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4.3.13.2 Solution
Appropriately equipped aircraft may conduct closely-spaced independent approaches by utilizing surveillance data, on-board avionics and new air-ground procedures to ensure safe separation.
Surveillance is provided by FD transmission of differential GPS-based positions and velocities to all other aircraft. CDTI and FD-based specialized collision alerting algorithms warn FD of possible traffic threats, and provide guidance for traffic avoidance maneuvers. ATSP-based DSTs will assist controllers with missed approach management in case of an abort of a closely spaced approach. This technology is expected to allow simultaneous independent approaches to be conducted in IMC to runways with a minimum spacing of 2,500 ft.
4.3.13.3 Potential Benefits
. Increased arrival capacity/throughput rate during IMC, due to execution of closely spaced approaches.
4.3.14 Surface Arrival: Intelligent Routing for Efficient Active-Runway Crossings and Taxi
4.3.14.1 Problem
Inefficient taxi operations due to active runway crossing delays, verbal clearances, and radio frequency congestion.
In current day operations, studies have shown that surface operations are inefficient and prone to high workload levels, radio frequency congestion, and communication errors Also, the requirement for pilots to write down the clearance and read it back to ATSP for verification unnecessarily increases workload for both pilots and controllers and reduces the efficiency of the entire system. A large contributing factor to inefficient taxi operations is the requirement for pilots to stop after runway turn off to contact ATSP via radio for a taxi clearance.
Additionally, the communication between two ATSP entities, the ATC Tower and ATC Ground Controller, in the current system is based on "current status", is not tightly coupled, and may take into account future status of only a few minutes. In other words, the Ground Controller must currently route an aircraft that has just landed to hold before an active runway. The Ground Controller, in communication with the Tower Controller, then assesses whether there is a sufficiently long gap to allow for an aircraft that is waiting to cross safely, and issues a command to cross. This, in essence, describes a "just in time" system, in which flow problems are dealt with on an "as needed" basis. Active runway crossings at some airports (DFW and BOS, for example) have been identified as one source of gate arrival delays. Through the use of predictive algorithms, the ATC Tower, Ground Controller and aircraft can coordinate for efficient active runway crossing.
4.3.14.2 Solution
ATSP uses an Intelligent Ground System (IGS) and datalink technology to coordinate aircraft for efficient active runway crossing.
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 (see Fig. 4-7). 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.
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Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM)(33)
