPHY
Last Revised: August 2001
Description Source:
Federal Aviation Administration, US Department of Transportation; Safe Flight 21 Operational Enhancement Applications Concept of Operations and Concept of Use-Draft; p.7; December 1999
7.25.1 DESCRIPTION
During visual approaches to parallel runways the controller will point out traffic to both runways to the pilot. Once the pilot confirms visual acquisition of the preceding traffic to own runway and (if the runways are separated by less than 4300 feet) visual acquisition of the traffic to the parallel runway, a visual approach clearance is issued. If a visual approach cannot be conducted the controller must provide the appropriate radar separations. The use of CDTI based on ADS-B and possibly TIS-B will be used to assist the pilot in acquiring and identifying the other traffic so that visual approaches to parallel runways can be made more often in VMC and MVMC.
7.25.2 BIBLIOGRAPHY
Last Revised: August 2001
Description Source:
Federal Aviation Administration, US Department of Transportation; Safe Flight 21 Master Plan, Version 2.0; p.3-6; April 2000
7.26.1 DESCRIPTION
Often minimum spacing is not obtained on departure because of controller workload, pilot response time, and/or limitations of radar surveillance. However, if the CDTI function can aid pilots in departing and maintaining spacing behind a leading aircraft, the controller may be able clear the aircraft for departure based on CDTI spacing and gain additional throughput over the departure routes.
7.26.2 BIBLIOGRAPHY
Last Revised: September 2001
Description Source:
7.27.1 DESCRIPTION
No description available.
7.27.2 BIBLIOGRAPHY
Last Revised: July 2001
Description Source:
7.28.1 DESCRIPTION
No description available.
7.28.2 BIBLIOGRAPHY
Last Revised: July 2001
Description Source:
7.29.1 DESCRIPTION
No description available.
7.29.2 BIBLIOGRAPHY
Last Revised: September 2001
Description Source:
7.30.1 DESCRIPTION
No description available.
7.30.2 BIBLIOGRAPHY
Last Revised: July 2001
Description Source:
7.31.1 DESCRIPTION
No description available.
7.31.2 BIBLIOGRAPHY
Last Revised: August 2001
Description Source:
Federal Aviation Administration, US Department of Transportation; Safe Flight 21 Operational Enhancement Applications Concept of Operations and Concept of Use-Draft; p.7; December 1999
7.32.1 DESCRIPTION
IMC surface operations with CDTI builds on the surface situational awareness application to allow maneuvering around an airport using a traffic/map display while in IMC down to CAT-3B. Visual acquisition of proximate aircraft, vehicles, and obstacles may be required. However, potentially all navigation may be performed solely with a traffic/map (based on on-board databases, ADS-B and TIS-B).
7.32.2 BIBLIOGRAPHY
Last Revised: July 2001
Description Source:
Federal Aviation Administration, US Department of Transportation; Safe Flight 21 Master Plan, Version 2.0; p.3-10; April 2000
7.33.1 DESCRIPTION
This application provides terminal area controllers of non-radar airspace with surveillance, conflict alert and MSAW that are based on ADS-B, to enable provision of radar-like services to VFR and IFR aircraft. This includes emergency services, separation, sequencing, traffic and terrain advisories, navigational assistance, and route optimization. Aircraft not providing ADS-B are handled similarly to aircraft without a transponder in secondary radar airspace.
7.33.2 BIBLIOGRAPHY
Last Revised: July 2001
Description Source:
Federal Aviation Administration, US Department of Transportation; National Aviation Research Plan, Internet Version; pp. 2-203 to 2-206; April 2001
7.34.1 DESCRIPTION
Detailed guidance on the integration of Free Flight Phase 1 tools, i.e., User Request Evaluation Tool (URET), TMA, passive Final Approach Spacing Tool (pFAST), and Collaborative Decision Making (CDM) capabilities needed for full implementation of associated programs.
7.34.2 BIBLIOGRAPHY
Last Revised: August 2001
Description Source:
Federal Aviation Administration, US Department of Transportation; National Airspace System Capital Investment Plan Fiscal Years 2002-2006; pp. 26, B-15 – B-16; April 2001
7.35.1 DESCRIPTION
Problem Analysis Resolution and Ranking (PARR) is a set of tools that will assist the en route D-position controller in the management of flight data derived URET. It will also assist the controller in the development of strategic resolution for aircraft-to-aircraft and aircraft-to- airspace conflicts, in responding to hazardous weather conditions, and for complying with Traffic Flow Management (TFM) metering times and flow instructions.
7.35.2 BIBLIOGRAPHY
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