This does not mean that self-separation or certain increases in aircraft autonomy should not be considered if they have economic benefit without significant cost or safety penalties. In fact, we believe self separation is practical and would have high payoff in oceanic and in certain high density airspace, such as terminal area airspace associated with landing operations at airports with closely-spaced parallel runways. But it should be kept in mind that such concepts are not goals or assumptions; they are solution concepts that should be evaluated in terms of the operational costs and benefits in achieving the goals of more efficient or safer operations.
Planning and replanning, as mentioned earlier, can be decomposed into information processing tasks -- an observable action is the end point, preceded by sensing and processing of information and decision making. Data and information from the aircraft, its systems, aircraft and ground personnel, and the environment must be collected and processed in order to understand the situation, identify goals, determine potential actions, and select and execute a particular action. The point here is that only the last step or task, (e.g., “approve and execute an action” ) is traditionally associated with authority or autonomy issues. We can envision a Free Flight scenario where final authority over the execution of a maneuver in real time is little different than in today’s environment (this does not mean that ATC routing and procedures are not changed to be more flexible, but we don’t assume reallocation of responsibility), but the flight crews’ roles and responsibilities in the information processing steps leading to the maneuver (e.g., situation assessment, problem/opportunity identification, planning, determination of alternate plans of action) are significantly different. Hence, when we refer to a “flight deck-centered” concept for Free Flight, we mean that we are focusing on new concepts for the flight deck component of a distributed system for gaining efficiencies in air traffic management; we do not mean that the flight deck concept is the key component of that system, or that the flight crew necessarily assumes final authority over route planning or separation.
4.0 Flight Deck Replanning Function/Information Analysis
To support this general approach, we systematically analyzed the goals, constraints, functions, information and stakeholders involved in planning and replanning. The objective of the analysis was to reallocate functions and information using the explicit criterion that any function that served multiple goals of multiple stakeholders should be performed collaboratively by those stakeholders. Additionally, the information supporting shared functions should be distributed to all stakeholders participating in the functions. The general methodology is shown in Figure 16.
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