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and flexibility. The surface management system provides tower controllers and air carriers with accurate
predictions of the future departure demand and how the
situation on the airport surface, such as takeoff queues
and delays at each runway, will evolve in response to
that demand. To make these predictions, the surface
management system will use real-time surface surveillance, air carrier predictions of when each flight will
want to push back, and computer software that accurately predicts how aircraft will be directed to their
departure runways.
In addition to predictions, the surface management system also provides advisories to help manage surface
movements and departure operations. For example, the
surface management system advises a departure
sequence to the ground and local controllers that efficiently satisfies various departure restrictions such as
miles-in-trail and expected departure clearance times
(EDCTs). Information from the surface management
system is displayed in ATC towers and airline ramp towers, using either dedicated surface management system
displays or by adding information to the displays of
other systems.
Parts of the system were tested in 2003 and 2004, and
are now ready for deployment. Other capabilities are
accepted in concept, but are still under development.
Depending on the outcome of the research, the surface
management system might also provide information to
the terminal radar approach control (TRACON) and
center traffic management units (TMUs), airline operations centers (AOCs), and ATC system command
centers (ATCSCCs). In the future, additional developments may enable the surface management system to
work with arrival and departure traffic management
decision support tools.
The surface movement advisor (SMA) is another program now being tested in some locations. This project
facilitates the sharing of information with airlines to
augment decision-making regarding the surface movement of aircraft, but is concerned with arrivals rather
than departures. The airlines are given automated radar
terminal system (ARTS) data to help them predict an air-
craft’s estimated touchdown time. This enhances airline
gate and ramp operations, resulting in more efficient
movement of aircraft while they are on the ground.
Airline customers reported reduced gate delays and
diversions at the six locations where SMA is in use.
TERMINAL AIRSPACE REDESIGN
The FAA is implementing several changes to improve
efficiency within terminal airspace. While some methods increase capacity without changing existing routes
and procedures, others involve redesigning portions of
the airspace system. One way of increasing capacity
without major procedural changes is to fill the gaps in
arrival and departure streams. Traffic management advisor (TMA) is ATC software that helps controllers by
automatically sequencing arriving traffic. Based on
flight plans, radar data, and other information, the software computes very accurate aircraft trajectories as
much as an hour before the aircraft arrives at the TRA-
CON. It can potentially increase operational capacity by
up to ten percent, and has improved capacity by 3 to 5
percent for traffic into the Dallas/Ft. Worth, Los
Angeles, Minneapolis, Denver, and Atlanta airports.
One limitation of TMA is that it uses information on
incoming flights from a single Air Route Traffic Control
Center (ARTCC). Another version is under development
that will integrate information from more than one
ARTCC. It is called multi-center traffic management
advisor (McTMA). This system is being tested in the
busy Northeastern area, and the results are promising.
Another software-based solution is the passive final
approach spacing tool (pFAST). This software analyzes
the arriving traffic at a TRACON and suggests appropriate runway assignment and landing sequence numbers
to the controller. Controllers can accept or reject the
advisories using their keyboards. The early version carries the “passive” designation because it provides only
runway and sequence number advisories. A more
advanced version, called active FAST (aFAST), is currently under development at NASA Ames Research
Center. In addition to the information provided by
pFAST, aFAST will display heading and speed, and it is
expected to improve capacity by an additional 10 percent over pFAST.
Airlines can help ease congestion on shorter routes by
filing for lower altitudes. Although the airplane uses
more fuel at a lower cruising altitude, the flight may
prove faster and more economical if weather or high
traffic volume is delaying flights at higher levels. The
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Instrument Procedures Handbook (IPH)仪表程序手册上(146)
