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 598 599 600 601 602 603 604 605 606 607 608 609 610 611 612 613 614 615 616 617 618 619 620 621 622 623 624 625 626 627 628 629 630 631 ANSP and user, ANSP DSTs need to integrate this same weather information into their DST algorithms, so that they recommend CTAs which aircraft are able to meet. 3.2.3 Capacity Management Integrated Arrival/Departure Airspace Management supports optimal terminal area configuration management by tailoring capacity to meet demand, managing delay, giving consideration to environmental factors, and limiting metroplex inter-dependencies. It was concluded that functional weather needs must consider that the initial integration of weather information into arrival/departure airspace management DSTs may be both tactical and strategic. From a strategic standpoint, DSTs may recommend an optimal configuration plan for the flight day plus one or 2 alternates, from among the increased number and complexity of mid-term arrival/departure configurations, based on an analysis of Traffic density, Performance capabilities of the aircraft involved, Environmental considerations in effect, plus Numerous weather factors at various points around the airport, including terminal area winds, winds aloft, convection, and ceiling/visibility Weather conditions, whether they are adverse (e.g., convection) or routine (e.g., winds), always are a major factor in the selection of an optimal arrival/departure configuration. Since arrival/departure configuration needs to be stable and changed infrequently, weather information input into DSTs needs to accurately forecast conditions a number of hours out in time In order for DSTs to recommend a baseline (strategic) arrival/departure configuration plan for flight day, weather forecasts out several hours are needed including terminal area winds, winds aloft, convection, and ceiling/visibility In order for DSTs to recommend airport configurations far enough in advance to efficiently move traffic to new airport arrival/departure configurations, weather forecasts out an hour or so are needed including wind shift timing, terminal area winds, and ceiling/visibility In order for DSTs to recommend optimal airport arrival/departure configuration due to rapidly changing weather conditions, convective weather forecasts out 20 minutes or so are needed including sufficient spatial resolution to identify pop-up thunderstorms blocking individual arrival/departure routes, as well as information of initiation, growth, and movement of the storms 19 April 22, 2009
Joint Planning and Development Office (JPDO) DRAFT v0.7 ATM-Weather Integration Plan 632 633 634 635 636 637 638 639 640 641 642 643 644 645 646 647 648 649 650 651 652 653 654 655 656 657 658 659 660 661 662 663 664 665 666 667 668 669 670 671 3.3 Flexible Airspace in the Terminal Area 3.3.1 Separation Management Wake Turbulence Mitigation for Departures (WTMD) - Wind-Based Wake Procedures involve changes to implemented wake rules based on wind measurements. Procedures will allow more closely-spaced departure operations to maintain airport/runway capacity. Weather support for WTMD functionalities is envisioned to mean real time local wind data and high resolution, high refresh wind profile forecasts integrated into the wind forecast algorithm. This in turn needs to be integrated into the Tower WTMD processing function. It was concluded that enhanced forecasts of terminal winds would additionally support the WV system. For example, wake vortex avoidance are anticipated to create high temporal and spatial wind observation and reporting requirements. WTMD weather integration is envisioned to mean that high resolution, real time local wind data and high resolution, high refresh rate wind forecasts are part of a wind forecast algorithm which in turn is integrated into the WTMD processing function. ATC policies and procedures will have to be changed to allow differing separation criteria based on information from wake turbulence mitigation models, regardless of whether the separation criteria are calculated and assigned manually or automatically. Integrated Work Plan (IWP) enablers (i.e., EN-0029 and EN-0030) describe a ground-based wake vortex advisory system that presumably includes high spatial and temporal wind observations and whose sole focus is on wake vortex detection, prediction and departure spacing guidance in the terminal area – especially for impacts to operations on CSPR. It has been estimated in the NextGen Portfolio Work Plan on Resource Planning Data (RPD) that several additional departures per hour from closely-spaced parallel runways are possible, if the dissipation of the wake turbulence can be predicted. Regardless of where or how weather information is integrated, the net effect on improved operations will be driven by changes in separation standards and procedures. Ground-Based Augmentation System (GBAS) Precision Approaches will support precision approaches to Category I (as a non-federal system), and eventually Category II/III minimums for properly equipped runways and aircraft. GBAS can support approach minimums at airports with fewer restrictions to surface movement and offers the potential for curved precision approaches. GBAS also can support high-integrity surface movement requirements. The effects of weather and its integration within GBAS calculations may be driven by functions that perform differential corrections (to improve accuracy), integrity monitoring (to ensure that errors are within tolerable limits with a very high probability and thus ensure safety), and ranging (to improve availability). Additional corrections that may be affected by weather include ionospheric errors which may be dependent on lattice points of a virtual grid of lines of constant latitude and longitude at the height of the ionosphere. There may be additional consideration for degraded GBAS signal on the flight deck before ground-based detection. This would infer the 20 April 22, 2009
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