Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM)(27)

曝光台 注意防骗 网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者

The first stage involves traffic upstream of a potentially impacted airspace, but before the local Traffic Management Units (TMUs) establish an en route TFM initiative (trajectory deviations). The user (FD and/or AOC) monitors the predicted status of the NAS for sector complexity, weather, and available airspace. Each user may then evaluate, for each flight, the probability of a TFM initiative (and corresponding trajectory deviations), and the cost/benefit of taking preemptive action to request a flight-plan change to avoid potential problem areas well in advance. Early, self-selected deviations may allow users to mitigate the potential impact of dynamic TFM initiatives on sensitive flights. A preemptive action for any flight will also indirectly benefit other flights by spreading out en route traffic and reducing the probability and extent of TFM initiatives. This is analogous to car drivers making decisions to temporarily use surface streets in order to avoid dynamic congestion reported along a segment of a freeway/expressway.

Current Time
Timeline of Sector 1 Traffic Demand
Fig. 4-5: Schematic of En route User-ATSP Collaboration
The second stage occurs as traffic approaches the impacted airspace; it is characterized by a CDM process for mitigating the impact of user deviations arising from en route TFM initiatives. First, the ATSP notifies the affected users of the predicted operational constraint and transfers the data necessary to support user analysis of preferred solutions for potentially impacted flights. The users then communicate their preferred solutions to the ATSP. The initiative is then re-evaluated (e.g., via fast-time simulation) by the ATSP to determine if further deviations are necessary. If time permits, a second round of collaboration may occur.
If the problem is not resolved in time, the process enters the third stage: Initiative Implementation. At this stage, the ATSP uses supporting DST technology to determine what additional action is necessary to off-load the potentially impacted airspace. User preferences, regarding the type of deviation desired, are analyzed by the DST to support the accommodation of such preferences within the ATSP-determined TFM initiative. Examples of TFM initiatives include re-routing, spacing, dynamic assess to SUA or dynamic resectorization (Ref. 9).
During all three stages, user preferences are established by the AOC and/or FD, as appropriate, depending on the constraint, environment, and user equipage/capability.
4.3.7.3 Potential Benefits
.  
Increased accommodation of user-preferred deviations in constrained en route airspace, due to user options for pre-emptive action and the incorporation of user input/preferences into ATSP’s management of traffic flow.

.  
Increased user efficiency, ATSP productivity and system capacity, due to the adoption of a strategic and collaborative approach to the management of constrained en route airspace.

4.3.8 En route/Terminal Arrival: Collaboration for User-Preferred Arrival Metering
　
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)(27)