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Appropriately equipped users will be able to submit their preferences for resolving conflicts. These preferences may include (but are not limited to): a specified 4D trajectory; a specified route, and/or altitude and/or speed profile; or, preferred degree(s)-of-freedom (route, altitude, speed) for conflict resolution. The trajectory negotiation process may involve single-flight collaboration between the ATSP and an individual user, or multiple-flight collaborations between the ATSP and multiple users for determining a balanced set of deviations among a “gaggle” (group) of flights. Following the selection of a conflict-resolution plan, the ATSP then transmits (via datalink) the conflict-free trajectory solutions to the appropriately-equipped aircraft for execution (thereby further reducing trajectory uncertainty and subsequent conflict false-alarm and missed-detection rates). It is emphasized that the ATSP retains full responsibility for separation assurance.
(b) Facilitate trajectory change requests for en route aircraft by providing the user (FD and/or AOC) the capability to formulate a conflict-free user-preferred trajectory that conforms to any active local-TFM constraints.
By making use of information on local traffic and TFM constraints, the user is able to formulate intelligent trajectory change requests that are likely to be acceptable to the ATSP and therefore less workload-intensive for the ATSP to evaluate and coordinate. Using datalink, the AOC transmits relevant information on airline preferences/constraints to the FD. The flight crew use a FD-based trajectory planning DST to compute a conflict-free user-preferred trajectory that conforms to any active local TFM constraints (bad weather, SUA, airspace congestion, arrival metering/spacing). The FD transmits the desired trajectory to the ATSP via datalink. The ATSP uses their DST to review the request, and in most cases, finds the request acceptable and issues a clearance for the new trajectory. If the request is not acceptable, the ATSP denies the request and may use their DST to formulate an alternative clearance or provide additional information on ATSP requirements/constraints. It is emphasized that the ATSP retains full responsibility for separation assurance.
4.3.6.3 Potential Benefits
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Reduction in excessive deviations for separation assurance, due to improved CD&R capabilities of ATSP-based DSTs, enabled by user-supplied data on key flight parameters.
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Reduction in non-preferred deviations for separation assurance, due to user-ATSP collaboration for conflict resolution maneuvers.
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Increased ATSP accommodation of user requests for trajectory changes, due to the user’s ability to intelligently formulate trajectory change requests that conform to local traffic and TFM constraints.
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Reduced ATSP workload, due to improved CD&R capabilities (enabled by user-supplied data) for separation assurance, and intelligent user requests for trajectory changes that conform to local traffic and TFM constraints
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本文链接地址：Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM)(25)
