Local TFM Flow Constraint?
Optimize
4D Trajectory
Negotiate
Flow Constraint
CE-5 (a) Free Maneuvering CE-6 (a)Trajectory Negotiation zCE-5 (b) Free Maneuvering CE-6 (b)Trajectory Negotiation CE-7 Constrained Airspace(Wx, SUA, Complexity) CETranAirs(ArMet& Sp -8 sition pacerival eringacing)
En route Terminal Arrival
Fig. 4-3: Relationship between En route Concept Elements
4.3 Detailed Descriptions of Concept Elements
This section presents detailed descriptions of each concept element, using a uniform format. First, a problem/inefficiency in the current operational ATC system is presented. Next, a solution to the problem is presented, within the framework of the DAG-TM paradigm. Finally, a list of potential benefits is presented along with their associated benefit mechanisms.
The concept elements call for a variety of DSTs to be used by ATSP and/or FD and/or AOC personnel. In all cases, DST equipment will be designed, and accompanying procedures established, in a manner that will maintain workloads at a comfortable level for all parties, while ensuring that the decision-making process is timely and intuitive. By timely it is meant that the equipment and procedures allow sufficient time for the human decision-makers to evaluate the situation and determine solutions, while keeping system delays and response times to a minimum. By intuitive it is meant that it is easy for the human operators to understand the relationships between their inputs and the resulting outputs of the DSTs.
4.3.0 Gate-to-Gate: Information Access/Exchange for Enhanced Decision Support
4.3.0.1 Problem
Inefficiencies across NAS operations, due to the lack of timely and accurate NAS state information available to stakeholders (FD, AOC, ATSP).
The efficiency of current NAS operations is limited by the information available for flight planning (by users) and traffic management (by ATSP).
4.3.0.2 Solution
Provide capabilities to all stakeholders (FD, AOC, ATSP) for convenient access/exchange of timely and accurate information.
This information includes (but is not limited to) the following:
.
Current and predicted NAS constraint information (delays, flow initiatives, SUA status) will allow users to advantageously plan/re-plan trajectories according to their preferences, within the dynamic constraints of the NAS.
.
4D weather information (winds, temperature, turbulence, storm cells, icing, etc), combined with analysis of trajectory predictions to determine the flights that are possibly affected, will allow users (FD / AOC) to more effectively plan and re-plan various flight operations.
.
Real-time pilot reports (pireps) from aircraft maneuvering near weather-impacted areas (e.g., extent of turbulence, cloud tops, icing/temperature) will provide the ATSP and users (FD and/or AOC) with information to validate forecasts and improve the predictions about the impact of inclement weather on individual flights and airspace.
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM)(18)
