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In the following narrative, the term “ATSP” covers various entities such as ground controllers, departure controllers, traffic flow managers, en route controllers, arrival controllers, etc. The narrative frequently refers to applicable CEs, indicated in bold type, as appropriate. Although air traffic operations use “Zulu time” (or GMT), all times presented in this storyline have been converted to U.S. Eastern Time (ET) for convenience.
Pre-Flight Planning
~0400 Users access databases that provide accurate and up-to-date information on NAS states, including weather data, SUA status, airport delays, flow initiatives, predictions of dynamic density and airspace loading (CE 0).
After accessing NAS state information from the appropriate databases, the AOCs of each operator/airline use pre-flight planning DSTs to prepare preliminary flight schedules and plans for all of the day’s flights, based on the hierarchical criteria of safety, integrity of schedule, and optimization of individual flights. These flight plans are then transmitted to the ATSP via datalink.
The TransCon AOC transmits a preliminary flight plan proposal for Flight TCA123 to the ATSP via datalink, with a preferred EWR departure time of 0750 ET and a preferred SJC arrival time of 1310 ET. The proposal includes key parameters of a nominal user-preferred trajectory from EWR to SJC, including basic information on preferred routing, altitudes and speed profiles (CE 1).
The NorthAm AOC also sends a preliminary flight plan to the ATSP for NAA888, with a preferred JFK departure of 0750 ET and a preferred SFO arrival time of 1310 ET. However, this flight plan contains fewer details about the preferred routing (indicating only “JFK free flight to SFO”), altitudes and speed profiles (CE 1).
0500 Negotiations between the ATSP and airspace users commence. These negotiations are facilitated by direct exchange of data on schedules and preferred routings, altitudes and speed profiles (CE 0). The ATSP utilizes current and predicted NAS state data and the flight plan proposals submitted by all users and uses a traffic flow management DST to determine which flights will be subject to departure restrictions and/or assignment of a controlled time-of-arrival (CTA). Among other things, it is determined that morning departures from the New York City area to the San Francisco Bay area will not be subject to any departure restrictions or assigned CTAs.
0645 Using a trajectory planning DST, TransCon’s AOC determines a nominal user-preferred trajectory for TCA123 (CE 1), utilizing current information on predicted winds and temperatures aloft, turbulence, SUA status, traffic density/complexity and flow constraints (CE 0). The nominal trajectory request is transmitted to the ATSP via datalink.
The NorthAm AOC also computes a nominal free flight trajectory for NAA888 (CE 1), utilizing current information (CE 0). However, the AOC is not required to send this nominal trajectory to the ATSP for approval, due to the autonomous flight capabilities of NAA888 (note that a preliminary flight plan was filed with the ATSP at approximately 0400 ET). Instead, the flight plan is sent via datalink from the AOC to the FD of NAA888 shortly after the crew has boarded the aircraft. The flight crew uses the FMS to review the nominal trajectory and make minor modifications as necessary. With several known “VIP” passengers on board, the captain enters into the FMS a preference for turbulence avoidance even at the expense of fuel.
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Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM)(35)
