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Meanwhile, TCA123 (which is not equipped for self-spacing) is also nearing an arrival merge point for SJC. Utilizing broadcast information on TCA123’s states (position, velocity components, weight, equipage level, etc.) and nominal trajectory parameters, an ATSP-based arrival-spacing DST plans a trajectory modification for TCA123; the resulting trajectory is nominally conflict-free and enables merging and spacing with minimum IFR in-trail separation (CE 12). The ATSP transmits the trajectory modification to the FD via datalink; the flight crew use the FMS to merge with another arrival stream and proceed to the final approach fix.
Terminal Approach
1300 NAA888 crosses its final approach fix at SFO. The flight crew use their CDTI on final approach to monitor separation with another aircraft flying an approach to a closely-spaced runway. The FD-based collision avoidance system sounds an alert and provides a collision avoidance advisory as the other aircraft begins to veer towards NAA888 on a collision course, due to confusion about which runway it was supposed to use (CE 13). Before the NAA888 crew can react, the alert disappears as the “intruder” aircraft aborts its approach and executes a collision avoidance maneuver. NAA888 continues on its final approach and lands safely.
Surface Arrival
1305 Immediately after TCA123 and NAA888 land and exit the runways via high-speed taxiways, the ATSP transmits to each aircraft via datalink an efficient taxi routing to the assigned gate. The flight crews receive and acknowledge the clearance without stopping the aircraft, and proceed on their taxi routes unaffected by the near-zero visibility due to the morning fog covering the San Francisco Bay area (CE 14). 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 SFO and SJC monitor the aircraft’s progress on the airport movement areas.
1309 TCA123 and NAA888 arrive at their assigned gates within 1 minute of schedule.
4.5 Off-Nominal Considerations
The illustrative operational scenario presented in Section 4.4 applies to nominal conditions; it assumes, for instance, that there are no equipment failures, no major weather systems that disrupt operations by significantly reducing airspace and/or runway throughput, and no flight diversions to alternate airports. However, these and other considerations are important because off-nominal conditions, although infrequent, often drive procedures and system performance/certification requirements. Although not directly addressed in this document (version 1.0 of the DAG-TM Concept Definition), off-nominal conditions will be considered by the DAG-TM Team in future work.
5. CONCLUSION
A concept definition for Distributed Air/Ground Traffic Management (DAG-TM) has been prepared by a multi-disciplinary team formed by the Advanced Air Transportation Technologies (AATT) project office. The DAG-TM concept, characterized by distributed decision-making between the flight deck, ATSP and AOC, is a NAS operations concept that increases user efficiency/flexibility and system capacity.
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