ATM-Weather Integration Plan - Joint Planning and Development ...

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Joint Planning and Development Office (JPDO) DRAFT v0.7 ATM-Weather Integration Plan 456 457 458 459 460 461 462 463 464 465 466 467 468 469 470 471 472 473 474 475 476 477 478 479 480 481 482 483 484 485 486 487 488 This falls in the 1-2 hour time frame Tactical enroute operations Nowcast, reports/observations Execution of flight specific adjustments for TBO Takes place 0-40 minutes before the operation Terminal operations (High Density) merging, transition operations Tactical operations based on conditions of surface environment, operating configurations and planning Nowcast, reports/observations Execution of flight specific adjustments in the arrival, departure and terminal/facility operations. Flexible Airspace in the Terminal operations Tactical support for CSPR operations Tactical availability and integrity for landing: Integration of space weather effects Departure time estimates (tactical and strategic application) Solution Set Representation The Initiate TBO solution set represents a shift from clearance-based to trajectory-based control. Aircraft will fly negotiated trajectories and air traffic control will transition to trajectory management. Tactical components of trajectory management include the evaluation and adjustment of individual trajectories to provide appropriate access to airspace system assets (depending on aircraft capabilities) and separation assurance to ensure safe separation among all aircraft. Weather integration is closely tied to this capability. The Increase Arrivals/Departures at High Density Airports (High Density) solution set involves airports (and the airspaces that access those airports) in which: Demand for runway capacity is high; There are multiple runways with both airspace and taxiing interactions, or; There are close proximity airports with the potential for airspace or approach interference. High density airports require all the capabilities of flexible terminals and surrounding airspace plus integrated tactical and strategic flow capabilities. Decision support tools may require higher performance navigation and communications capabilities, including higher fidelity weather information for integration, for air traffic and the aircraft to support these additional operational requirements. High density corridors will serve as transitions to and from trajectory-based en- 15 April 22, 2009
Joint Planning and Development Office (JPDO) DRAFT v0.7 ATM-Weather Integration Plan 489 490 491 492 493 494 495 496 497 498 499 500 501 502 503 504 505 506 507 508 509 510 511 512 513 514 515 516 517 518 519 520 521 522 523 524 525 526 527 route airspace. High density operations will seamlessly integrate surface operations through transition altitudes to en-route airspace. The Flexible Terminal solution set has a focus on improvements to the management of separation at all airports. Such capabilities will improve safety, efficiency and maintain capacity in reduced visibility high density terminal operations. At airports where traffic demand is lower, and at high density airports during times of low demand, operations requiring lesser aircraft capability are conducted, allowing access to a wider range of operators while retaining the throughput and efficiency advantages of high density operations. Both trajectory and non trajectory-based operations may be conducted within flexible terminal operations. The Collaborative Air Traffic Management (CATM) solution set covers strategic and tactical flow management, including interactions with operators to mitigate situations when the desired use of capacity cannot be accommodated. This solution set includes flow programs and collaboration on procedures that will shift demand to alternate resources (e.g. routings, altitudes, and times). CATM also includes the foundational information elements for managing National Airspace System (NAS) flights. These elements include development and management of aeronautical information, management of airspace reservation, and management of flight information from pre-flight to post-analysis. A summary of results is given here, with more details presented in Appendix A. 3.1 Trajectory Based Operations 3.1.1 Separation Management Delegated Responsibility for Separation includes enhanced surveillance and new procedures that enable the Air Navigation Source Provider (ANSP) to delegate aircraft-to-aircraft separation. Improved display avionics and broadcast positional data provide detailed traffic situational awareness to the flight deck. When authorized by the controller, pilots will implement delegated separation between equipped aircraft using established procedures. It was concluded that improved weather observations, especially airborne, will support this desired capability. Oceanic In-trail Climb and Descent involves ANSP automation enhancements that will take advantage of improved communication, navigation, and surveillance coverage in the oceanic domain. When authorized by the controller, pilots of equipped aircraft will use established procedures for climbs and descents. It was concluded that enhanced forecasts of flight level winds will support this desired capability. Automation Support for Mixed Environments involves ANSP automation that provides the controller with tools to manage aircraft in a mixed equipage environment. It was concluded that weather integration would not support this desired capability. 3.1.2 Trajectory Management Initial Conflict Resolution Advisories are supported with an enhanced ANSP conflict probe to not only recognize conflicts but to provide rank-ordered resolution advisories to the provider, who may select one of the resolutions to issue to the aircraft. Automation enables ANSP to better accommodate pilot requests for trajectory changes by providing conflict detection, trial flight 16 April 22, 2009
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