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0700 Using a trajectory evaluation DST, ATSP evaluates the requested user-preferred trajectory for TCA123, based on information about other requested and cleared trajectories, projected SUA activity, localized high-density airspace and flow constraints, and transmits its approval to the TranCon AOC and the TCA123 FD via datalink (CE 1).
Surface Departure
0710 The NorthAm AOC consults with the flight crew of NAA888 to determine a desired push-back time (CE 2) and forwards this information to the ATSP. The AOC also forwards the flight crew’s request for free-flight departure clearance from JFK if the predicted local traffic complexity and weather conditions will permit; this clearance will allow the flight crew to plan and execute a departure route and climb profile without requiring approval from the ATSP, while accepting the responsibility to maintain separation from other aircraft (CE 3).
After consultation with the crew of TCA123, the TransCon AOC transmits to the ATSP (via datalink) a desired push-back time (CE 2) and a preferred departure trajectory (CE 4).
0730 Using DSTs for surface movement and departure planning, the ATSP at JFK determines and transmits to NAA888 the actual pushback time, departure runway, and an efficient taxi route to the departure runway (CE 2). ATSP also grants NAA888 clearance to assume authority for free-flight departure routing after takeoff, up to the top-of-climb point (CE 3).
Similarly, the ATSP at EWR determines and transmits to TCA123 the actual pushback time, departure runway, and an efficient taxi route to the departure runway (CE 2). The ATSP also determines a departure trajectory that accommodates (to the extent possible) routes, fixes and speeds requested by the TCA123 flight crew (CE 4), and transmits it to the FD via datalink.
0750 NAA888 and TCA123 depart their gates and taxi directly (and efficiently) to their respective departure runways; since the flight crews have received and acknowledged the entire taxi clearance via datalink (CE 0), they do not need to stop along the taxiways for additional clearances. The flight crews of both aircraft monitor their taxi progress using a moving map display that includes taxi clearance guidance and the locations of other aircraft and ground vehicles on the airport surface. ATSP personnel at JFK and EWR monitor the aircraft’s progress on the airport movement areas.
Terminal Departure
0800 NAA888 receives takeoff clearance from the ATSP. Its FMS has already determined a nominal user-preferred conflict-free climb trajectory, using up-to-date information on terminal area traffic and airspace constraints (including noise abatement procedures). The flight crew has reviewed this trajectory and decided to accept it without modification. NAA888 takes off, and its FMS then implements the nominal departure trajectory while a FD-based CD&R DST searches for potential traffic conflicts (CE 3).
TCA123 takes off after receiving clearance from the ATSP. Immediately after takeoff, its FMS executes the user-influenced departure trajectory received from the ATSP before pushback (CE 4).
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Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM)(36)
