# 

**Aviation System Capacity Program**

**Advanced Air Transportation Technologies**

**ATM Concept Definition**

**Volume 1**

**Current and Future Operational Concepts**

**For the National Airspace System**

**October 21, 1997**

National Aeronautics and

Space Administration

**Ames Research Center**

Moffett Field, California 94035

ARC 275a (Feb 81)

# 1 Introduction 

This document provides an evolutionary concept of operations from the
perspectives of National Airspace System (NAS) users and service
providers. This concept covers the transition from the current NAS
through the year 2000 followed by two distinct time frames: the period
from 2000 to 2005, and from 2005 to the time when mature Free Flight[^1]
occurs---2015.

# 1.1 Number range Level3Number range Level2Background 

In the fall of 1996, FAA's Air Traffic Service (ATS) issued the second
edition of the *Air Traffic Service Plan* \[1\] to facilitate an ongoing
dialogue between the Air Traffic Service organizations and airspace
users. This dialogue is intended to develop a clear understanding of
user needs, and to provide the air traffic services necessary to meet
them. Specifically, the Plan reflects the joint efforts of the FAA and
the aviation industry, through RTCA, to implement Free Flight.

Free Flight is an innovative concept born out of the need for increased
user flexibility, with operating efficiencies and increased levels of
capacity and safety to meet the growing demand for air transportation.
The concept of Free Flight was developed by the RTCA Task Force on Free
Flight during 1995. The RTCA Task Force produced a report entitled *The
Final Report of RTCA Task Force 3: Free Flight Implementation* \[2\],
that further defined the Free Flight operational concept, evaluated the
Free Flight architecture and technology needs, and identified an
incremental transition to Free Flight. The RTCA Task Force 3 report also
outlines specific operational capabilities and potential procedures and
technologies that could achieve those concepts. Although flights
conducted under Visual Flight Rules (VFR) will receive some benefit from
greater information sharing under a Free Flight concept, flights under
Instrument Flight Rules will benefit the most through greater
flexibility, historically only enjoyed by VFR flights.

The Free Flight concept suggests that significant benefits can be
achieved by concentrating on (1) removal of constraints and restrictions
to flight operations, (2) better exchange of information and
collaborative decision making among users and service providers, (3)
more efficient management of airspace and airport resources, and (4)
tools and models to aid air traffic service providers.

*The Free Flight Action Plan* \[3\], prepared by the Government/Industry
Free Flight Steering Committee, outlines the specific FAA and industry
program activities that implement the concepts and capabilities defined
in the RTCA Task Force 3 report in the time frame needed by the user
community. It reflects a benefits-driven incremental approach to the
provision of services to the users of the airspace.

The primary purpose is to highlight the views of the aviation community,
focusing on changes that must be made in order to combine increased user
flexibility with operating efficiencies under increased levels of system
capacity and safety.

This document also describes [[an air traffic environment which provides
that flexibility and efficiency through development of a global airspace
system incorporating the International Civil Aviation Organization's
communication, navigation and surveillance (CNS/ATM)
concept]{.mark}](../aatt_00.doc#AATT00_1_100)[\[[1_100](../OPSCON_L.XLS#_1_100)\].]{.mark}

It is important to remember that the current NAS continues to reflect
its origins as a system in which aircraft flew directly between NAVAIDs
along FAA defined routes. As a result, the current NAS airspace
structure reflects constraints that the navigation, communications, and
computer systems impose. To meet the emerging user needs for greater
flexibility in planning and conducting flight operations, [[the air
traffic system must evolve in the areas of airspace and procedures,
roles and responsibilities, equipment, and
automation]{.mark}](../aatt_00.doc#AATT00_1_105)[\[[1_105](../OPSCON_L.XLS#_1_105)\].]{.mark}

# 1.2 Development Number range Level3Number range Level2Process 

This volume (1) of the document integrates the FAA, NASA and aviation
user community operational concept activities into a single document.
Specifically, the "*A Joint Government/Industry Operational Concept for
the Evolution of Free Flight*" \[4\], the *"Concept of Operations for
the NAS in 2005*" \[5\] were melded together to yield a further
combination of FAA and industry operational concepts which extend beyond
the year 2005 to the "mature state", which for the purposes of this
document is taken to be the year 2015. Some minor amount of editing was
undertaken to clarify specific points, but not at the expense of the
originally intended meaning. Volume 2 of this document includes a
derivation of future NAS operational requirements from the high-level
concepts expressed in the two source documents \[4\]\[5\], and a mapping
of current and planned AATT products to these requirements. The concepts
are described from the airspace user and service provider perspectives
for each phase of flight. Volume 2 also contains a NAS/AATT product
transition analysis which matches the the AATT products with the
evolving NAS infrastructure.

#  1.3 Number range Level3Number range Level2Scope and Intended Use 

This volume of the ATM Concept Definition document reflects a joint
government and industry view of how the air traffic management system
will operate in three time periods: present to 2000; 2000 to 2005; and,
2005 to a mature state.

This integrated concept will be used by the AATT program in determining
research directions and concept exploration and developmental
activities. This document will be updated as necessary to reflect
changes in FAA and user strategies. As rigorous concept evaluation and
validation is conducted, and as AATT products reach maturity, this
document will be modified to reflect the results of those efforts and to
provide a more detailed definition and analysis of the modified
concepts.

In this document, the term *User* or *NAS User* refers to any customer
that uses the air traffic system, including air carriers and air cargo,
general aviation (GA), business aviation, and the Department of Defense
(DoD). All aircraft types are included as part of this concept. The term
*Service Provider* is used generically to refer to any air traffic
service employee who provides separation assurance, traffic management,
aviation information, navigation, landing, airspace management, search
and rescue, aviation assistance services for NAS users and NAS
maintenance.

Before this operational concept moves from the *concept* stage to the
*implementation* stage, [[the need exists for further development and
validation of Free Flight enhancing procedures and AATT technologies,
which will, among other things, emphasize human factors
considerations]{.mark}](../aatt_00.doc#AATT00_1_110)[\[[1_110](../OPSCON_L.XLS#_1_110)\].]{.mark}
Such [[validation testing will serve to build a consensus among users,
and between users and service
providers]{.mark}](../aatt_00.doc#AATT00_1_115)[\[[1_115](../OPSCON_L.XLS#_1_115)\].]{.mark}
It is also of paramount importance that [[prior to operational
implementation of any concepts described herein, required safety studies
be conducted, and joint government and industry agreement on
certification criteria and standards be
established]{.mark}](../aatt_00.doc#AATT00_1_120)[\[[1_120](../OPSCON_L.XLS#_1_120)\].]{.mark}
Finally, [[adequate backup and security procedures must be defined and
described to address the failure and vulnerability of enabling
technologies]{.mark}](../aatt_00.doc#AATT00_1_125)[\[[1_125](../OPSCON_L.XLS#_1_125)\].]{.mark}

# 1.4 Number range Level3Number range Level2Organization 

In order to convey a meaningful concept of operations, this document
first describes the evolution from the current NAS Operational Concept
through the year 2000 followed by the future system operational concept.
Each section is organized according to the sequence that service
providers and users follow in preparing and conducting a flight through
the air traffic system --flight planning, surface movement, terminal
area, en route, oceanic, and traffic flow management operations.

[Volume 1]{.underline}

-   **Section 2** describes the evolution of the current NAS Operational
    Concept through the year 2000

-   **Section 3** describes the future NAS Operational Concept from 2000
    through the mature state

    [Volume 2]{.underline}

-   **Section 2** describes the Operational Requirements Analysis

-   **Section 3** describes the mapping of the AATT products by flight
    domain

-   **Section 4** describes the NAS/AATT Product Transition Analysis

-   **Appendix A** describes the AATT Product Descriptions

-   **Appendix B** presents an AATT Product Schedule

The operational concepts for each domain--Flight Planning, Surface
Movement, Terminal, En Route, Ocean, and Traffic Flow
Management--include the operations and services for that domain and
perspectives are presented for the following classes of users:

-   Users with Airline Operations Center (AOC) or AOC-like capabilities

-   General Aviation (GA) Users

-   Department of Defense (DoD) Users

[[Some of the operational concepts rely on users to equip with advanced
avionics technologies]{.mark}](../aatt_00.doc#AATT00_1_130). It is
important to state that not all users are expected to be so equipped in
the time frames noted; the operational concepts merely reflect the
capabilities available in those time frames. It is clear that even
though users will equip, [[not all will be similarly
equipped]{.mark}](../aatt_00.doc#AATT00_1_130). Indeed, [[varying levels
of equipage will imply varying levels of service within the
NAS]{.mark}](../aatt_00.doc#AATT00_1_130)[\[[1_130](../OPSCON_L.XLS#_1_130)\].]{.mark}

# 2 Current NAS Operational Concept 

The air traffic management process is managed and operated by the FAA
and intended to ensure the safe and efficient movement of aircraft
operating under Instrument Flight Rules (IFR) from takeoff to landing.
Air traffic management consists of air traffic control which is tactical
in nature, and traffic flow management, which is strategic in nature.
Air traffic control is responsible for ensuring the separation of
individual aircraft from each other, as well as terrain, while providing
for an orderly flow of traffic in controlled airspace. [[Traffic flow
management is responsible for ensuring that the traffic flow into major
terminal areas and other high density control area is optimized,
particularly at times when demand either exceeds or is anticipated to
exceed the available
capacity]{.mark}](../aatt_00.doc#AATT00_1_135)[\[[1_135](../OPSCON_L.XLS#_1_135)\].]{.mark}
Air traffic control is exercised by 476 Air Traffic Control Towers
(ATCT), 194 Terminal Radar Approach Controls (TRACON) facilities and 21
en route Air Route Traffic Control Centers (ARTCC). Traffic flow
management is provided from a single national facility, the ATC System
Command Center (ATCSCC).

The national air traffic control system in its current configuration has
evolved from the first use of ground-based radar by air traffic
controllers in the late 1950s and early 1960s in the aftermath of two
air carrier mid air collisions, one over the Grand Canyon and the other
over New York City. The first prompted the use of primary radar to
locate and track aircraft under their control, and the second, the use
of secondary radar to provide aircraft identity and altitude. Today the
control of most domestic air traffic operating under Instrument Flight
Rules (IFR), is accomplished through the use of primary and secondary
radar for surveillance and direct voice communication between pilot and
controller. In areas where radar surveillance is unavailable, air
traffic control must revert to dependence on pilot-provided position
reports to provide separation.

# 2.1 Flight Planning 

# 2.1.1 Operations and Services 

In the current system, the flight plan routing on IFR flight plans is
based on a system of low and high altitude airways that are generally
straight line segments between ground based navigation facilities.
Standard Instrument Departure and Standard Terminal Arrival Route
procedures, which are also based on ground based navigation facilities,
connect the airports with the en route airway structure.

Today, flight planning information for VFR flights is utilized to ensure
that search and rescue services are provided when necessary. The search
and rescue system is alerted when information is received from any
source that an aircraft is overdue, missing, or having difficulty.

[[By the year 2000, users with properly equipped aircraft are able to
file user-preferred routes from departure airport Standard Instrument
Departure to arrival airport Standard Terminal Arrival Route or from
airport-to-airport]{.mark}](../aatt_00.doc#AATT00_2_100)[\[[2_100](../OPSCON_L.XLS#_2_100)\].
[Aircraft equipped with "self-contained" navigation may file for
user-selected waypoints independent of airways and
NAVAIDs](../aatt_00.doc#AATT00_2_105)]{.mark}[\[[2_105](../OPSCON_L.XLS#_2_105)\].]{.mark}

[[All users can evaluate their planned flight against system constraints
such as hazardous weather, Special Use Airspace, flow restrictions
(airspace facility demands), and infrastructure outages in advance of
the
flight]{.mark}](../aatt_00.doc#AATT00_2_110)[\[[2_110](../OPSCON_L.XLS#_2_110)\].
[The advance knowledge of conditions along the proposed route allows the
flight planner to anticipate possible reroutes that may be needed after
departure](../aatt_00.doc#AATT00_2_115)]{.mark}[\[[2_115](../OPSCON_L.XLS#_2_115)\].]{.mark}

# 2.1.2 Users with AOC or AOC-like Capability 

Flights supported by an AOC are generally provided with weather and
systems information which is a combination of company and flight service
provider products. The capability to access a computer generated flight
plan optimized for route and altitude is common. Aircraft equipped with
FMS can load their navigation data either manually or automatically from
an input device.

[[By the year 2000 collaborative flight planning begins as the air
traffic service provider and the AOCs exchange real-time information
regarding airspace or flow restrictions. This information is used by the
AOC to prepare flight plans which result in reduced
reroutes]{.mark}](../aatt_00.doc#AATT00_2_120)[\[[2_120](../OPSCON_L.XLS#_2_120)\].
[Weather and system-wide status information are available through the
AOC
computer](../aatt_00.doc#AATT00_2_125)]{.mark}[\[[2_125](../OPSCON_L.XLS#_2_125)\].
[Operators equipped with data-link are able to load a data-linked flight
plan directly into the
FMS](../aatt_00.doc#AATT00_2_130)]{.mark}[\[[2_130](../OPSCON_L.XLS#_2_130)\].]{.mark}

# 2.1.3 GA Users 

Most GA flights require access to a flight service provider for flight
planning and filing. Pertinent weather and system information can be
obtained and a flight plan filed in person or over the telephone from a
Flight Service Station. Alternatively the pilot may use a home or
fixed-base personal computer to obtain the required preflight
information and file through a commercial service provider.

Aircraft on VFR flights are encouraged, but not required, to file a
flight plan. VFR flight plans are forwarded to the Flight Service
Station serving the destination airport, but not to the air traffic
control system.

[[By the year 2000 GA users are able to probe flight plans against
system
constraints]{.mark}](../aatt_00.doc#AATT00_2_135)[\[[2_135](../OPSCON_L.XLS#_2_135)\].
[Limited navigation and terrain database services are available from
which to update the databases used in the cockpit or hand-held
avionics](../aatt_00.doc#AATT00_2_140)]{.mark}[\[[2_140](../OPSCON_L.XLS#_2_140)\].]{.mark}

# 2.1.4 DoD Users 

DoD flights originating from a military air field generally have access
to military weather briefers and self brief on system information from
the NOTAM listings. Some military Base Operations facilities provide
computerized flight plans which take into consideration known winds and
aircraft performance characteristics. International flights are filed on
a standard ICAO flight plan. [[Military flights originating from civil
fields usually follow the same procedures as GA
flights]{.mark}](../aatt_00.doc#AATT00_2_145)[\[[2_145](../OPSCON_L.XLS#_2_145)\].]{.mark}

# 2.2 Surface Movement 

# 2.2.1 Operations and Services 

Today surface movement is controlled by the ground control position at
airfields with an operating Air Traffic Control Tower. At large airports
the ramp area may be controlled by a ramp control position. Taxi
clearance is on a first come first served basis. Taxi routing may or may
not be issued by the controller. Surface weather conditions are
available from the ATIS, ground control position or AWOS/ASOS via VHF or
UHF radio receiver.

[[By the year 2000 alternatives to ARINC Communications Addressing and
Reporting System (ACARS) allow Automated Terminal Information System
(ATIS) information, weather information and clearance delivery in the
cockpit via data link, reducing frequency congestion and
miscommunication of the spoken
word]{.mark}](../aatt_00.doc#AATT00_3_100)[\[[3_100](../OPSCON_L.XLS#_3_100)\].]{.mark}

[[Cockpit Display of Traffic Information (CDTI) is available on some
flight decks providing a display of the location of other equipped
aircraft and vehicles on the
surface]{.mark}](../aatt_00.doc#AATT00_3_105)[\[[3_105](../OPSCON_L.XLS#_3_105)\].]{.mark}

# 2.2.2 Users with AOC or AOC-like Capability 

At some fields properly equipped aircraft receive their IFR
Pre-Departure Clearance and information regarding weather via ACARS.
[[Taxi clearances are simplified by the use of standardized taxi routes.
Improved ramp and ground control reduce taxi and takeoff
delays]{.mark}](../aatt_00.doc#AATT00_3_110)[\[[3_110](../OPSCON_L.XLS#_3_110)\].]{.mark}

# 2.2.3 GA Users 

[[By the year 2000, GA users have improved versions of the hand-held or
panel-mounted Global Position System (GPS) navigation equipment in use
today. These devices have the potential for improving user situation
awareness on ramps, taxiways, and runways through the use of moving map
displays of the airport surface
environment]{.mark}](../aatt_00.doc#AATT00_3_115)[\[[3_115](../OPSCON_L.XLS#_3_115)\].]{.mark}

# 2.2.4 DoD Users 

[[DoD surface movement operations are coordinated with the ground
controller position of the Air Traffic Control
Tower.](../aatt_00.doc#AATT00_3_720)\[[3_720](../OPSCON_L.XLS#_3_720)\]]{.mark}
ATIS information is obtained by recorded voice over the VHF or UHF
radio. Most non-alert aircraft receive first come first served priority.
Any increased taxi priority is unique to the specific mission and not
the aircraft itself. Secure transmission capability is not required for
communication with ATC.

[[By the year 2000 some aircraft will receive ATIS information via
data-link and synthetic
voice](../aatt_00.doc#AATT00_3_120)\[[3_120](../OPSCON_L.XLS#_3_120)\]]{.mark}[.
[A secure mode capability will be required for both voice and data link
communications](../aatt_00.doc#AATT00_3_125)]{.mark}[\[[3_125](../OPSCON_L.XLS#_3_125)\].]{.mark}

# 2.3 Terminal Area Operations 

# 2.3.1 Operations and Services 

In today's system IFR departures, once airborne, follow Standard
Instrument Departures (SID) procedures, published "departure procedures"
or radar vectors from the runway environment to a point where the
aircraft joins the published airway structure. Departures are flown
along routes defined by ground based NAVAIDs. Aircraft with
"self-contained" area navigation systems may be cleared between points
not defined by the fixed airway structure. Airspeed is restricted to 250
knots indicated below 10,000 MSL. Separation between sequential
departures is based on elapsed time between departures.

[[By the year 2000 a rapid proliferation of improved navigation
capability occurs in aircraft of all user
classifications]{.mark}](../aatt_00.doc#AATT00_4_100)[\[[4_100](../OPSCON_L.XLS#_4_100)\].
[Departure and arrival routes based on precision area navigation
capabilities are
common](../aatt_00.doc#AATT00_4_105)]{.mark}[\[[4_105](../OPSCON_L.XLS#_4_105)\].
[Improved navigation precision, coupled with changes in service provider
separation procedures allow an improved ability to accommodate
user-preferred arrival/departure routes, climb/descent profiles, and
runway
assignment](../aatt_00.doc#AATT00_4_110)]{.mark}[\[[4_110](../OPSCON_L.XLS#_4_110)\].
[The implementation of local accuracy augmentation (e.g. differential
GPS or Local Augmentation System) for Global Navigation Satellite System
based systems facilitates the addition of precision approach capability
to more
airports](../aatt_00.doc#AATT00_4_115)]{.mark}[\[[4_115](../OPSCON_L.XLS#_4_115)\].]{.mark}

[[Terminal airspace is modified to implement new procedures for
distributing arrival and departure waypoints, effectively reducing the
level of congestion currently experienced at larger
airports]{.mark}](../aatt_00.doc#AATT00_4_120)[\[[4_120](../OPSCON_L.XLS#_4_120)\].
[The 250 knot airspeed restriction below 10,000 feet has been removed to
allow more efficient climb
profiles](../aatt_00.doc#AATT00_4_125)]{.mark}[\[[4_125](../OPSCON_L.XLS#_4_125)\].]{.mark}

[[The introduction of Automatic Dependent Surveillance-Broadcast (ADS-B)
combined with CDTI increases the level of pilot situation awareness in
properly equipped
aircraft]{.mark}](../aatt_00.doc#AATT00_4_130)[\[[4_130](../OPSCON_L.XLS#_4_130)\].
[The improved information presented to the pilot allows for more
accurate assessment of air traffic location and closure rates as well as
improved wake vortex
separation](../aatt_00.doc#AATT00_4_135)]{.mark}[\[[4_135](../OPSCON_L.XLS#_4_135)\].]{.mark}
The [[ADS-B combined with the CDTI allows the continuation of visual
approaches and departures even with momentary loss of visual
acquisition, as long as the other traffic is still
displayed]{.mark}](../aatt_00.doc#AATT00_4_140)[\[[4_140](../OPSCON_L.XLS#_4_140)\].]{.mark}

Since [[provisions have](../aatt_00.doc#AATT00_4_145)]{.mark} finally
[[been made for a common aviation data
link](../aatt_00.doc#AATT00_4_145)]{.mark}
[\[[4_145](../OPSCON_L.XLS#_4_145)\],]{.mark} [[properly equipped
arriving and departing aircraft can receive expanded airport information
(e.g. RVR, braking action and surface condition reports, and runway
availability as well as wake turbulence and wind shear advisories)
through data link for display in the
cockpit]{.mark}](../aatt_00.doc#AATT00_4_150)[\[[4_150](../OPSCON_L.XLS#_4_150)\].
[Current communications frequencies for operation to and from the
airport are also
displayed](../aatt_00.doc#AATT00_4_155)]{.mark}[\[[4_155](../OPSCON_L.XLS#_4_155)\].
[Published instrument approaches based on independent navigation
systems, such as GPS/area navigation (RNAV)/inertial navigation system
(INS)/FMS are available and can be monitored on a moving map
display](../aatt_00.doc#AATT00_4_160)]{.mark}[\[[4_160](../OPSCON_L.XLS#_4_160)\].
[Precision instrument approaches based on augmented (Local Area
Augmentation System or differential correction) GPS navigation are
available at some
airports](../aatt_00.doc#AATT00_4_165)]{.mark}[\[[4_165](../OPSCON_L.XLS#_4_165)\].]{.mark}

[]{.mark}

[[The potential for Controlled Flight Into Terrain (CFIT) has been
significantly reduced for aircraft equipped with an Enhanced Ground
Proximity Warning System (based on GPS-derived position compared with a
stored terrain data base) which allows the pilot to more readily monitor
terrain
clearance]{.mark}](../aatt_00.doc#AATT00_4_170)[\[[4_170](../OPSCON_L.XLS#_4_170)\].]{.mark}

# 2.3.2 Users with AOC or AOC-like Capability 

Procedures are being developed for reduced visual approach and departure
minima. Approach types include FMS offset approaches/departures combined
with vertical as well as horizontal separation between aircraft[[. Speed
control in relation to traffic of interest is required, but may be
obtained procedurally (e.g., assigned speeds) or with reference to the
CDTI (e.g.,
station-keeping]{.mark}](../aatt_00.doc#AATT00_4_175)[\[[4_175](../OPSCON_L.XLS#_4_175)\]).]{.mark}
[[Once proven in visual conditions, these approach/departure procedures
may be further developed for use in instrument meteorological
conditions]{.mark}](../aatt_00.doc#AATT00_4_180)[\[[4_180](../OPSCON_L.XLS#_4_180)\].]{.mark}

# 2.3.3 GA Users 

At the current time, many GA aircraft, both low and high end are
equipping with area navigation (RNAV) systems based on GPS in addition
to the conventional navigation suite which includes ADF, VOR/DME and
ILS. High-end GA aircraft are frequently equipped with inertial
navigation and Flight Management Systems. Moderately priced production
ADS-B systems, based on GPS position reference, with CDTI type displays
are entering the market for GA. Stand-alone GPS approaches are becoming
more prevalent.

[]{.mark}

[[By the year 2000 many more of the smaller GA airports will have some
form of GPS based
approach]{.mark}](../aatt_00.doc#AATT00_4_185)[\[[4_185](../OPSCON_L.XLS#_4_185)\].
[Terrain data base updates which include man-made obstacles in addition
to terrain maps will be available to properly equipped
users](../aatt_00.doc#AATT00_4_190)]{.mark}
[\[[4_190](../OPSCON_L.XLS#_4_190)\].]{.mark}

# 2.3.4 DoD Users 

[[Most DoD aircraft are equipped to use both the ILS and MLS, the
current NATO standards, as landing
aids]{.mark}](../aatt_00.doc#AATT00_4_850)[\[[4_850](../OPSCON_L.XLS#_4_850)\].]{.mark}
Equipage varies dramatically across the fleets from full 'glass'
cockpits to those with primarily mechanical instrumentation. All
services are moving toward universal equipage with GPS-based system.

[]{.mark}

[[By 2000, some DoD aircraft are configured with a collision avoidance
system, along with cockpit displays of weather which increase air crew
situation awareness during the arrival and departure phases of
flight](../aatt_00.doc#AATT00_4_195)]{.mark}
[\[[4_195](../OPSCON_L.XLS#_4_195)\]. [Some aircraft such as the C17
will begin to be equipped with multi‑mode receivers that can be tailored
to each service's need (i.e., ILS/GPS, ILS/MLS,
ILS/MLS/GPS](../aatt_00.doc#AATT00_4_200)]{.mark}[\[[4_200](../OPSCON_L.XLS#_4_200)\]).]{.mark}
[[DoD aircraft receive more user-preferred routings and departures and
take advantage of the elimination of the 250 knots restriction below
10,000 feet Mean Sea Level (MSL)
rule.]{.mark}](../aatt_00.doc#AATT00_4_205)
[**\[**[4_205](../OPSCON_L.XLS#_4_205)**\]**]{.mark}

# 2.4 En Route Operations 

# 2.4.1 Operations and Services 

The allowable altitudes for filing in the current system are bounded on
the low side by "minimum en route altitudes" based on terrain and
guaranteed navigation signal reception and on the high side by the
airway structure selected. The low altitude (Victor) airways extend in
1000 ft. increments up to but not including 18,000 ft. above mean sea
level. The high altitude (Jet) airways extend from 18,000 ft. to 60,000
ft. in one (at 29,000 ft. and below) and two (above 29,000 ft.) thousand
foot increments referred to as Flight Levels (FL). Above FL 180 (18,000
ft.) all aircraft are under "positive control" and must be operating on
an IFR flight plan. Below FL 180 the air traffic is a mix of IFR and VFR
traffic (Visual Flight Rules).

While the IFR traffic below FL180 is constrained largely to the airway
structure, the VFR traffic outside of tower or terminal airspace have
the freedom to choose an altitude and heading appropriate to the pilot's
intent. VFR cruise altitudes above 3000 ft. MSL are at even (westbound)
or odd (eastbound) thousand foot increments plus 500 ft.

Aircraft on IFR flight plans operate in all weather conditions, whereas
aircraft on VFR flight plans must operate with a minimum flight
visibility and clearance from clouds which is designed to allow
sufficient time to "see and avoid" all conflicting traffic. IFR traffic
is guaranteed separation by air traffic control from all other IFR
traffic regardless of visibility. IFR traffic is not, however,
guaranteed separation from VFR traffic in conditions which are
sufficiently good to support VFR flight. Aircraft operating VFR below
18,000 ft must either remain clear of airspace in which the visibility
and clearance from clouds is less than VFR minimums, or request and
receive an IFR clearance from air traffic control, and subsequently
operate with the same restrictions as traffic which originates as IFR.

Longitudinal separation along airways is based on miles in trail
criteria.

The National Route Program (NRP) is an exception to the required
adherence to the airway structure described above. Under the NRP,
aircraft are allowed to file and receive clearances for direct routes
between designated airport pairs. The direct route segment starts 200
nautical miles (NM) from the departure airport and terminates 200 NM
short of the destination airport, at which time the flight must be
integrated into the normal flow of arriving traffic. The initial program
was limited to traffic at altitudes above FL290. Extension of the
program to lower altitudes has been proposed.

[[By the year 2000, reduced vertical separation minima (RVSM) above
FL290 (1000 ft vs. 2000 ft. altitude increments) increases airspace
capacity and allows for more users to fly at optimal
altitudes]{.mark}](../aatt_00.doc#AATT00_5_100)[\[[5_100](../OPSCON_L.XLS#_5_100)\].
[Reduced horizontal separation standards in the form of time-based
separation provides additional
capacity](../aatt_00.doc#AATT00_5_105)]{.mark}[\[[5_105](../OPSCON_L.XLS#_5_105)\].
[A ground-based conflict probe allows for greater user flexibility in
requesting and being cleared for user-preferred
routings.](../aatt_00.doc#AATT00_5_110)]{.mark}
[\[[5_110](../OPSCON_L.XLS#_5_110)\][The use of en route airborne
holding has been reduced with the implementation of other procedures
that improve traffic flow patterns and make maximum use of available
terminal capacity](../aatt_00.doc#AATT00_5_115)]{.mark}
[\[[5_115](../OPSCON_L.XLS#_5_115)\].]{.mark}

[[During the en route or cruise phase of flight, there is automated
transfer and acknowledgment of the ICAO Current Flight Plan (CPL)
message (which is defined as an active flight plan, as modified by ATC)
for aircraft operating between the U.S. and Mexican, and the U.S. and
Canadian ATC systems. This facilitates cross-border coordination,
particularly when diversions into non U.S. airspace are
required]{.mark}](../aatt_00.doc#AATT00_5_120)[\[[5_120](../OPSCON_L.XLS#_5_120)\].]{.mark}

# 2.4.2 Users with AOC or AOC-like Capability 

[[By the year 2000, ATC considers AOC and flight deck preferences while
assigning routes and controlling
aircraft]{.mark}](../aatt_00.doc#AATT00_5_125)[\[[5_125](../OPSCON_L.XLS#_5_125)\].
[The availability of ground-based conflict probe allows the use of more
flexible routes and
altitudes](../aatt_00.doc#AATT00_5_130)]{.mark}[\[[5_130](../OPSCON_L.XLS#_5_130)\].]{.mark}

While [[separation assurance is still the responsibility of the
controller](../aatt_00.doc#AATT00_5_135)]{.mark}
[\[[5_135](../OPSCON_L.XLS#_5_135)\],]{.mark} [[improved situation
awareness in the cockpit, enabled by the CDTI display and improved
navigation precision, allows some separation tasks to be performed by
the flight crew](../aatt_00.doc#AATT00_5_140)]{.mark}
[\[[5_140](../OPSCON_L.XLS#_5_140)\]. [These metering and merging
separation procedures could provide the crew the flexibility to more
efficiently manage their flight with respect to aircraft performance,
crew preferences, and ATC considerations by allowing aircraft to stay on
the cleared route in cases were ATC would otherwise have to vector the
aircraft to achieve the desired
spacing](../aatt_00.doc#AATT00_5_145)]{.mark}[\[[5_145](../OPSCON_L.XLS#_5_145)\].]{.mark}
The option to stay on route improves fuel and time efficiency.

[[The AOC monitors the status of the NAS and relays pertinent status
information not otherwise available to the flight
deck]{.mark}](../aatt_00.doc#AATT00_5_150)[\[[5_150](../OPSCON_L.XLS#_5_150)\].]{.mark}

[[Aircraft not equipped to operate in a Free Flight environment will be
handled as they are
today]{.mark}](../aatt_00.doc#AATT00_5_155)[\[[5_155](../OPSCON_L.XLS#_5_155)\].]{.mark}

# 2.4.3 GA Users 

[[By the year 2000 more GA users will employ GPS as a primary means of
navigation](../aatt_00.doc#AATT00_5_160)]{.mark}
[\[[5_160](../OPSCON_L.XLS#_5_160)\]. [Improved awareness of terrain
separation and airspace orientation during the cruise portion of the
flight will be enabled by the use of hand held or panel-mounted GPS
units that include special use and ATC airspace boundaries supplemented
by a terrain
database](../aatt_00.doc#AATT00_5_165)]{.mark}[\[[5_165](../OPSCON_L.XLS#_5_165)\].
[Multi-function displays begin to appear in GA aircraft, providing
weather and traffic information superimposed on a moving
map](../aatt_00.doc#AATT00_5_170)]{.mark}[\[[5_170](../OPSCON_L.XLS#_5_170)\].]{.mark}

[]{.mark}

[[In a small number of busy terminal areas, transition through the Class
B or C airspace is facilitated by the design and procedures that allow
for direct IFR and VFR flights through the
airspace](../aatt_00.doc#AATT00_5_175)]{.mark}
[\[[5_175](../OPSCON_L.XLS#_5_175)\].]{.mark}

# 2.4.4 DoD Users 

[[By the year 2000, DoD NAS users collaborate more with ATC in the
determination of routes and flight
profiles]{.mark}](../aatt_00.doc#AATT00_5_180)[\[[5_180](../OPSCON_L.XLS#_5_180)\].
[For most DoD aircraft, the GPS is increasingly used for en route and
cruise navigation, supplemented by, but less reliant on ground-based
NAVAIDs and inertial navigation
systems](../aatt_00.doc#AATT00_5_185)]{.mark}[\[[5_185](../OPSCON_L.XLS#_5_185)\].
[Those DoD aircraft equipped with a CDTI have better situation awareness
throughout the cruise phase of
flight](../aatt_00.doc#AATT00_5_190)]{.mark}[\[[5_190](../OPSCON_L.XLS#_5_190)\].]{.mark}

# 2.5 Oceanic Operations 

# 2.5.1 Operations and Services 

In today's environment, oceanic airspace capacity is limited by
separation standards and established route structures, necessitated by
lack of surveillance and communication coverage in the oceanic airspace
and corresponding ground-based automation. Oceanic service providers
rely on periodic aircraft position reports primarily relayed via a
commercial service provider to the oceanic ATC facility. Because oceanic
airspace generally lacks independent surveillance and real-time
communication exchange between the pilot and oceanic service providers,
separation standards tend to be large and navigation errors can be left
undetected. A user request for clearance to support a more efficient
speed, route, or flight level can be denied because data is not accurate
enough to assess whether nearby traffic poses a conflict threat. The
communication system, which imposes lengthy delays and limited message
length, also impedes the pilot's ability to negotiate revised clearances
during flight. The net effect is limited opportunity for granting
clearances other than for vacant slots within the track systems.

[]{.mark}

[[By 2000, oceanic environment programs for improving route structures,
surveillance coverage, controller-pilot communications, and separation
minimum are in active trials. These capabilities are available for
properly-equipped aircraft and in designated airspace. ICAO standards
are met to realize the full benefit of reduced separation
standards]{.mark}](../aatt_00.doc#AATT00_6_100)[\[[6_100](../OPSCON_L.XLS#_6_100)\].]{.mark}

[]{.mark}

[[Data link is used for most contacts with AOC and ATC (e.g. position
reports, climb requests). Some aircraft are still not equipped with data
link, so standard ARINC high frequency (HF) communications are still
required]{.mark}](../aatt_00.doc#AATT00_6_105)[\[[6_105](../OPSCON_L.XLS#_6_105)\].]{.mark}

# 2.5.2 Users with AOC or AOC-like Capability 

[[The airlines\' oceanic aircraft fleets tend to be fully equipped with
the latest avionics for communication, navigation, and surveillance due
to the long duration oceanic flights as well as the lack of ground-based
infrastructure](../aatt_00.doc#AATT00_6_540)\[[6_540](../OPSCON_L.XLS#_6_540)\].]{.mark}
[[Many aircraft in the year 2000 are Future Air Navigation System-1
(FANS-1) equipped or have the required navigation performance (RNP)
capability for reduced separation
standards]{.mark}](../aatt_00.doc#AATT00_6_110)[\[[6_110](../OPSCON_L.XLS#_6_110)\].]{.mark}

[[Along with the ground infrastructure improvements, evaluations for
utilization of air-to-air surveillance for procedural enhancements are
ongoing](../aatt_00.doc#AATT00_6_545)\[[6_545](../OPSCON_L.XLS#_6_545)\].]{.mark}
[[Enhanced in-trail climbs/descents as well as lead climbs/descents are
available on a pair-wise basis for properly-equipped aircraft. This
allows for enhanced fuel efficiency and greater flexibility for pilots
and controllers to avoid adverse turbulence and weather as well as to
reduce the possibility of costly
diversions]{.mark}](../aatt_00.doc#AATT00_6_115)[\[[6_115](../OPSCON_L.XLS#_6_115)\].]{.mark}

Reduced longitudinal separation based on CDTI distance measurements is
being evaluated on some tracks. [[Flight crews determine the distance
between aircraft on the traffic display and relay that information to
ATC]{.mark}](../aatt_00.doc#AATT00_6_120)[\[[6_120](../OPSCON_L.XLS#_6_120)\].
[Air traffic controllers apply separation procedures, including Mach
technique, to enable trailing aircraft to climb to the altitude of the
lead aircraft and remain longitudinally
separated](../aatt_00.doc#AATT00_6_125)]{.mark}[\[[6_125](../OPSCON_L.XLS#_6_125)\].
[This initial CDTI co-altitude separation is based on CDTI distance
measurements](../aatt_00.doc#AATT00_6_130)]{.mark}[\[[6_130](../OPSCON_L.XLS#_6_130)\].]{.mark}

# 2.5.3 GA Users 

No additional capabilities exist from those discussed in the en route
section.

# 2.5.4 DoD Users 

[[By 2000, DoD uses satellite based navigation systems to supplement
today's inertial navigation
systems]{.mark}](../aatt_00.doc#AATT00_6_135)[\[[6_135](../OPSCON_L.XLS#_6_135)\].
[Satellite-based communications are also the primary means for voice
position
reports](../aatt_00.doc#AATT00_6_140)]{.mark}[\[[6_140](../OPSCON_L.XLS#_6_140)\].
[Cockpit display of traffic information, used in conjunction with
satellite-based navigation systems, allows more relaxed separation
standards in oceanic
airspace](../aatt_00.doc#AATT00_6_145)]{.mark}[\[[6_145](../OPSCON_L.XLS#_6_145)\].]{.mark}

# 2.6 Traffic Flow Management 

Traffic Flow Management (TFM) initiatives affect all users similarly,
although users with an AOC or AOC-like capability have an opportunity to
collaborate with TFM service providers to address specific flow
restrictions. Therefore, unlike the flight planning, surface,
terminal-area, en route, and oceanic operations, the operational
concepts for TFM are discussed at a high level for all users.

# 2.6.1 Operations and Services 

[[Information exchange and collaboration continue to be critical
components of traffic management through the year
2000]{.mark}](../aatt_00.doc#AATT00_7_100)[\[[7_100](../OPSCON_L.XLS#_7_100)\].]{.mark}
[[Improved information exchange among users and service providers
enables shared insight about weather, demand, and capacity conditions
and allows for improved understanding of NAS status and TFM
initiatives]{.mark}](../aatt_00.doc#AATT00_7_105)[\[[7_105](../OPSCON_L.XLS#_7_105)\].
[Users are key participants in the planning process of traffic flow
initiatives. As users receive improved knowledge of the intent of
traffic flow initiatives, they may arrange their own resources to help
solve the flow
problems](../aatt_00.doc#AATT00_7_110)]{.mark}[\[[7_110](../OPSCON_L.XLS#_7_110)\].]{.mark}

[[Ground delay programs, or capacity management programs, are exercised
using an approach called rationing by schedule. For scheduled air
carriers, this approach preserves the desired arrival order and reduces
bank disruptions at hub
airports]{.mark}](../aatt_00.doc#AATT00_7_115)[\[[7_115](../OPSCON_L.XLS#_7_115)\].]{.mark}
For users without published schedules, flights are treated in the same
manner as they are today through the year 2000.

[]{.mark}

[[A key variation from current TFM operations is that the assignment of
specific departure times during capacity constrained operations is
replaced with the assignment of arrival "slots" to each user per period
of
time]{.mark}](../aatt_00.doc#AATT00_7_120)[\[[7_120](../OPSCON_L.XLS#_7_120)\].
[This approach is commonly referred to as "control by time of
arrival"](../aatt_00.doc#AATT00_7_125)]{.mark} For example, under this
approach, if an airport's capacity is reduced by 50%, each user is
instructed to reduce their demand by 50%. The user then has the
flexibility to manage the remaining slots however they deem efficient.
[[Under this approach, both GA and DoD users would be able to make more
effective use of NAS resources during reduced capacity
conditions]{.mark}](../aatt_00.doc#AATT00_7_125)[\[[7_125](../OPSCON_L.XLS#_7_125)\].]{.mark}
[[Improved information about capacity constraints allows these users to
adjust their operations accordingly, helping to resolve problems without
TFM
intervention]{.mark}](../aatt_00.doc#AATT00_7_130)[\[[7_130](../OPSCON_L.XLS#_7_130)\].]{.mark}

[]{.mark}

[[Another variation by the year 2000 is the movement away from
flight-specific strategic control to a more aggregate approach (e.g.
flow "X" number of flights into an airport during a specified time
period). Aggregate flow directives are used based on an assessment of
whether or not other TFM initiatives can be applied in an aggregate
manner]{.mark}](../aatt_00.doc#AATT00_7_135)[\[[7_135](../OPSCON_L.XLS#_7_135)\].]{.mark}

[[Increasingly, national and local TFM service providers adapt to an
environment of increased user flexibility, collaborative partnership,
and information sharing among themselves and with the airspace
users](../aatt_00.doc#AATT00_7_650)\[[7_650](../OPSCON_L.XLS#_7_650)\].]{.mark}
[[By the year 2000 users and service providers alike begin to experience
the benefits of increased automated exchange of information between
users and service providers. Timely and consistent information across
the NAS is made available for both user and service provider planning
purposes]{.mark}](../aatt_00.doc#AATT00_7_140)[\[[7_140](../OPSCON_L.XLS#_7_140)\].]{.mark}

[[An increase in collaboration among users and service providers for
both planning and strategic problem resolution emerges as a result of
increased information
exchange]{.mark}](../aatt_00.doc#AATT00_7_145)[\[[7_145](../OPSCON_L.XLS#_7_145)\].]{.mark}
[[Databases and decision support systems that use these databases enable
a shared view of traffic and weather among all parties so that proposed
strategies can be
evaluated]{.mark}](../aatt_00.doc#AATT00_7_150)[\[[7_150](../OPSCON_L.XLS#_7_150)\].]{.mark}
For example, [[in a severe weather situation, increased collaboration
among users and service providers enables shared decisions on how to
avoid the severe weather and deal with the resultant short-term capacity
shortage]{.mark}](../aatt_00.doc#AATT00_7_655)[\[[7_655](../OPSCON_L.XLS#_7_655)\]]{.mark}.

#  

# 3 Future NAS Operational Concept 

In this document, the operational concept through the year 2000,
previously discussed, reflects initial Free Flight capabilities*.* For
the time period 2000 through 2005, the concept describes the next
incremental steps towards Free Flight, with additional capabilities
across a wider area of the NAS. This timeframe also coincides with the
completion of the National Airspace Review, the [[replacement of the
"Host]{.mark}](../aatt_00.doc#AATT00_1_140)" en route automation system,
the [[transition to satellite
navigation]{.mark}](../aatt_00.doc#AATT00_1_140)[\[[1_140](../OPSCON_L.XLS#_1_140)\]]{.mark},
and [[the introduction of automatic dependent surveillance creates the
first opportunity for service providers to make fundamental changes in
how NAS services are
delivered]{.mark}](../aatt_00.doc#AATT00_1_145)[\[[1_145](../OPSCON_L.XLS#_1_145)\].]{.mark}
It [[marks the end of the first phase of transition to an airspace
structure and technologies facilitating Free
Flight]{.mark}](../aatt_00.doc#AATT00_1_150)[\[[1_150](../OPSCON_L.XLS#_1_150)\].]{.mark}
The period from 2005 through the Mature State (2015) captures more
advanced concepts and capabilities, such as self-separation and will
eventually require more detailed definition.

Key elements in the evolution of the NAS and highlights of the future
NAS operational concept include:

-   [[The evolution of the operational environment is based on an
    incremental implementation of new technologies. This approach
    maintains safety as the first priority, while also increasing
    capacity, efficiency, and flexibility in a balance with
    environmental
    considerations]{.mark}](../aatt_00.doc#AATT00_1_155)[\[[1_155](../OPSCON_L.XLS#_1_155)\].]{.mark}

-   [[The evolution of the NAS uses a clear transition strategy for each
    operational capability, and employs a human-centered approach for
    implementing new operational concepts and supporting
    technologies]{.mark}](../aatt_00.doc#AATT00_1_160)[\[[1_160](../OPSCON_L.XLS#_1_160)\].]{.mark}
    This approach ensures that the [[human capabilities and limitations
    of users and service providers remain a primary consideration in
    systems
    development]{.mark}](../aatt_00.doc#AATT00_1_165)[\[[1_165](../OPSCON_L.XLS#_1_165)\].]{.mark}

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```
-   [[With the reduction of the computational and communications
    barriers of the past, airspace design and underlying sector
    configurations are no longer constrained by the current geographic
    boundaries, particularly at high
    altitude]{.mark}](../aatt_00.doc#AATT00_1_170)[\[[1_170](../OPSCON_L.XLS#_1_170)\].]{.mark}
    Upon completion of the National Airspace Review, [[tools and
    procedures are in place for frequent evaluation
    (]{.mark}](../aatt_00.doc#AATT00_1_175)i.e[[. up to several times a
    day) of the airspace structure and anticipated traffic flows, with
    adjustments made
    accordingly]{.mark}](../aatt_00.doc#AATT00_1_175)[\[[1_175](../OPSCON_L.XLS#_1_175)\].]{.mark}
    Due to this increased flexibility, [[the number and tasking of air
    traffic facilities may be modified to support dynamic traffic
    factors, rather than institutional
    requirements]{.mark}](../aatt_00.doc#AATT00_1_180)[\[[1_180](../OPSCON_L.XLS#_1_180)\].]{.mark}

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```
-   [[Automation systems support the dynamic airspace structure with
    seamless inter- and intra-facility communication and
    coordination]{.mark}](../aatt_00.doc#AATT00_1_185)[\[[1_185](../OPSCON_L.XLS#_1_185)\].]{.mark}

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```
-   [[Seamless communication and coordination, coupled with the NAS wide
    information system, allow for the dynamic reassignment of airspace
    between facilities to meet contingencies such as equipment
    outages]{.mark}](../aatt_00.doc#AATT00_1_190)[\[[1_190](../OPSCON_L.XLS#_1_190)\].]{.mark}

    []{.mark}

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```
-   [[The NAS is a fault tolerant system, designed through safety and
    risk analysis to identify areas requiring higher reliability and
    backup]{.mark}](../aatt_00.doc#AATT00_1_195)[\[[1_195](../OPSCON_L.XLS#_1_195)\].]{.mark}
    Since it is recognized that systems will fail, [[the NAS design
    maintains a balance between reliability, redundancy and procedural
    backups. Thus the design provides a system which is not only more
    reliable that also requires minimal time to restore failed
    functionality](../aatt_00.doc#AATT00_1_200)]{.mark}
    [\[[1_200](../OPSCON_L.XLS#_1_200)\].]{.mark}

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```
-   [[Automation aids enable the elimination of paper flight strips
    throughout the
    NAS]{.mark}](../aatt_00.doc#AATT00_1_205)[\[[1_205](../OPSCON_L.XLS#_1_205)\].
    [Aircraft progress is tracked electronically with all critical
    functions provided for in the backup
    systems](../aatt_00.doc#AATT00_1_210)]{.mark}[\[[1_210](../OPSCON_L.XLS#_1_210)\].
    [There is also an increased usage of decision support systems that
    provide both information and heuristics to support the providers in
    their
    tasks](../aatt_00.doc#AATT00_1_215)]{.mark}[\[[1_215](../OPSCON_L.XLS#_1_215)\].]{.mark}
    [[These tools reduce the burden of routine tasks while increasing
    the provider's ability to evaluate traffic situations and plan the
    appropriate response. This increases productivity and provides
    greater flexibility to user operations, which is especially
    important given the potential for reduced vertical separation minima
    and increased traffic
    density]{.mark}](../aatt_00.doc#AATT00_1_220)[\[[1_220](../OPSCON_L.XLS#_1_220)\].]{.mark}

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```
-   [[Separation assurance remains the responsibility of the service
    provider. However, that responsibility is shifted to the flight deck
    for specific
    operations]{.mark}](../aatt_00.doc#AATT00_1_225)[\[[1_225](../OPSCON_L.XLS#_1_225)\].]{.mark}

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```
-   [[Airborne and ground situation awareness is enhanced by the
    availability of Automatic Dependent
    Surveillance]{.mark}](../aatt_00.doc#AATT00_1_230)[\[[1_230](../OPSCON_L.XLS#_1_230)\].]{.mark}
    [[ADS-B enables positive control in non-radar
    environments]{.mark}](../aatt_00.doc#AATT00_1_235)[\[[1_235](../OPSCON_L.XLS#_1_235)\].]{.mark}

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```
-   [[Navigation is enhanced through the use of the Global Positioning
    System (GPS), resulting in the decommissioning of ground-based
    NAVAIDs]{.mark}](../aatt_00.doc#AATT00_1_240)[\[[1_240](../OPSCON_L.XLS#_1_240)\].]{.mark}

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```
-   [[Terminal-area route structures are
    expanded]{.mark}](../aatt_00.doc#AATT00_1_245)[\[[1_245](../OPSCON_L.XLS#_1_245)\]]{.mark},
    including those flown automatically by the onboard Flight Management
    System (FMS). [[When the projected demand for airspace is at or near
    capacity and after collaboration between users and national Traffic
    Flow Management (TFM), a temporary route structure with transition
    points for moving to and from user trajectories is
    identified]{.mark}](../aatt_00.doc#AATT00_1_250)[\[[1_250](../OPSCON_L.XLS#_1_250)\].]{.mark}

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```
-   [[Static route structures exist only in places of continuous high
    density or to provide for avoidance of terrain and active Special
    Use Airspace
    (SUA]{.mark}](../aatt_00.doc#AATT00_1_255)[\[[1_255](../OPSCON_L.XLS#_1_255)\]).]{.mark}

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```
-   [[The oceanic environment closely resembles the domestic en route
    environment in terms of waypoints, surveillance, airspace structure,
    and
    communications]{.mark}](../aatt_00.doc#AATT00_1_260)[\[[1_260](../OPSCON_L.XLS#_1_260)\].]{.mark}

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```
-   [[Enhanced cockpit display of traffic information (CDTI) may enable
    the transfer of responsibility for separation assurance to the
    flight deck for some
    operations]{.mark}](../aatt_00.doc#AATT00_1_265)[\[[1_265](../OPSCON_L.XLS#_1_265)\].]{.mark}

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```
-   [[For ground delay programs, users are allocated capacity at the
    affected airport in the form of an arrival interval and the number
    of flights that may arrive in that
    interval]{.mark}](../aatt_00.doc#AATT00_1_270)[\[[1_270](../OPSCON_L.XLS#_1_270)\].]{.mark}

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```
-   [[Information is provided in a timely and consistent manner across
    the NAS for both user and service provider
    planning]{.mark}](../aatt_00.doc#AATT00_1_275)[\[[1_275](../OPSCON_L.XLS#_1_275)\]]{.mark}
    and decision making. [[This information is available through various
    verbal and electronic
    means]{.mark}](../aatt_00.doc#AATT00_1_280)[\[[1_280](../OPSCON_L.XLS#_1_280)\].]{.mark}
    [[This information enables decisions to be based on a shared common
    view of
    situations]{.mark}](../aatt_00.doc#AATT00_1_285)[\[[1_285](../OPSCON_L.XLS#_1_285)\]]{.mark}
    as conditions are changing. [[It is envisioned that the sharing of
    this information will be enabled by a NAS-wide information
    system]{.mark}](../aatt_00.doc#AATT00_1_290)[\[[1_290](../OPSCON_L.XLS#_1_290)\].]{.mark}
    [[The information consists of:]{.mark}](../aatt_00.doc#AATT00_1_295)

    [[- Static data such as maps, charts, airport facility guides, and
    published Notices to Airmen
    (NOTAMs)]{.mark}](../aatt_00.doc#AATT00_1_295)

    [[- Dynamic information such as current and forecast weather
    conditions, radar summaries, warnings of hazardous conditions,
    information on updated airport and airspace capacity constraints,
    and SUA schedules]{.mark}](../aatt_00.doc#AATT00_1_295)

    [[- Flight information on each flight, such as: the filed flight
    profile and any amendments, the time of first movement of the
    aircraft, takeoff time, positional data in flight, touchdown time,
    gate or parking assignment, and engine shutdown
    time]{.mark}](../aatt_00.doc#AATT00_1_295)

    [[- Schedule information that is updated throughout the day to
    reflect changes in carrier operations, including delays,
    cancellations, and prioritization of arrivals and
    departures]{.mark}](../aatt_00.doc#AATT00_1_295)

    [[- Status of the NAS infrastructure, including facilities and
    equipment](../aatt_00.doc#AATT00_1_295)]{.mark}
    [\[[1_295](../OPSCON_L.XLS#_1_295)\]]{.mark}

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-   [[There is increased collaboration among users and service
    providers. Collaboration includes information exchange plus shared
    and active user participation in decision making. For situations
    such as demand-capacity imbalances or severe weather, this
    capability supports determining when, where, and how transitional
    route structures are established in the airspace to meet a
    short-term problem. Collaboration also supports strategic problem
    resolution]{.mark}](../aatt_00.doc#AATT00_1_300)[\[[1_300](../OPSCON_L.XLS#_1_300)\].]{.mark}
    [[All parties involved in collaboration share a common situation
    awareness, using the best, most timely information
    possible]{.mark}](../aatt_00.doc#AATT00_1_305)[\[[1_305](../OPSCON_L.XLS#_1_305)\].]{.mark}

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```
-   Operating procedures for service providers and users accommodate the
    transition to Free Flight. [[Procedural changes are developed,
    evaluated and instituted to meet technology as it arrives, rather
    than post
    deployment]{.mark}](../aatt_00.doc#AATT00_1_310)[\[[1_310](../OPSCON_L.XLS#_1_310)\].]{.mark}

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```
-   [[There are improved methods for collecting and processing NAS
    infrastructure
    data]{.mark}](../aatt_00.doc#AATT00_1_315)[\[[1_315](../OPSCON_L.XLS#_1_315)\].]{.mark}
    [[These data will be used to prioritize and schedule NAS
    infrastructure activities as a collaboration between service
    providers and users. To facilitate this collaboration, decision
    support tools include, where appropriate, information regarding the
    coverage and status of NAS infrastructure
    components]{.mark}](../aatt_00.doc#AATT00_1_320)[\[[1_320](../OPSCON_L.XLS#_1_320)\].]{.mark}

```{=html}
<!-- -->
```
-   [[Accurate weather information is available to the service provider
    and user, including automatic simultaneous broadcast of hazardous
    weather alerts for wind shear, microbursts, gust fronts; and areas
    of precipitation, icing, and low
    visibility]{.mark}](../aatt_00.doc#AATT00_1_325)[\[[1_325](../OPSCON_L.XLS#_1_325)\].]{.mark}
    The [[avoidance of convective weather will be greatly improved as
    the weather tools are integrated with the decision support
    tools]{.mark}](../aatt_00.doc#AATT00_1_330)[\[[1_330](../OPSCON_L.XLS#_1_330)\].]{.mark}

```{=html}
<!-- -->
```
-   [[There are improved methods and tools for measuring NAS performance
    with respect to user requirements, including the daily archiving of
    appropriate NAS user and service provider information. The
    improvements are oriented toward providing the information in a
    meaningful and readily accessible
    format]{.mark}](../aatt_00.doc#AATT00_1_335)[\[[1_335](../OPSCON_L.XLS#_1_335)\].]{.mark}

The remainder of this document expands these characteristics with
increased detail, but remains at a high level to convey the general
operational concepts and the context in which they are applied.

In the future NAS [[a human-centered approach system design will assist
in maximizing the efficient delivery of air traffic services to
users]{.mark}](../aatt_00.doc#AATT00_1_340)[\[[1_340](../OPSCON_L.XLS#_1_340)\].
[Thus, system processes and workstations are designed to expedite the
exchange of information between NAS information systems, service
providers, and
users](../aatt_00.doc#AATT00_1_345)]{.mark}[\[[1_345](../OPSCON_L.XLS#_1_345)\].
[Human factors analyses and human-in-the-loop simulations have
determined the appropriate allocation of tasks between service
providers, users, and automation
systems](../aatt_00.doc#AATT00_1_350)]{.mark}[\[[1_350](../OPSCON_L.XLS#_1_350)\].]{.mark}
Moreover[[, issues such as situation awareness, workload, and
computer-human-interface (CHI) design have been resolved by
incorporating human factors and operational assessments throughout the
NAS design and validation
process]{.mark}](../aatt_00.doc#AATT00_1_355)[\[[1_355](../OPSCON_L.XLS#_1_355)\].]{.mark}
The future roles and responsibilities for service provider and user, and
future collaborative activities include, but are not limited to:

# Future Service Provider Roles and Responsibilities 

-   [[Assure that users maintain required separation, based on
    pre-defined separation standards, except for specific operations
    when responsibility is shifted to the flight
    deck]{.mark}](../aatt_00.doc#AATT00_1_360)[\[[1_360](../OPSCON_L.XLS#_1_360)\].
    [Standards may vary depending on equipage and the quality of
    positional data for individual
    flights](../aatt_00.doc#AATT00_1_365)]{.mark}[\[[1_365](../OPSCON_L.XLS#_1_365)\].]{.mark}

-   [[Using a National Airspace System (NAS) information system, provide
    information in a timely and consistent manner across the NAS for
    both user and service provider
    planning](../aatt_00.doc#AATT00_1_370)]{.mark}
    [\[[1_370](../OPSCON_L.XLS#_1_370)\]]{.mark} and decision making.
    []{.mark}

-   [[Through a data link to the properly equipped cockpit, provide
    users]{.mark}](../aatt_00.doc#AATT00_1_375)

[[- routine communications]{.mark}](../aatt_00.doc#AATT00_1_375)

[[- updated charts, current weather, SUA status, and other
data]{.mark}](../aatt_00.doc#AATT00_1_375)

[[- basic flight information services, including forecast weather,
NOTAMs, and hazardous weather
warnings]{.mark}](../aatt_00.doc#AATT00_1_375)

[[- airport information, including Runway Visual Range (RVR), braking
action and surface condition reports, runway availability, and wake
turbulence and wind shear
advisories]{.mark}](../aatt_00.doc#AATT00_1_375)

[[- clearances and frequency changes in the form of pre-defined
messages]{.mark}](../aatt_00.doc#AATT00_1_375)[\[[1_375](../OPSCON_L.XLS#_1_375)\].]{.mark}

-   [[Provide accurate weather information for service providers and
    users]{.mark}](../aatt_00.doc#AATT00_1_380)[\[[1_380](../OPSCON_L.XLS#_1_380)\].]{.mark}
    [[This information includes automatic, simultaneous broadcast of
    hazardous weather alerts for wind shear, microbursts, gust fronts,
    and areas of precipitation, icing, and low
    visibility]{.mark}](../aatt_00.doc#AATT00_1_385)[\[[1_385](../OPSCON_L.XLS#_1_385)\].]{.mark}

-   [[Provide all current services to aircraft that are not equipped to
    operate in a modernized
    environment]{.mark}](../aatt_00.doc#AATT00_1_390)[\[[1_390](../OPSCON_L.XLS#_1_390)\].]{.mark}

-   [[Assign cockpit self-separation responsibility to flight crews
    "when operationally
    advantageous]{.mark}](../aatt_00.doc#AATT00_1_395)[\[[1_395](../OPSCON_L.XLS#_1_395)\]".]{.mark}

-   [[Provide increased ground situation awareness and planning
    capability through]{.mark}](../aatt_00.doc#AATT00_1_400)

[[- strategic and tactical decision support
tools]{.mark}](../aatt_00.doc#AATT00_1_400)

[[- data link communication
capability]{.mark}](../aatt_00.doc#AATT00_1_400)[\[[1_400](../OPSCON_L.XLS#_1_400)\].]{.mark}

# Future User Roles and Responsibilities 

-   [[Provide self-separation between the user aircraft and other
    aircraft, terrain, and obstacles for specific operations when
    responsibility is shifted to the flight deck from the service
    provider]{.mark}](../aatt_00.doc#AATT00_1_405)[\[[1_405](../OPSCON_L.XLS#_1_405)\].]{.mark}

-   As an option, [[provide increased flight deck situation awareness
    through]{.mark}](../aatt_00.doc#AATT00_1_410)

[[- satellite-based navigation
capability]{.mark}](../aatt_00.doc#AATT00_1_410)

[[- automatic dependent surveillance-broadcast
capability]{.mark}](../aatt_00.doc#AATT00_1_410)

[[- flight management system
capability]{.mark}](../aatt_00.doc#AATT00_1_410)

[[- data link communication
capability]{.mark}](../aatt_00.doc#AATT00_1_410)[\[[1_410](../OPSCON_L.XLS#_1_410)\]]{.mark}

-   As an option, [[provide real-time, in-flight winds and temperatures
    aloft to the service provider, resulting in better weather
    information for forecasting and traffic
    planning]{.mark}](../aatt_00.doc#AATT00_1_415)[\[[1_415](../OPSCON_L.XLS#_1_415)\].]{.mark}

# Future Collaborative Activities 

-   [[Using common information, collaborate to enable active user
    participation in tactical and strategic
    decision-making]{.mark}](../aatt_00.doc#AATT00_1_420)[\[[1_420](../OPSCON_L.XLS#_1_420)\].]{.mark}

# Number range Level1Number range Level2Number range Level3Number range FigureNumber range Table3.1 Flight Planning 

In the future NAS there will be [[significant changes in the planning
data available to users, and in the flight plan
itself.]{.mark}](../aatt_00.doc#AATT00_2_150) []{.mark}In today's
planning process, the planner refers to a variety of sources for static
information regarding terrain, airways and airports. The planner also
utilizes dynamic information concerning weather, radar summaries,
hazardous condition warnings, airport and airspace capacity constraints,
SUA schedules, and the status of NAS infrastructure components. In the
future, [[planners and service providers have automated access this
information from the continuously and automatically updated NAS-wide
information
system]{.mark}](../aatt_00.doc#AATT00_2_150)[\[[2_150](../OPSCON_L.XLS#_2_150)\].]{.mark}
[[The scope of information is expanded to include items such
as:]{.mark}](../aatt_00.doc#AATT00_2_155)

-   [[Real-time information on the status of
    SUAs]{.mark}](../aatt_00.doc#AATT00_2_155)

-   [[Real-time status of the NAS
    infrastructure]{.mark}](../aatt_00.doc#AATT00_2_155)

-   [[Predictions of traffic density based on the current flight
    trajectories, both filed and
    active]{.mark}](../aatt_00.doc#AATT00_2_155)

-   [[Current and planned dynamic route structure and associated
    transition
    points]{.mark}](../aatt_00.doc#AATT00_2_155)[\[[2_155](../OPSCON_L.XLS#_2_155)\]]{.mark}

As a result of these improved planning capabilities, [[today's flight
plan is replaced by a flight profile. This profile can be as simple as
the user's preferred path, or as detailed as a time-based trajectory
that includes the user's preferred path and preferred climb and descent
profiles]{.mark}](../aatt_00.doc#AATT00_2_160)[\[[2_160](../OPSCON_L.XLS#_2_160)\].
[The flight profile is a part of a larger data set called the flight
object. This is a data set which is available throughout the duration of
the flight, both to the user and to service providers across the
NAS](../aatt_00.doc#AATT00_2_165)]{.mark}[\[[2_165](../OPSCON_L.XLS#_2_165)\].]{.mark}
[[For an appropriately equipped aircraft operating under visual flight
rules (VFR), the flight object contains the flight path, a discrete
identification code that provides precise location and identity
information, and all necessary information to initiate search and
rescue]{.mark}](../aatt_00.doc#AATT00_2_170)[\[[2_170](../OPSCON_L.XLS#_2_170)\].
[For a flight operating under instrument flight rules (IFR), the flight
object can be a much larger data set, including a preferred trajectory
coordinated individually by the user, and supplemental information such
as the aircraft's current weight, position, runway preference, or gate
assignment](../aatt_00.doc#AATT00_2_175)]{.mark}[\[[2_175](../OPSCON_L.XLS#_2_175)\].
[Flight object information can be updated by the user or service
provider throughout the
flight](../aatt_00.doc#AATT00_2_180)]{.mark}[\[[2_180](../OPSCON_L.XLS#_2_180)\].]{.mark}

In order to satisfy future user requirements, the static and repetitive
[[flight plan process currently used by service providers will be
enhanced to provide a collaborative interaction with the user. This
interaction will create dynamic, event-driven user-preferred
trajectories for individual
flights]{.mark}](../aatt_00.doc#AATT00_2_185)[\[[2_185](../OPSCON_L.XLS#_2_185)\].]{.mark}
These flight planning operations are characterized by the following:

-   [[Elements of the NAS-wide information system are used to obtain and
    distribute flight-specific data and aeronautical information,
    including international coordination of flight trajectory
    content]{.mark}](../aatt_00.doc#AATT00_2_190)[\[[2_190](../OPSCON_L.XLS#_2_190)\].]{.mark}

-   [[Real-time trajectory updates reflect more realistic departure
    times, resulting in more accurate traffic load predictions, and
    increased flexibility due to the imposition of fewer
    restrictions]{.mark}](../aatt_00.doc#AATT00_2_195)[\[[2_195](../OPSCON_L.XLS#_2_195)\].]{.mark}

-   [[Interactive aids facilitate a more collaborative role for users in
    obtaining NAS information in order to improve their ability to
    execute the flight plan. Examples of this information include
    current and predicted status of SUAs, infrastructure status, traffic
    density, and prevailing traffic flow
    initiatives]{.mark}](../aatt_00.doc#AATT00_2_200)[\[[2_200](../OPSCON_L.XLS#_2_200)\].]{.mark}

-   [[Standardized domestic and international trajectory information
    improves the interaction between the NAS, NAS users, and domestic
    and international service
    providers]{.mark}](../aatt_00.doc#AATT00_2_205)[\[[2_205](../OPSCON_L.XLS#_2_205)\].]{.mark}

The future flight planning roles and responsibilities for service
provider and user; and, future collaborative activities include, but are
not limited to:

# Future Service Provider Roles and Responsibilities 

-   [[Accept and accommodate flight plans for user-preferred routes
    from:]{.mark}](../aatt_00.doc#AATT00_2_210)

> [[- departure airport Standard Instrument Departure (SID) to arrival
> airport Standard Terminal Arrival Route
> (STAR)]{.mark}](../aatt_00.doc#AATT00_2_210)
>
> [[-
> airport-to-airport]{.mark}](../aatt_00.doc#AATT00_2_210)[\[[2_210](../OPSCON_L.XLS#_2_210)\].]{.mark}

-   [[Accommodate flight plans:]{.mark}](../aatt_00.doc#AATT00_2_215)

> [[- containing user-preferred
> routes]{.mark}](../aatt_00.doc#AATT00_2_215)
>
> [[- in International Civil Aviation Organization (ICAO) format, which
> includes a four-dimensional trajectory
> profile]{.mark}](../aatt_00.doc#AATT00_2_215)
>
> [[- containing user runway preferences for departure and
> arrival]{.mark}](../aatt_00.doc#AATT00_2_215)
>
> [[- based on user-selected waypoints (instead of
> NAVAIDs]{.mark}](../aatt_00.doc#AATT00_2_215)[\[[2_215](../OPSCON_L.XLS#_2_215)\]).]{.mark}

-   [[Through automation, notify users of potential problems in filed
    flight plans relating to:]{.mark}](../aatt_00.doc#AATT00_2_220)

> [[- current and predicted weather
> conditions]{.mark}](../aatt_00.doc#AATT00_2_220)
>
> [[- traffic density]{.mark}](../aatt_00.doc#AATT00_2_220)
>
> [[- restrictions]{.mark}](../aatt_00.doc#AATT00_2_220)
>
> [[- availability status of SUAs]{.mark}](../aatt_00.doc#AATT00_2_220)
>
> [[- terrain]{.mark}](../aatt_00.doc#AATT00_2_220)
>
> [[-
> advisories]{.mark}](../aatt_00.doc#AATT00_2_220)[\[[2_220](../OPSCON_L.XLS#_2_220)\].]{.mark}

-   [[When a flight plan is filed, update projections of NAS demand in
    the NAS information
    system]{.mark}](../aatt_00.doc#AATT00_2_225)[\[[2_225](../OPSCON_L.XLS#_2_225)\].]{.mark}

-   [[Provide a common source of information to service providers and
    users in the form of an updatable flight
    profile]{.mark}](../aatt_00.doc#AATT00_2_230)[\[[2_230](../OPSCON_L.XLS#_2_230)\]]{.mark}
    [[that includes]{.mark}](../aatt_00.doc#AATT00_2_235)

> [[- status of active and proposed flights, as well as real-time
> updates to reflect current planned departure
> times]{.mark}](../aatt_00.doc#AATT00_2_235)
>
> [[- aircraft weight]{.mark}](../aatt_00.doc#AATT00_2_235)
>
> [[- gate assignment]{.mark}](../aatt_00.doc#AATT00_2_235)
>
> [[- information to support flight
> following]{.mark}](../aatt_00.doc#AATT00_2_235)
>
> [[- cross-border issues for international
> flights]{.mark}](../aatt_00.doc#AATT00_2_235)[\[[2_235](../OPSCON_L.XLS#_2_235)\].]{.mark}

-   [[Provide weather and system briefing information to users with no
    access to NAS information
    system]{.mark}](../aatt_00.doc#AATT00_2_240)[\[[2_240](../OPSCON_L.XLS#_2_240)\].]{.mark}

-   [[Provide voice and electronic messaging support to users for
    clarification of flight planning
    information]{.mark}](../aatt_00.doc#AATT00_2_245)[\[[2_245](../OPSCON_L.XLS#_2_245)\].]{.mark}

-   [[Provide VFR flight following
    services]{.mark}](../aatt_00.doc#AATT00_2_250)[\[[2_250](../OPSCON_L.XLS#_2_250)\].]{.mark}

# Future User Roles and Responsibilities 

-   [[Prepare and file a flight plan with the service
    provider]{.mark}](../aatt_00.doc#AATT00_2_255)[\[[2_255](../OPSCON_L.XLS#_2_255)\].]{.mark}

-   [[If user has AOC or AOC-like capability, perform a probe for active
    or scheduled SUA, weather, and airspace and flow restrictions in
    preparing a flight
    plan]{.mark}](../aatt_00.doc#AATT00_2_260)[\[[2_260](../OPSCON_L.XLS#_2_260)\].]{.mark}

# Future Collaboration Activities 

-   [[Provide for a near-real time information-sharing capability
    between user and service provider computer
    databases]{.mark}](../aatt_00.doc#AATT00_2_265)[\[[2_265](../OPSCON_L.XLS#_2_265)\].]{.mark}

# 3.1.1 Number range Level3Number range Level2Flight Planning Operational Concept (2000/2005) 

[[The flight planning process by 2005 will be based upon the enhancement
of the near-term systems capabilities resulting from the "real time"
sharing of information regarding the NAS and system
demand]{.mark}](../aatt_00.doc#AATT00_2_270)[\[[2_270](../OPSCON_L.XLS#_2_270)\].
[Service providers will move to a collaborative interaction with the
user, where both reveal strategies and constraints and mutually develop
solutions to
problems](../aatt_00.doc#AATT00_2_275)]{.mark}[\[[2_275](../OPSCON_L.XLS#_2_275)\].]{.mark}

Users will have the information, tools and an interactive capability
necessary to create a [[flight profile that can be as simple as the
user's preferred route or as detailed as a time-based trajectory
including preferred climb and descent
profiles]{.mark}](../aatt_00.doc#AATT00_2_280)[\[[2_280](../OPSCON_L.XLS#_2_280)\].]{.mark}
The user supplies the service provider with the [[flight
profile](../aatt_00.doc#AATT00_2_285)]{.mark} that best meets
requirements. [[This action initiates the automatic creation of a flight
plan that contains either the user's preferred route of flight or a more
detailed time-based flight
trajectory]{.mark}](../aatt_00.doc#AATT00_2_285)[\[[2_285](../OPSCON_L.XLS#_2_285)\].]{.mark}

[[For all users, an enhanced flight plan is available that provides a
much larger data set, including preferred trajectory, aircraft weight,
runway preference for departure and arrival, gate assignment, and
cross-border issues for international
flights]{.mark}](../aatt_00.doc#AATT00_2_290)[\[[2_290](../OPSCON_L.XLS#_2_290)\].]{.mark}
The [[information](../aatt_00.doc#AATT00_2_295)]{.mark} within this
flight profile [[can be updated throughout the flight, providing a
common source of information to users and service
providers]{.mark}](../aatt_00.doc#AATT00_2_295)[\[[2_295](../OPSCON_L.XLS#_2_295)\].]{.mark}

# 3.1.1.1 Operations and Services (2000/2005) 

[[By 2005 the flight planner will interact with the NAS-wide information
system to create a flight profile. This action initiates the automatic
generation of a flight object containing either the user's preferred
flight path or a more detailed time-based flight
trajectory]{.mark}](../aatt_00.doc#AATT00_2_300)[\[[2_300](../OPSCON_L.XLS#_2_300)\].
[As conditions change during the planning phase, or during the flight,
the planner continues to access the NAS-wide information system to
determine the impact of the changes on the
flight](../aatt_00.doc#AATT00_2_305)]{.mark}[\[[2_305](../OPSCON_L.XLS#_2_305)\].
[This information is electronically available to all service providers
until the termination of the
flight](../aatt_00.doc#AATT00_2_310)]{.mark}[\[[2_310](../OPSCON_L.XLS#_2_310)\].]{.mark}
[[Information such as runway preferences and aircraft weight, or
information to support flight following can be added during the planning
phase or during the
flight]{.mark}](../aatt_00.doc#AATT00_2_315)[\[[2_315](../OPSCON_L.XLS#_2_315)\].]{.mark}

[[As the planner interactively generates the flight profile, information
regarding current and predicted weather conditions, traffic density,
restrictions and status of SUAs is
available]{.mark}](../aatt_00.doc#AATT00_2_320)[\[[2_320](../OPSCON_L.XLS#_2_320)\]]{.mark}
to improve the efficiency of the task. [[When the profile is filed, it
is automatically checked against these conditions and any static
constraints such as terrain and infrastructure
advisories]{.mark}](../aatt_00.doc#AATT00_2_325)[\[[2_325](../OPSCON_L.XLS#_2_325)\].]{.mark}
[[Potential problems are automatically displayed to the planner for
reconciliation. Upon filing, the flight object is updated as necessary,
along with all affected projections of NAS
demand]{.mark}](../aatt_00.doc#AATT00_2_330)[\[[2_330](../OPSCON_L.XLS#_2_330)\].]{.mark}

By 2005, [[improved emergency locator transmitters (ELTs) are in use
with corresponding new standards and rulemaking. These ELTs utilize
discreet codes and satellite based navigation positioning
information]{.mark}](../aatt_00.doc#AATT00_2_335)[\[[2_335](../OPSCON_L.XLS#_2_335)\]]{.mark}
to aid in search and rescue. [[For aircraft equipped with these systems,
the NAS-wide information system either identifies the successful
completion of the flight or provides its last known
position]{.mark}](../aatt_00.doc#AATT00_2_340)[\[[2_340](../OPSCON_L.XLS#_2_340)\].]{.mark}
[[When a flight is overdue and no ELT signal is detected, the flight's
information is readily available to search and rescue organizations
through the NAS-wide information system to verify the need to initiate
search
procedures]{.mark}](../aatt_00.doc#AATT00_2_345)[\[[2_345](../OPSCON_L.XLS#_2_345)\].]{.mark}

# Number range Level3 

# 3.1.1.2 Number range Level3Users With AOC or AOC-like Capability (2000/2005) 

[[Air traffic service providers maintain a continuously updated data
base of airspace and flow
restrictions]{.mark}](../aatt_00.doc#AATT00_2_350)[\[[2_350](../OPSCON_L.XLS#_2_350)\].
[The AOC and ATC computers share this information. Using this data, the
AOC flight planner prepares a proposed flight plan, performing a probe
for active or scheduled SUAs, weather, and airspace and flow
restrictions. The AOC flight planner uses this information to file the
final flight
plan](../aatt_00.doc#AATT00_2_355)]{.mark}[\[[2_355](../OPSCON_L.XLS#_2_355)\].
[As conditions change during the planning phase or during the flight,
the user is able to interactively determine the impact of the changes on
the flight and modify the flight plan as
necessary](../aatt_00.doc#AATT00_2_360)]{.mark}[\[[2_360](../OPSCON_L.XLS#_2_360)\].]{.mark}

[]{.mark}

[[The status of active and proposed flights, as well as real-time
updates to reflect more realistic departure times (e.g., the latest
planned departure times) are available to NAS
users]{.mark}](../aatt_00.doc#AATT00_2_365)[\[[2_365](../OPSCON_L.XLS#_2_365)\].]{.mark}
This results in more accurate predictions of traffic load, and increased
flexibility due to the imposition of fewer restrictions. [[Current
information is also available on the status of the NAS
infrastructure]{.mark}](../aatt_00.doc#AATT00_2_370)[\[[2_370](../OPSCON_L.XLS#_2_370)\].
[Availability of flight planning information and NAS infrastructure
information facilitates more effective collaborative decision making
between the AOC and AT. This increased collaboration and information
exchange between the user and the service provider provides a baseline
of planning for traffic
loading](../aatt_00.doc#AATT00_2_375)]{.mark}[\[[2_375](../OPSCON_L.XLS#_2_375)\].]{.mark}

# 3.1.1.3 Number range Level3GA Users (2000/2005) 

[[By 2005 the GA user has the capability to access the same flight data
used by all other system users and service providers via personal
computer, FBO, or service provider
computer]{.mark}](../aatt_00.doc#AATT00_2_380)[\[[2_380](../OPSCON_L.XLS#_2_380)\].
[Those users connecting through personal computer are able to enter a
command and be transferred to a service provider for clarification of
the information. Depending on the user's equipment, this dialog can be
by voice or through electronic
messaging](../aatt_00.doc#AATT00_2_385)]{.mark}[\[[2_385](../OPSCON_L.XLS#_2_385)\].
[VFR flight plans, once filed, are available to all ATC service
providers](../aatt_00.doc#AATT00_2_390)]{.mark}[\[[2_390](../OPSCON_L.XLS#_2_390)\].]{.mark}

# 3.1.1.4 Number range Level3DoD Users (2000/2005) 

DoD flight planners have no unique capabilities above those already
mentioned, although [[flight planning will continue to be performed by
some Military Base Operations
functions]{.mark}](../aatt_00.doc#AATT00_2_395)[\[[2_395](../OPSCON_L.XLS#_2_395)\]]{.mark}.
It is worth noting that for national security reasons, [[a secure
encryption capability exists to protect DoD information as
required]{.mark}](../aatt_00.doc#AATT00_2_400)[\[[2_400](../OPSCON_L.XLS#_2_400)\].]{.mark}

# 3.1.2 Number range Level3Number range Level2Flight Planning Operational Concept (2005/Mature State) 

# 3.1.2.1 Operations and Services (2005/Mature State) 

The mature state uses the enhanced programs and procedures developed
through the year 2005. [[Interactive flight planning capabilities will
have been fully
implemented]{.mark}](../aatt_00.doc#AATT00_2_405)[\[[2_405](../OPSCON_L.XLS#_2_405)\].
[User preferred routing from airport-to-airport will be available to all
properly-equipped aircraft for domestic and international
flights](../aatt_00.doc#AATT00_2_410)]{.mark}[\[[2_410](../OPSCON_L.XLS#_2_410)\].]{.mark}

# Number range Level3 

# 3.1.2.2 Number range Level3Users With AOC or AOC-like Capability (2005/Mature State) 

[[An interactive flight planning capability will be available for all
properly-equipped aircraft to aid in filing airport-to-airport flight
plans with user-preferred
routings]{.mark}](../aatt_00.doc#AATT00_2_415)[\[[2_415](../OPSCON_L.XLS#_2_415)\].
[Interactive flight planning also allows users to better monitor fleet
activities during routine and non-routine operations, which results in
better resource utilization and cost
savings](../aatt_00.doc#AATT00_2_420)]{.mark}[\[[2_420](../OPSCON_L.XLS#_2_420)\].]{.mark}

# 3.1.2.3 Number range Level3GA Users (2005/Mature State) 

[[Interactive flight planning is available for pilots of
properly-equipped aircraft to aid in filing airport-to-airport flight
plans with user-preferred
routings]{.mark}](../aatt_00.doc#AATT00_2_425)[\[[2_425](../OPSCON_L.XLS#_2_425)\].]{.mark}

# 3.1.2.4 Number range Level3DoD Users (2005/Mature State) 

[[The DoD user has real-time interactive flight planning capabilities,
which enable more effective flight planning with respect to NAS
resources]{.mark}](../aatt_00.doc#AATT00_2_430)[\[[2_430](../OPSCON_L.XLS#_2_430)\].]{.mark}

# 3.2 Surface Movement Operations 

Surface movement operations involve numerous activities to maneuver
traffic between runways and gates. In performing those activities today,
communication and coordination consume most of the service provider\'s
time.

Surface movement is both the first and last step in the progress of a
flight through the NAS. With no expected increase in the number of
available runways or taxiways, [[the goal of the service provider is to
remove system constraints on flights moving from pushback to the runway,
and from the runway to the gate. Elimination of these constraints
minimizes the overall ground delay of arrivals and departures through
implementation of the following system
enhancements]{.mark}](../aatt_00.doc#AATT00_3_130)[\[[3_130](../OPSCON_L.XLS#_3_130)\]:]{.mark}

-   [[Expansion of data link capabilities to more users at more airports
    improves information exchange and coordination
    activities]{.mark}](../aatt_00.doc#AATT00_3_135)[\[[3_135](../OPSCON_L.XLS#_3_135)\].]{.mark}

-   [[Increased collaboration and information sharing between users and
    service providers creates a more realistic picture of airport
    departure and arrival
    demand]{.mark}](../aatt_00.doc#AATT00_3_140)[\[[3_140](../OPSCON_L.XLS#_3_140)\].]{.mark}

-   [[Automation aids for dynamic planning of surface movements provide
    methods and incentives for collaborative problem-solving by users
    and service providers. The management of excess demand is improved
    through balanced taxiway usage and improved sequencing of aircraft
    to the departure
    threshold]{.mark}](../aatt_00.doc#AATT00_3_145)[\[[3_145](../OPSCON_L.XLS#_3_145)\].]{.mark}

-   [[Integration of surface automation with departure and arrival
    automation facilitates the coordination of all surface activities.
    Runway and taxiway assignments are based on projected
    arrival/departure runway loading and surface congestion, user runway
    preference and gate assignment, and environmental considerations
    such as noise abatement. Arrival runway and taxiway assignments are
    planned early in the arrival phase of flight. Departure assignments
    are made when the flight profile is filed, and updated accordingly
    until the time of
    pushback]{.mark}](../aatt_00.doc#AATT00_3_150)[\[[3_150](../OPSCON_L.XLS#_3_150)\].]{.mark}

-   [[Improved planning that allows flights to depart immediately after
    de-icing improves both efficiency and safety. Automation to monitor
    and predict the movement of ground vehicles provides further safety
    enhancements through improved conflict
    advisories]{.mark}](../aatt_00.doc#AATT00_3_155)[\[[3_155](../OPSCON_L.XLS#_3_155)\].]{.mark}

[[Together, these systems enhance airport safety, improve efficiency and
accommodate user
preferences]{.mark}](../aatt_00.doc#AATT00_3_160)[\[[3_160](../OPSCON_L.XLS#_3_160)\].]{.mark}
In addition, [[airport safety and efficiency is enhanced by terminal
weather radar, automated weather observation systems, integrated systems
to detect and predict hazardous weather, and improved surface detection
equipment]{.mark}](../aatt_00.doc#AATT00_3_165)[\[[3_165](../OPSCON_L.XLS#_3_165)\].]{.mark}

The future NAS will become more integrated, as [[surface-movement
decision support systems provide real time data to the NAS-wide
information
system]{.mark}](../aatt_00.doc#AATT00_3_170)[\[[3_170](../OPSCON_L.XLS#_3_170)\].
[Upon pushback, the flight's time-based trajectory is updated in the
NAS-wide information system, based on the average taxi time at the
airport under prevailing traffic
conditions](../aatt_00.doc#AATT00_3_175)]{.mark}[\[[3_175](../OPSCON_L.XLS#_3_175)\].
[At takeoff, this trajectory is again
updated](../aatt_00.doc#AATT00_3_180)]{.mark}[\[[3_180](../OPSCON_L.XLS#_3_180)\].]{.mark}
This [[continuous updating of the flight object improves real-time
planning for both the user and the service
provider.]{.mark}](../aatt_00.doc#AATT00_3_185) []{.mark}Real-time
information also []{.mark}[[improves the effectiveness of ongoing
traffic management initiatives and the collaborative decision
making]{.mark}](../aatt_00.doc#AATT00_3_185)[\[[3_185](../OPSCON_L.XLS#_3_185)\]]{.mark}
involved with any proposed initiatives.

[[Surface movement decision support systems are also an integral part of
the total NAS automation
system]{.mark}](../aatt_00.doc#AATT00_3_190)[\[[3_190](../OPSCON_L.XLS#_3_190)\].]{.mark}
This ensures that surface initiatives and user preferences are not at
cross purposes with information being generated by airspace automation
systems. Thus, [[runway assignments, in departure and arrival
automation, are based not only on the location of the assigned gate but
also on the surface automation's prediction of congestion and the
related taxi
plan]{.mark}](../aatt_00.doc#AATT00_3_195)[\[[3_195](../OPSCON_L.XLS#_3_195)\]]{.mark}.
[[For departures, taxi time updates and the associated estimates
included in the taxi plan are coordinated automatically with airspace
automation to efficiently sequence ground traffic to match projected
traffic flows
aloft]{.mark}](../aatt_00.doc#AATT00_3_200)[\[[3_200](../OPSCON_L.XLS#_3_200)\].]{.mark}

The future surface movement roles and responsibilities for service
provider and user and future collaborative activities include, but are
not limited to:

# Future Service Provider Roles and Responsibilities 

-   [[Approve or deny proposed flight plan changes, except those needed
    for cockpit self-separation when that responsibility has been
    transferred to the flight
    deck]{.mark}](../aatt_00.doc#AATT00_3_205)[\[[3_205](../OPSCON_L.XLS#_3_205)\].]{.mark}
    (Implied)

-   [[Manage runway configuration and assign departure runways and taxi
    routes]{.mark}](../aatt_00.doc#AATT00_3_210)[\[[3_210](../OPSCON_L.XLS#_3_210)\].]{.mark}

-   [[Provide a surface management information system to enable data
    connectivity between the service provider, flight deck, airline
    operations center, ramp, airport operator, and airport emergency
    centers]{.mark}](../aatt_00.doc#AATT00_3_215)[\[[3_215](../OPSCON_L.XLS#_3_215)\].]{.mark}
    [[Through the system, provide access
    to]{.mark}](../aatt_00.doc#AATT00_3_220)

    []{.mark}

> [[- Automated Terminal Information System (ATIS) and other airport
> environmental information, including RVR, braking action and surface
> condition reports, and current precipitation, runway availability, and
> wake turbulence and wind shear
> advisories]{.mark}](../aatt_00.doc#AATT00_3_220)
>
> [[- arrival, departure, taxi schedules, and taxi
> routes]{.mark}](../aatt_00.doc#AATT00_3_220)
>
> [[- airborne and surface surveillance
> information]{.mark}](../aatt_00.doc#AATT00_3_220)
>
> [[- flight information and pilot
> reports]{.mark}](../aatt_00.doc#AATT00_3_220)
>
> [[- weather information, including current weather
> maps]{.mark}](../aatt_00.doc#AATT00_3_220)
>
> [[- clearance delivery and taxi
> instructions]{.mark}](../aatt_00.doc#AATT00_3_220)
>
> [[- traffic management
> initiatives]{.mark}](../aatt_00.doc#AATT00_3_220)[\[[3_220](../OPSCON_L.XLS#_3_220)\].]{.mark}

-   [[When appropriate, clear properly equipped aircraft to
    self-separate and maintain
    sequence]{.mark}](../aatt_00.doc#AATT00_3_225)[\[[3_225](../OPSCON_L.XLS#_3_225)\].]{.mark}

-   [[Provide ATIS and other weather information by
    voice]{.mark}](../aatt_00.doc#AATT00_3_230)[\[[3_230](../OPSCON_L.XLS#_3_230)\].]{.mark}

-   [[As necessary for user self-separation, mark locations of
    obstructions in and around some airports with ADS-B
    transmitters]{.mark}](../aatt_00.doc#AATT00_3_235)[\[[3_235](../OPSCON_L.XLS#_3_235)\].]{.mark}

-   [[Consider user preferences while controlling
    aircraft]{.mark}](../aatt_00.doc#AATT00_3_240)[\[[3_240](../OPSCON_L.XLS#_3_240)\].]{.mark}

-   [[As necessary, perform taxi sequencing based on user preferences,
    conformance monitoring, and conflict
    checking]{.mark}](../aatt_00.doc#AATT00_3_245)[\[[3_245](../OPSCON_L.XLS#_3_245)\].]{.mark}

-   At busy airports, perform surface movement planning. This planning
    includes

> \- [[establishment of taxi-times based on weather and airport
> configurations]{.mark}](../aatt_00.doc#AATT00_3_250)
>
> [[- establishment of aircraft movement times required to accomplish
> deicing with minimal delay from station to
> departure]{.mark}](../aatt_00.doc#AATT00_3_250)[\[[3_250](../OPSCON_L.XLS#_3_250)\].]{.mark}

-   [[Authorize properly-equipped aircraft for lower Runway Visual Range
    (RVR) operations than those that are not
    equipped]{.mark}](../aatt_00.doc#AATT00_3_255)[\[[3_255](../OPSCON_L.XLS#_3_255)\].]{.mark}

# Future User Roles and Responsibilities 

-   [[Adhere to flight plans and comply with clearances issued by the
    service
    provider]{.mark}](../aatt_00.doc#AATT00_3_260)[\[[3_260](../OPSCON_L.XLS#_3_260)\]]{.mark}.

-   [[Perform cockpit-based self-separation when
    allowed]{.mark}](../aatt_00.doc#AATT00_3_265)[\[[3_265](../OPSCON_L.XLS#_3_265)\].]{.mark}

# Future Collaboration Roles and Responsibilities 

-   [[Use automatic dependent surveillance to enhance airport user
    position awareness and
    accuracy]{.mark}](../aatt_00.doc#AATT00_3_270)[\[[3_270](../OPSCON_L.XLS#_3_270)\].]{.mark}

# 3.2.1 Number range Level3Number range Level2Surface Movement Operational Concept (2000/2005) 

By the year 2005, [[information is provided to both NAS users and
service providers on the status of active and proposed flights, as well
as the status of the NAS
infrastructure]{.mark}](../aatt_00.doc#AATT00_3_275)[\[[3_275](../OPSCON_L.XLS#_3_275)\].
[The quality and timeliness of users' flight plan information
contributes to higher ATM system effectiveness when integrated with
tower
automation](../aatt_00.doc#AATT00_3_280)]{.mark}[\[[3_280](../OPSCON_L.XLS#_3_280)\].
[Current flight information integrated with service provider surface,
departure and arrival automation, results in a realistic set of
schedules for departures, arrivals, and surface traffic. The result is a
reduction of taxi times, takeoff delays, and idle time spent on the
airport
surface](../aatt_00.doc#AATT00_3_285)]{.mark}[\[[3_285](../OPSCON_L.XLS#_3_285)\].]{.mark}

[[A surface management information system is fielded at some airports to
facilitate coordination between decision-makers at all levels of the
airport
operation]{.mark}](../aatt_00.doc#AATT00_3_290)[\[[3_290](../OPSCON_L.XLS#_3_290)\].
[This system's processes and displays provide complete data connectivity
between the service provider, flight deck, airline operations center,
ramp, airport operator, and airport emergency
centers](../aatt_00.doc#AATT00_3_295)]{.mark}[\[[3_295](../OPSCON_L.XLS#_3_295)\].
[The system provides access to airport environmental information,
arrival, departure, and taxi schedules, airborne and surface
surveillance information, flight information, ATIS and other weather
information, and traffic management
initiatives](../aatt_00.doc#AATT00_3_300)]{.mark}[\[[3_300](../OPSCON_L.XLS#_3_300)\].
[These data are shared among users and service
providers](../aatt_00.doc#AATT00_3_305)]{.mark}[\[[3_305](../OPSCON_L.XLS#_3_305)\].
[The sharing of data at the airport allows the service providers to
coordinate local operations with airline ramp and airport operators,
improving overall airport
operations](../aatt_00.doc#AATT00_3_310)]{.mark}[\[[3_310](../OPSCON_L.XLS#_3_310)\].
[At sites where the surface management information system is not
fielded, ad-hoc site adaptations can provide basic intra-airport
connectivity](../aatt_00.doc#AATT00_3_315)]{.mark}[\[[3_315](../OPSCON_L.XLS#_3_315)\].]{.mark}

[[As the aircraft prepares to taxi, service providers use decision
support systems to determine taxi sequencing (based largely on user
preference), and to perform conformance monitoring and conflict
checking]{.mark}](../aatt_00.doc#AATT00_3_320)[\[[3_320](../OPSCON_L.XLS#_3_320)\].]{.mark}
Since [[this automated planning process shares information with the
surface situation monitoring systems, the resulting taxi plan balances
the efficiency of the movement with the probability it can be executed
without
change]{.mark}](../aatt_00.doc#AATT00_3_325)[\[[3_325](../OPSCON_L.XLS#_3_325)\].
[For departures, the decision support system incorporates departure
times, aircraft type, wake turbulence criteria, and departure routes to
safely and efficiently sequence aircraft to the departure
threshold](../aatt_00.doc#AATT00_3_330)]{.mark}[\[[3_330](../OPSCON_L.XLS#_3_330)\].
[For arrivals, the decision support system considers the assigned gate
to minimize taxi time after
landing](../aatt_00.doc#AATT00_3_335)]{.mark}[\[[3_335](../OPSCON_L.XLS#_3_335)\].]{.mark}
Additionally, [[improved knowledge of aircraft intent allows automatic
monitoring of taxi plan execution and provides alerts to the potential
for runway
incursion](../aatt_00.doc#AATT00_3_340)]{.mark}[\[[3_340](../OPSCON_L.XLS#_3_340)\].]{.mark}

[[Airport surveillance is enhanced with the advent of satellite-based
surveillance
broadcasts]{.mark}](../aatt_00.doc#AATT00_3_345)[\[[3_345](../OPSCON_L.XLS#_3_345)\].
[This allows for low-cost cockpit traffic displays, thus enhancing the
pilot's perspective of surrounding surface
traffic](../aatt_00.doc#AATT00_3_350)]{.mark}[\[[3_350](../OPSCON_L.XLS#_3_350)\]]{.mark}
(aircraft and other vehicles in the airport movement area). [[Enhanced
tower automation integrated with terminal area automation, reduce taxi
and takeoff delays for all
users]{.mark}](../aatt_00.doc#AATT00_3_355)[\[[3_355](../OPSCON_L.XLS#_3_355)\].]{.mark}

[[While ATC continues to monitor aircraft movement and possible
conflicts, pilots continue to rely on visual means for separation
assurance]{.mark}](../aatt_00.doc#AATT00_3_360)[\[[3_360](../OPSCON_L.XLS#_3_360)\].
[Pilot familiarity with the airport is enhanced with a moving map
display that leads to better planning and increased safety during
surface operations. Cockpit capabilities for some users include
appropriate conflict detection logic, which, in conjunction with an
airport moving map display to monitor present position, allows for safer
operations, especially in low-visibility
conditions](../aatt_00.doc#AATT00_3_365)]{.mark}[\[[3_365](../OPSCON_L.XLS#_3_365)\].]{.mark}
[[Properly-equipped aircraft are authorized for lower Runway Visual
Range (RVR) operations than those that are not
equipped]{.mark}](../aatt_00.doc#AATT00_3_370)[\[[3_370](../OPSCON_L.XLS#_3_370)\].]{.mark}

At some airports today[[, tower automation performs surface conflict
detection]{.mark}](../aatt_00.doc#AATT00_3_375)
[\[[3_375](../OPSCON_L.XLS#_3_375)\];]{.mark} in 2005, [[enhancements
are made to this automation that take advantage of the improved accuracy
of satellite-based navigation and
surveillance]{.mark}](../aatt_00.doc#AATT00_3_380)[\[[3_380](../OPSCON_L.XLS#_3_380)\].
[Tower automation also provides schedules for arrivals, departures and
surface traffic using flight schedule
information](../aatt_00.doc#AATT00_3_385)]{.mark}[\[[3_385](../OPSCON_L.XLS#_3_385)\].]{.mark}

[[Clearances, airport information, and weather
conditions]{.mark}](../aatt_00.doc#AATT00_3_390)[\[[3_390](../OPSCON_L.XLS#_3_390)\]]{.mark}
(current, forecast, hazardous) [[are provided over data link to more
users at more
airports]{.mark}](../aatt_00.doc#AATT00_3_395)[\[[3_395](../OPSCON_L.XLS#_3_395)\].]{.mark}
In addition, [[taxi routes are data linked to the cockpit, and other
aircraft positions on the airport surface are received by broadcast from
other similarly equipped
aircraft]{.mark}](../aatt_00.doc#AATT00_3_400)[\[[3_400](../OPSCON_L.XLS#_3_400)\].]{.mark}
The receipt of taxi routes over data link helps in relieving
communication frequency congestion and, tied with [[a moving map display
of the aircraft's position on the airport
surface]{.mark}](../aatt_00.doc#AATT00_3_405), increases pilot awareness
of the situation and enhances safety. [[Cockpit display of position
information from other aircraft further contributes to better situation
awareness for the pilot and increased
safety](../aatt_00.doc#AATT00_3_405)]{.mark}
[\[[3_405](../OPSCON_L.XLS#_3_405)\].]{.mark}

[[Through the use of data link at some airports, pilots of
properly-equipped aircraft can receive operationally significant data
necessary to conduct a
flight]{.mark}](../aatt_00.doc#AATT00_3_410)[\[[3_410](../OPSCON_L.XLS#_3_410)\].]{.mark}

[[Traffic flow service providers oversee surface movement operations by
analyzing the operational situation and establishing initial parameters
for surface movement
planning]{.mark}](../aatt_00.doc#AATT00_3_415)[\[[3_415](../OPSCON_L.XLS#_3_415)\].]{.mark}
In the process, these service providers [[establish initial taxi-times
based on weather and airport configurations, and establish aircraft
movement times required to accomplish deicing with minimal delay from
station to
departure]{.mark}](../aatt_00.doc#AATT00_3_420)[\[[3_420](../OPSCON_L.XLS#_3_420)\].
[The service provider evaluates results and adjusts parameters as
needed. Both the initial values and subsequent adjustments are
incorporated into the surface management information
system](../aatt_00.doc#AATT00_3_425)]{.mark}[\[[3_425](../OPSCON_L.XLS#_3_425)\]]{.mark}
to ensure consistency and an integrated approach across systems[[. At
busy airports, there is a traffic flow service provider in the
tower]{.mark}](../aatt_00.doc#AATT00_3_430)[\[[3_430](../OPSCON_L.XLS#_3_430)\].]{.mark}

# 3.2.1.1 Operations and Services (2000/2005) 

[[The services provided in the surface-movement phase of flight include
aviation information, separation assurance and traffic
management]{.mark}](../aatt_00.doc#AATT00_3_435)[\[[3_435](../OPSCON_L.XLS#_3_435)\].]{.mark}

**Aviation Information** changes will occur in three areas: aeronautical
information, departure clearance, and surface management information.

[[Aeronautical Information]{.mark}](../aatt_00.doc#AATT00_3_440), such
as NOTAMs and meteorological information for the airport vicinity,
[[continue to be acquired by service providers and disseminated to users
to aid in their planning and conduct of flight operations. However,
acquisition and dissemination is expedited by the NAS-wide information
system]{.mark}](../aatt_00.doc#AATT00_3_440)[\[[3_440](../OPSCON_L.XLS#_3_440)\].]{.mark}
The Automated Terminal Information System (ATIS) remains similar to the
system of today. [[Through the use of voice synthesis technology, ATIS
messages are no longer manually recorded by service
providers]{.mark}](../aatt_00.doc#AATT00_3_445)[\[[3_445](../OPSCON_L.XLS#_3_445)\].
[Weather advisories are handled in a similar
fashion](../aatt_00.doc#AATT00_3_450)]{.mark}[\[[3_450](../OPSCON_L.XLS#_3_450)\].]{.mark}

[[Departure clearances are issued via data link at more airports and to
more]{.mark}](../aatt_00.doc#AATT00_3_455)[\[[3_455](../OPSCON_L.XLS#_3_455)\]]{.mark}
users than is feasible today. In addition, [[automation functions
utilize these departure clearances, along with aircraft location and
aircraft type, to generate taxi
schedules.]{.mark}](../aatt_00.doc#AATT00_3_460) []{.mark}Thus
[[departures will be spaced more efficiently than they are today,
resulting in reduced taxi
times]{.mark}](../aatt_00.doc#AATT00_3_460)[\[[3_460](../OPSCON_L.XLS#_3_460)\].]{.mark}

[[A surface management information system is available at some airports
to facilitate coordination between decision-makers at all levels of the
airport
operation]{.mark}](../aatt_00.doc#AATT00_3_465)[\[[3_465](../OPSCON_L.XLS#_3_465)\].
[The system's processes and displays provide complete data connectivity
between the service provider, flight deck, airline operations center,
ramp, airport operator, and airport emergency
centers](../aatt_00.doc#AATT00_3_470)]{.mark}[\[[3_470](../OPSCON_L.XLS#_3_470)\].]{.mark}
[[The system provides access to airport environmental information,
arrival, departure, and taxi schedules, airborne and surface
surveillance information, flight information, ATIS and other weather
information, and traffic management
initiatives]{.mark}](../aatt_00.doc#AATT00_3_475)[\[[3_475](../OPSCON_L.XLS#_3_475)\].
[These data are shared with the NAS-wide information
system](../aatt_00.doc#AATT00_3_480)]{.mark}[\[[3_480](../OPSCON_L.XLS#_3_480)\].
[At sites where the surface management information system is not
fielded, ad-hoc site adaptations can provide basic intra-airport
connectivity through the NAS-wide information
system](../aatt_00.doc#AATT00_3_485)]{.mark}[\[[3_485](../OPSCON_L.XLS#_3_485)\].]{.mark}

[[Separation Assurance on the airport surface by 2005 benefits from
increased information to improve situation awareness, support taxi
planning, and improve ramp control to match surface movement with the
departure and arrival phases of
flight]{.mark}](../aatt_00.doc#AATT00_3_490)[\[[3_490](../OPSCON_L.XLS#_3_490)\].]{.mark}

[[Visual observation that service providers currently rely upon is
augmented with enhanced situation displays and surface detection
equipment]{.mark}](../aatt_00.doc#AATT00_3_495)[\[[3_495](../OPSCON_L.XLS#_3_495)\]]{.mark}
to improve situation awareness. In addition, [[service providers can
display satellite-derived position data transmitted by selected flights
upon request, while ground-based surveillance data is shared with users
as a safety enhancement for preventing
incursions]{.mark}](../aatt_00.doc#AATT00_3_500)[\[[3_500](../OPSCON_L.XLS#_3_500)\].]{.mark}
[[Situation displays are available for airborne and surface traffic,
with appropriate overlaps for viewing arriving and departing
traffic]{.mark}](../aatt_00.doc#AATT00_3_505)[\[[3_505](../OPSCON_L.XLS#_3_505)\].
[The surface situation displays depict the airport and nearby airspace,
with data tags for all flights and
vehicles](../aatt_00.doc#AATT00_3_510)]{.mark}[\[[3_510](../OPSCON_L.XLS#_3_510)\]]{.mark},
resulting in safer, more efficient operations in low visibility.

[[Taxi Planning is significantly
improved]{.mark}](../aatt_00.doc#AATT00_3_515) by 2005 [[through timely
availability of traffic activity
information]{.mark}](../aatt_00.doc#AATT00_3_515)[\[[3_515](../OPSCON_L.XLS#_3_515)\].]{.mark}
In today\'s environment, the lack of accurate departure information
results in taxi and departure delays. These delays are compounded in
many cases by multiple flights scheduled for departure at the same time,
since taxiway queues are essentially based on first-come, first-served.
By 2005, [[as the aircraft prepares to taxi, service providers use
decision support systems to determine taxi sequencing, and to perform
conformance monitoring and conflict
checking]{.mark}](../aatt_00.doc#AATT00_3_520)[\[[3_520](../OPSCON_L.XLS#_3_520)\].]{.mark}
Since this [[automated planning process shares information with the
surface situation monitoring systems, the resulting taxi plan balances
the efficiency of the movement with the probability it can be executed
without
change]{.mark}](../aatt_00.doc#AATT00_3_525)[\[[3_525](../OPSCON_L.XLS#_3_525)\].
[For departures, the decision support system incorporates departure
times, aircraft type, wake turbulence criteria, and departure routes to
safely and efficiently sequence aircraft to the departure
threshold](../aatt_00.doc#AATT00_3_530)]{.mark}[\[[3_530](../OPSCON_L.XLS#_3_530)\].
[For arrivals, the decision support system considers the assigned gate
to minimize taxi time after
landing](../aatt_00.doc#AATT00_3_535)]{.mark}[\[[3_535](../OPSCON_L.XLS#_3_535)\].]{.mark}
Additionally, [[improved knowledge of aircraft intent allows automatic
monitoring of taxi plan execution and provides alerts to the potential
for runway
incursion]{.mark}](../aatt_00.doc#AATT00_3_540)[\[[3_540](../OPSCON_L.XLS#_3_540)\].]{.mark}

In today's environment, the pilot is responsible for pushing back from
the gate to meet departure-time constraints, for maneuvering the
aircraft to the appropriate taxiway, and for maintaining separation
while in transit to the airport movement area. Ramp service providers
(either FAA or airline personnel) manage the movement of aircraft across
ramp areas to the gates. [[By 2005, ramp service providers, where used,
sequence and meter aircraft movement at gates and on ramps, using
situation displays that interface with decision support systems and
personnel in the control
tower]{.mark}](../aatt_00.doc#AATT00_3_545)[\[[3_545](../OPSCON_L.XLS#_3_545)\].
[Safety is enhanced by](../aatt_00.doc#AATT00_3_550)]{.mark} these
[[situation displays which include airborne and surface traffic as well
as information from the surface management information system. This
information aids in sequencing gate arrivals and departures in concert
with the taxi planning
system]{.mark}](../aatt_00.doc#AATT00_3_550)[\[[3_550](../OPSCON_L.XLS#_3_550)\].]{.mark}

**Traffic Management Services**, by 2005, enable [[traffic flow service
providers](../aatt_00.doc#AATT00_3_555)]{.mark} to [[oversee the surface
automation by analyzing the operational situation and establishing
initial parameters for surface movement
planning]{.mark}](../aatt_00.doc#AATT00_3_555)[\[[3_555](../OPSCON_L.XLS#_3_555)\].]{.mark}
In the process, [[these service providers establish initial taxi-times
based on weather and airport configurations, and establish aircraft
movement times required to accomplish deicing, when required, with
minimal delay from station to
departure]{.mark}](../aatt_00.doc#AATT00_3_560)[\[[3_560](../OPSCON_L.XLS#_3_560)\].]{.mark}
[[The service provider evaluates results and adjusts parameters as
needed]{.mark}](../aatt_00.doc#AATT00_3_565)[\[[3_565](../OPSCON_L.XLS#_3_565)\].]{.mark}

# 3.2.1.2 Number range Level3Users With AOC or AOC-like Capability (2000/2005) 

[[Airport surface operations include coordination with ATC regarding
pushback and departure
times]{.mark}](../aatt_00.doc#AATT00_3_570)[\[[3_570](../OPSCON_L.XLS#_3_570)\].
[Pushback clearances include specific aircraft location and type as well
as sequencing number for more efficient taxi planning, thus reducing
taxi times and departure
delays](../aatt_00.doc#AATT00_3_575)]{.mark}[\[[3_575](../OPSCON_L.XLS#_3_575)\].]{.mark}

[[In addition to those capabilities available by 2000, all routine ATC
communications are performed using data link, including departure
clearance]{.mark}](../aatt_00.doc#AATT00_3_580)[\[[3_580](../OPSCON_L.XLS#_3_580)\].]{.mark}
However, [[the clearance now contains enhanced flight plan information
including pilot requested ascent and descent profiles, as well as cruise
speed and
altitude]{.mark}](../aatt_00.doc#AATT00_3_585)[\[[3_585](../OPSCON_L.XLS#_3_585)\].]{.mark}

[[Ramp service providers, where
used,](../aatt_00.doc#AATT00_3_590)]{.mark} are able to [[sequence and
meter aircraft movement at gates and on ramp areas using situation
displays that interface with decision support systems and personnel in
the control
tower]{.mark}](../aatt_00.doc#AATT00_3_590)[\[[3_590](../OPSCON_L.XLS#_3_590)\].
[Safety is enhanced by](../aatt_00.doc#AATT00_3_595)]{.mark} these
[[situation displays, which include airborne and surface traffic as well
as information from the local information system. This information aids
in preparing for gate operations and in sequencing gate arrivals and
departures in concert with the ground taxi planning
system]{.mark}](../aatt_00.doc#AATT00_3_595)[\[[3_595](../OPSCON_L.XLS#_3_595)\].]{.mark}

# 3.2.1.3 GA Users (2000/2005) 

In addition to the capabilities available by 2000, [[the GA population
will begin to see data link messages specifically designed for GA users,
but available to all users. In addition to data linked ATIS, clearance
delivery, and taxi instructions, basic meteorological information, such
as current and forecast weather and pilot reports (PIREPs), are
available in the cockpit, along with current weather
maps]{.mark}](../aatt_00.doc#AATT00_3_600)[\[[3_600](../OPSCON_L.XLS#_3_600)\].]{.mark}

# 3.2.1.4 Number range Level3DoD Users (2000/2005) 

[[In 2005, all DoD NAS users receive ATIS almost entirely by synthetic
voice or data
link]{.mark}](../aatt_00.doc#AATT00_3_605)[\[[3_605](../OPSCON_L.XLS#_3_605)\].
[Taxi clearances and instructions are delivered via data link
systems](../aatt_00.doc#AATT00_3_610)]{.mark}[\[[3_610](../OPSCON_L.XLS#_3_610)\].
[Tower and ground service providers at some major air bases operate a
tower decision support system that facilitates air base operations. It
contains information about environmental and operating conditions at the
air base and enables exchange of information and requests between the
tower, base operations, the command post and ground service providers.
The use of decision support systems to coordinate local operations with
other air base operations improves the efficiency of air base surface
movements](../aatt_00.doc#AATT00_3_615)]{.mark}[\[[3_615](../OPSCON_L.XLS#_3_615)\].]{.mark}

# 3.2.2 Number range Level3Number range Level2Surface Movement Operational Concept (2005/Mature State) 

By the mature state, improvements at airports across the NAS will
provide safety and capacity enhancements to all users. [[Those users
equipped with data link and CDTI will realize safety and efficiency
benefits at more airports, particularly in low visibility
conditions]{.mark}](../aatt_00.doc#AATT00_3_620)[\[[3_620](../OPSCON_L.XLS#_3_620)\].]{.mark}

# 3.2.2.1 Operations and Services (2005/Mature State) 

Building upon the foundation established by 2005, [[surface operations
and capabilities will be expanded to more airports in the mature
state]{.mark}](../aatt_00.doc#AATT00_3_625)[\[[3_625](../OPSCON_L.XLS#_3_625)\].]{.mark}
[[In addition to receipt of the ATIS-type message data linked to the
pilot, real time updates of ATIS message components will be data linked
to the
pilot]{.mark}](../aatt_00.doc#AATT00_3_630)[\[[3_630](../OPSCON_L.XLS#_3_630)\].
[Message components include RVR, braking action and surface condition
reports, current precipitation, runway availability, and wake turbulence
and wind shear
advisories](../aatt_00.doc#AATT00_3_635)]{.mark}[\[[3_635](../OPSCON_L.XLS#_3_635)\].]{.mark}

[[Weather displays will be available for both user and service provider,
with automatic, simultaneous broadcast of hazardous weather alerts to
each]{.mark}](../aatt_00.doc#AATT00_3_640)[\[[3_640](../OPSCON_L.XLS#_3_640)\].]{.mark}

[[With the implementation of local augmentation corrections,
satellite-based position information will be very
accurate]{.mark}](../aatt_00.doc#AATT00_3_645)[\[[3_645](../OPSCON_L.XLS#_3_645)\].
[With accurate position information (e.g., taxi routes), a cockpit
moving map with aircraft positions, and real-time data link information,
airport operations can occur at near normal visual rates in near zero
visibility
conditions](../aatt_00.doc#AATT00_3_650)]{.mark}[\[[3_650](../OPSCON_L.XLS#_3_650)\].]{.mark}

[[Aircraft using ADS-B on the airport surface will be subject to
conflict detection checking by tower automation. Tower automation
detects conflicts between aircraft as well as between aircraft and
vehicles]{.mark}](../aatt_00.doc#AATT00_3_655)[\[[3_655](../OPSCON_L.XLS#_3_655)\].
[Tower automation also performs conformance monitoring of the aircraft's
taxi route to ensure that aircraft do not enter active runways without
clearance](../aatt_00.doc#AATT00_3_660)]{.mark}[\[[3_660](../OPSCON_L.XLS#_3_660)\].]{.mark}

# 3.2.2.2 Number range Level3Users With AOC or AOC-like Capability (2005/Mature State) 

[[The mature state for airline airport surface movement potentially
includes the capability for very low visibility or "blind taxi." These
properly-equipped aircraft with specially trained flight crews will be
authorized to taxi and provide their own separation assurance solely
based on electronic means (e.g., enhanced vision moving map, CDTI,
conflict detection
logic]{.mark}](../aatt_00.doc#AATT00_3_665)[\[[3_665](../OPSCON_L.XLS#_3_665)\]).]{.mark}

# 3.2.2.3 Number range Level3GA Users (2005/Mature State) 

All capabilities envisioned for this class of user have been stated in
Section 3.3.

# 3.2.2.4 Number range Level3DoD Users (2005/Mature State) 

No significant unique capabilities beyond those mentioned through 2005
are envisioned for the DoD in this timeframe.

# 3.3 Terminal-Area Operations (Arrival/Departure) 

In the future, [[decision support systems assist the service provider to
assign runways and merge/sequence traffic, based on accurate traffic
projections and user
preferences]{.mark}](../aatt_00.doc#AATT00_4_210)[\[[4_210](../OPSCON_L.XLS#_4_210)\].]{.mark}
These systems eliminate today's need for comparatively rigid routing and
airspace constraints that limit user flexibility. [[Tools such as FMS,
data link, and satellite navigation allow the route flexibility by
reducing voice communications and increasing navigational
precision]{.mark}](../aatt_00.doc#AATT00_4_215)[\[[4_215](../OPSCON_L.XLS#_4_215)\].
[Satellite-based position data, broadcast by properly equipped aircraft,
are used in cockpit traffic displays to increase the pilots' situation
awareness for aircraft-to-aircraft separation. These avionics allow an
increasingly frequent transfer of responsibility for separation
assurance to the flight deck for some types of
operations](../aatt_00.doc#AATT00_4_220)]{.mark}[\[[4_220](../OPSCON_L.XLS#_4_220)\].]{.mark}

[[Pre-defined data link messages, such as altitude clearances and
frequency changes, are uplinked to an increasing number of equipped
aircraft]{.mark}](../aatt_00.doc#AATT00_4_225)[\[[4_225](../OPSCON_L.XLS#_4_225)\].
[Voice communications between service providers and pilots
are](../aatt_00.doc#AATT00_4_230)]{.mark} thereby
[]{.mark}[[reduced]{.mark}](../aatt_00.doc#AATT00_4_230)[\[[4_230](../OPSCON_L.XLS#_4_230)\],]{.mark}
giving the service provider additional time for planning functions that
help accommodate increased traffic demand. Service providers are further
assisted by [[enhanced ground-to-ground communications systems (both
digital and voice) that allow seamless coordination within and between
facilities]{.mark}](../aatt_00.doc#AATT00_4_235)[\[[4_235](../OPSCON_L.XLS#_4_235)\].]{.mark}
As a result, [[coordination between tower, departure/arrival, and en
route service providers is virtually indistinguishable from
intra-facility
coordination]{.mark}](../aatt_00.doc#AATT00_4_240)[\[[4_240](../OPSCON_L.XLS#_4_240)\].]{.mark}
Finally, [[disruption in departure and arrival traffic is minimized by
improved weather data and displays. Available to both service providers
and users, these data and displays enhance safety and efficiency by
disclosing weather severity and
location]{.mark}](../aatt_00.doc#AATT00_4_245)[\[[4_245](../OPSCON_L.XLS#_4_245)\].]{.mark}

Thus, future departure and arrival operations will be characterized by
the following:

-   [[Decision support systems will increase the efficient use of
    airport assets by providing assistance in planning taxi sequences
    and spacing, and in the assignment of aircraft to
    runways]{.mark}](../aatt_00.doc#AATT00_4_250)[\[[4_250](../OPSCON_L.XLS#_4_250)\].]{.mark}

-   [[Departure and arrival route structures will be expanded, within
    environmental constraints, to allow increased usage of area
    navigation (RNAV), satellite navigation, and routes flown
    automatically by the onboard Flight Management System
    (FMS]{.mark}](../aatt_00.doc#AATT00_4_255)[\[[4_255](../OPSCON_L.XLS#_4_255)\]).]{.mark}

-   [[Improved procedures will eliminate the need for many speed and
    altitude restrictions, including the 250 knot speed restriction
    below 10,000
    feet]{.mark}](../aatt_00.doc#AATT00_4_260)[\[[4_260](../OPSCON_L.XLS#_4_260)\]]{.mark}

-   [[Automatic exchange of information between flight deck and
    ground-based decision support systems will improve the accuracy and
    coordination of arrival trajectories. This exchange includes the
    flight deck's wind and weather information, which is shared with the
    service provider and other flight
    decks]{.mark}](../aatt_00.doc#AATT00_4_265)[\[[4_265](../OPSCON_L.XLS#_4_265)\].]{.mark}

-   [[Increasingly accurate weather displays will be available to
    service providers. In addition, automatic broadcast of hazardous
    weather alerts for wind sheer, microbursts, gust fronts, will be
    delivered simultaneously to the flight deck and service
    provider]{.mark}](../aatt_00.doc#AATT00_4_270)[\[[4_270](../OPSCON_L.XLS#_4_270)\].]{.mark}

-   [[Shared access to the NAS-wide information system will allow an
    automated exchange of gate and runway preference data between the
    flight deck, the airline operations center, and the flight
    object]{.mark}](../aatt_00.doc#AATT00_4_275)[\[[4_275](../OPSCON_L.XLS#_4_275)\].]{.mark}

-   [[Status information concerning the NAS infrastructure components
    that support arrival and departure operations is shared with the
    flight
    deck]{.mark}](../aatt_00.doc#AATT00_4_280)[\[[4_280](../OPSCON_L.XLS#_4_280)\].]{.mark}

The future terminal area roles and responsibilities for service provider
and user; and, future collaborative activities include, but are not
limited to:

# Future Service Provider Roles and Responsibilities 

-   [[Approve or deny proposed flight plan changes, except those needed
    for cockpit self-separation when that responsibility has been
    transferred to the flight
    deck]{.mark}](../aatt_00.doc#AATT00_4_285)[\[[4_285](../OPSCON_L.XLS#_4_285)\].]{.mark}
    (Implied)

-   [[Consider user preferences when it is necessary to assign routes
    and control aircraft. User preferences may be received from the AOC
    or the flight
    deck]{.mark}](../aatt_00.doc#AATT00_4_290)[\[[4_290](../OPSCON_L.XLS#_4_290)\].]{.mark}

-   [[Assign arrival
    runways]{.mark}](../aatt_00.doc#AATT00_4_295)[\[[4_295](../OPSCON_L.XLS#_4_295)\].]{.mark}

-   In high-density terminal-areas, [[provide for multiple arrival and
    departure routes based on area
    navigation]{.mark}](../aatt_00.doc#AATT00_4_300)[\[[4_300](../OPSCON_L.XLS#_4_300)\].
    [Provide, via data link, information regarding routes in use to
    pilots in properly-equipped
    aircraft](../aatt_00.doc#AATT00_4_305)]{.mark}[\[[4_305](../OPSCON_L.XLS#_4_305)\].]{.mark}

-   [[When appropriate in low-density areas, clear properly-equipped
    aircraft for free
    maneuvering]{.mark}](../aatt_00.doc#AATT00_4_310)[\[[4_310](../OPSCON_L.XLS#_4_310)\].]{.mark}

-   [[When appropriate, clear properly-equipped aircraft to
    self-separate and maintain sequence
    ("station-keeping]{.mark}](../aatt_00.doc#AATT00_4_315)[\[[4_315](../OPSCON_L.XLS#_4_315)\]").]{.mark}

-   [[Provide supporting augmentation at some airports to enable
    precision approaches using satellite-based
    navigation]{.mark}](../aatt_00.doc#AATT00_4_320)[\[[4_320](../OPSCON_L.XLS#_4_320)\].]{.mark}

-   Plan [[arrival flows and departure queues around projected times for
    runway configuration changes.](../aatt_00.doc#AATT00_4_325)]{.mark}
    Such changes are planned to [[cause the least traffic
    disruption]{.mark}](../aatt_00.doc#AATT00_4_325)[\[[4_325](../OPSCON_L.XLS#_4_325)\].]{.mark}

# Future User Roles and Responsibilities 

-   [[Adhere to flight plans and comply with clearances issued by the
    service
    provider]{.mark}](../aatt_00.doc#AATT00_4_330)[\[[4_330](../OPSCON_L.XLS#_4_330)\].]{.mark}

-   As an option, [[conduct approaches using all available navigation
    systems]{.mark}](../aatt_00.doc#AATT00_4_335)[\[[4_335](../OPSCON_L.XLS#_4_335)\].]{.mark}

-   As an option, [[use data link for routine contact with the AOC to
    provide position, flight plan information, fuel and engine trend
    reports, and accurate arrival/departure
    times]{.mark}](../aatt_00.doc#AATT00_4_340)[\[[4_340](../OPSCON_L.XLS#_4_340)\].]{.mark}

-   As an option, [[use data link for primary contact with air traffic
    control for routine messages such as frequency and altitude
    changes]{.mark}](../aatt_00.doc#AATT00_4_345)[\[[4_345](../OPSCON_L.XLS#_4_345)\].]{.mark}

-   [[Perform free maneuvering in low-density areas when
    allowed]{.mark}](../aatt_00.doc#AATT00_4_350)[\[[4_350](../OPSCON_L.XLS#_4_350)\]]{.mark}

# Future Collaboration Activities 

[[Use collision avoidance and escape guidance logic, real-time wake
turbulence prediction, and flight deck situation awareness to perform
simultaneous approaches to closely spaced runways in Instrument
Meteorological Conditions
(IMC]{.mark}](../aatt_00.doc#AATT00_4_355)[\[[4_355](../OPSCON_L.XLS#_4_355)\]).]{.mark}

# 3.3.1 Number range Level3Number range Level2Terminal-Area Operational Concept (2000/2005) 

[[Building on improved area navigation capabilities and the growing
number and increasing quality of cockpit displays, more users will have
the capability to display weather and surrounding traffic in the
cockpit]{.mark}](../aatt_00.doc#AATT00_4_360)[\[[4_360](../OPSCON_L.XLS#_4_360)\].]{.mark}
In addition, [[with the inclusion of ground-based augmentation stations,
it will be possible to provide precision instrument approaches at
practically any airport runway or
vertiport]{.mark}](../aatt_00.doc#AATT00_4_365)[\[[4_365](../OPSCON_L.XLS#_4_365)\].]{.mark}
Also, [[a common data link will be available that provides current
weather information and hazardous weather alerts, in addition to the
more routine message
traffic]{.mark}](../aatt_00.doc#AATT00_4_370)[\[[4_370](../OPSCON_L.XLS#_4_370)\].
[With the improved accuracy and display of the weather information on
the service provider's display, a common understanding of significant
weather will be shared by user and
provider](../aatt_00.doc#AATT00_4_375)]{.mark}[\[[4_375](../OPSCON_L.XLS#_4_375)\],]{.mark}
thereby enhancing safety and supporting collaborative decision making.

[[With the introduction of a global standard for satellite-based
navigation and surveillance, aircraft position is broadcast to ATC and
other users to provide a common traffic picture to pilots and ATC
service
providers]{.mark}](../aatt_00.doc#AATT00_4_380)[\[[4_380](../OPSCON_L.XLS#_4_380)\].
[Such a concept must account for any potential navigational failure in
order to maintain a robust operational
system](../aatt_00.doc#AATT00_4_385)]{.mark}[\[[4_385](../OPSCON_L.XLS#_4_385)\].
[In addition, provisions must be made to ensure that equipped aircraft
have a complete picture of all surrounding traffic in the terminal area,
including unequipped aircraft or aircraft with an equipment
failure](../aatt_00.doc#AATT00_4_390)]{.mark}[\[[4_390](../OPSCON_L.XLS#_4_390)\].
[With the capability for the flight crew to see the surrounding
aircraft, modifications to service provider Air Traffic Management (ATM)
procedures, and the improvements in turbulence and wake vortex
avoidance, reduced or time-based separation standards can be implemented
and more direct routes through the terminal airspace will be
available](../aatt_00.doc#AATT00_4_395)]{.mark}[\[[4_395](../OPSCON_L.XLS#_4_395)\].]{.mark}
This could help improve the traffic flows in the terminal area as a
result of the streamlining of the aircraft command and control
functions, particularly in non-radar airspace.

[[There is an increase in the number of instrument precision approaches
based on satellite navigation. Such approaches can now be conducted at
potentially any airport with the appropriate supporting
augmentation]{.mark}](../aatt_00.doc#AATT00_4_400)[\[[4_400](../OPSCON_L.XLS#_4_400)\].
[Data link and cockpit displays are developed to the point that pilots
of properly equipped aircraft can monitor all the surrounding traffic,
current meteorological data and automated hazardous weather
alerts](../aatt_00.doc#AATT00_4_405)]{.mark}[\[[4_405](../OPSCON_L.XLS#_4_405)\].]{.mark}

[[Pre-defined data link messages, such as altitude clearances and
frequency changes, are uplinked to an increasing number of properly
equipped
aircraft]{.mark}](../aatt_00.doc#AATT00_4_410)[\[[4_410](../OPSCON_L.XLS#_4_410)\].
[Voice communications between service providers and pilots are thereby
rediced](../aatt_00.doc#AATT00_4_415)]{.mark}
[\[[4_415](../OPSCON_L.XLS#_4_415)\]]{.mark} in number, giving the
service provider additional time for planning functions that help
accommodate increased traffic demand. [[Automation tools assist the
service provider in assigning runways and merging and sequencing
aircraft according to user
preferences]{.mark}](../aatt_00.doc#AATT00_4_420)[\[[4_420](../OPSCON_L.XLS#_4_420)\].]{.mark}

[[The status of active and proposed flights as well as the status of the
NAS infrastructure are available to NAS
users]{.mark}](../aatt_00.doc#AATT00_4_425)[\[[4_425](../OPSCON_L.XLS#_4_425)\].
[Service providers also remain informed on distant weather conditions in
order to anticipate changes to the daily traffic flow, and requests from
other facilities. This is especially important when working with tower
service providers to manage runway configuration
changes](../aatt_00.doc#AATT00_4_430)]{.mark}[\[[4_430](../OPSCON_L.XLS#_4_430)\].]{.mark}
[[Arrival flows and departure queues are planned around projected times
for runway configuration changes that cause the least traffic
disruption]{.mark}](../aatt_00.doc#AATT00_4_435)[\[[4_435](../OPSCON_L.XLS#_4_435)\].
[When traffic management initiatives are required, service providers
collaborate with users to resolve congestion problems through adjustment
of user
schedules](../aatt_00.doc#AATT00_4_440)]{.mark}[\[[4_440](../OPSCON_L.XLS#_4_440)\].]{.mark}
If these adjustments do not adequately resolve the problem[[, the
service providers work with the national traffic management function to
solicit user input concerning flow
constraints]{.mark}](../aatt_00.doc#AATT00_4_445)[\[[4_445](../OPSCON_L.XLS#_4_445)\],]{.mark}
which are shared among NAS users and service providers. This facilitates
[[more effective collaborative decision making, with the AOCs
collaborating with ATM in deciding TFM initiatives which are then data
linked to the pilots and service
providers]{.mark}](../aatt_00.doc#AATT00_4_450)[\[[4_450](../OPSCON_L.XLS#_4_450)\].]{.mark}

[[A year 2005 goal will be to allow turbojet and turboprop aircraft to
plan and execute an optimal descent profile to land in a sequence that
maximizes airport
capacity]{.mark}](../aatt_00.doc#AATT00_4_455)[\[[4_455](../OPSCON_L.XLS#_4_455)\].]{.mark}

# 3.3.1.1 Operations and Services (2000/2005) 

[[The activities associated with the departure and arrival phases of
flight include separation assurance, traffic management,
navigation/landing services, and airspace
management]{.mark}](../aatt_00.doc#AATT00_4_460)[\[[4_460](../OPSCON_L.XLS#_4_460)\].]{.mark}

**Separation Assurance**: By 2005 [[decision support systems help
service providers to maintain situation awareness, identify and resolve
conflicts, and sequence and space arrival
traffic]{.mark}](../aatt_00.doc#AATT00_4_465)[\[[4_465](../OPSCON_L.XLS#_4_465)\].]{.mark}
As a result, [[separation assurance has undergone changes in the
following areas: aircraft-to-aircraft separation, aircraft-to-airspace
and aircraft-to-terrain/obstruction separation, and departure and
arrival planning
services]{.mark}](../aatt_00.doc#AATT00_4_470)[\[[4_470](../OPSCON_L.XLS#_4_470)\].]{.mark}

[[Aircraft-to-aircraft separation remains the responsibility of service
providers,](../aatt_00.doc#AATT00_4_475)]{.mark} and, [[in most traffic
situations, it remains solely their
responsibility]{.mark}](../aatt_00.doc#AATT00_4_475)[\[[4_475](../OPSCON_L.XLS#_4_475)\].]{.mark}
However, today's practice of [[visual separation by pilots in terminal
areas is expanded by 2005 to allow all-weather pilot separation when
deemed appropriate by the service
provider]{.mark}](../aatt_00.doc#AATT00_4_480)[\[[4_480](../OPSCON_L.XLS#_4_480)\].
[The increased use of this distributed responsibility is made feasible
through improved traffic displays on the flight deck, combined with
appropriate rules, procedures, and training to support the new roles and
responsibilities of the users and service
providers](../aatt_00.doc#AATT00_4_485)]{.mark}[\[[4_485](../OPSCON_L.XLS#_4_485)\].]{.mark}
[[To assure aircraft separation, service providers use improved tools
and
displays]{.mark}](../aatt_00.doc#AATT00_4_490)[\[[4_490](../OPSCON_L.XLS#_4_490)\].]{.mark}
Today's [[situation displays and conflict alert functions have evolved
to provide more information, based on expanded data acquisition and
processing capabilities and improved trajectory modeling and
analysis]{.mark}](../aatt_00.doc#AATT00_4_495)[\[[4_495](../OPSCON_L.XLS#_4_495)\].
[Data acquisition from the flight deck, airline operations center,
service provider, and interfacing NAS
systems](../aatt_00.doc#AATT00_4_500)]{.mark} is improved. [[These
inputs provide more information concerning traffic status and
predictions, status of individual flights, pilot intent, user
preferences, and traffic plans generated by upstream and downstream
automation
systems]{.mark}](../aatt_00.doc#AATT00_4_500)[\[[4_500](../OPSCON_L.XLS#_4_500)\].]{.mark}
[[The distribution of this information by improved displays assists the
service provider in maintaining situation awareness and in traffic
planning]{.mark}](../aatt_00.doc#AATT00_4_505)[\[[4_505](../OPSCON_L.XLS#_4_505)\].
[With these data, improved trajectory models and analyses benefit the
service provider through highly accurate conflict detection functions
and reliable conflict resolutions](../aatt_00.doc#AATT00_4_510)]{.mark}
that maximize safety while minimizing traffic disruption. [[These
conflict detection and resolution functions consider arrival and
departure traffic throughout terminal airspace, separation at the
intersection of converging runways, separation between parallel runways,
and separation from ground vehicular traffic on the
runways]{.mark}](../aatt_00.doc#AATT00_4_510)[\[[4_510](../OPSCON_L.XLS#_4_510)\].]{.mark}

[[Aircraft-to-airspace and aircraft-to-terrain separation will remain
the service provider's
responsibility]{.mark}](../aatt_00.doc#AATT00_4_515)[\[[4_515](../OPSCON_L.XLS#_4_515)\]]{.mark}
through 2005. In this regard, [[the service provider maintains
separation between controlled aircraft and active SUAs, and between
controlled aircraft and
terrain/obstructions]{.mark}](../aatt_00.doc#AATT00_4_520)[\[[4_520](../OPSCON_L.XLS#_4_520)\].
[An automated safe-altitude warning function enables the service
provider to keep aircraft safely above terrain and
obstructions](../aatt_00.doc#AATT00_4_525)]{.mark}[\[[4_525](../OPSCON_L.XLS#_4_525)\].
[For airspace separation, accurate information on SUA status and planned
usage is disseminated automatically to the service provider through the
NAS-wide information
system](../aatt_00.doc#AATT00_4_530)]{.mark}[\[[4_530](../OPSCON_L.XLS#_4_530)\].]{.mark}
This eliminates the numerous coordination calls currently required
between facilities, and improves the timeliness and accuracy of the
information to the service provider and the user. In addition to
airspace and terrain/obstruction avoidance, [[the service provider has
improved tools to assist pilots in avoiding hazardous
weather]{.mark}](../aatt_00.doc#AATT00_4_535)[\[[4_535](../OPSCON_L.XLS#_4_535)\].]{.mark}
[[Enhanced weather data and weather alerts are output on service
provider displays, and simultaneously uplinked for display on the flight
deck.]{.mark}](../aatt_00.doc#AATT00_4_540) []{.mark}These displays
[[improve the service provider's ability to coordinate with the flight
deck and with other service providers to ensure the avoidance of
hazardous
weather]{.mark}](../aatt_00.doc#AATT00_4_540)[\[[4_540](../OPSCON_L.XLS#_4_540)\].]{.mark}

[[Departure and arrival planning services involve the sequencing and
spacing of arrivals, and the integration of departures into the airborne
traffic
environment]{.mark}](../aatt_00.doc#AATT00_4_545)[\[[4_545](../OPSCON_L.XLS#_4_545)\].]{.mark}
[[Improved departure flows are achieved through tools that provide more
efficient airport surface operations, improved real time assessment of
traffic activity in departure and en route airspace, and expanded usage
of flexible routes based on RNAV, satellite navigation, and
FMS]{.mark}](../aatt_00.doc#AATT00_4_550)[\[[4_550](../OPSCON_L.XLS#_4_550)\].
[Arrival operations also benefit from these
tools](../aatt_00.doc#AATT00_4_555)]{.mark}[\[[4_555](../OPSCON_L.XLS#_4_555)\],]{.mark}
however [[the service provider's primary task in this phase is to plan
and achieve optimum spacing and sequencing of the arrival
flow]{.mark}](../aatt_00.doc#AATT00_4_560)[\[[4_560](../OPSCON_L.XLS#_4_560)\].]{.mark}
[[The runway assignment, which provides the basis for this activity, is
made early in the arrival phase of
flight]{.mark}](../aatt_00.doc#AATT00_4_565)[\[[4_565](../OPSCON_L.XLS#_4_565)\].]{.mark}
[[The user's runway assignment preference is available through the
flight object within the NAS information system, and is used in
conjunction with departure and arrival decision support
systems]{.mark}](../aatt_00.doc#AATT00_4_570), such as Traffic
Management Advisor (TMA) and Final Approach Spacing Tool (FAST), [[and
the integrated surface management tool to coordinate an optimal
assignment]{.mark}](../aatt_00.doc#AATT00_4_570)[\[[4_570](../OPSCON_L.XLS#_4_570)\].
[In the final portion of the arrival phase, decision support systems
facilitate the use of time-based metering to maximize airspace and
airport
capacity](../aatt_00.doc#AATT00_4_575)]{.mark}[\[[4_575](../OPSCON_L.XLS#_4_575)\].
[Other tools generate advisories to the service provider that aid in
maneuvering flights onto the final approach in accordance with the
planned traffic
sequence](../aatt_00.doc#AATT00_4_580)]{.mark}[\[[4_580](../OPSCON_L.XLS#_4_580)\].]{.mark}
[[On final approach, the service provider may give the pilot
responsibility for station keeping to maintain the required sequence and
spacing to the
runway]{.mark}](../aatt_00.doc#AATT00_4_585)[\[[4_585](../OPSCON_L.XLS#_4_585)\].]{.mark}

**Traffic Management Services**: [[The traffic flow service provider
receives increased assistance from decision support systems for managing
arrivals and
departures]{.mark}](../aatt_00.doc#AATT00_4_590)[\[[4_590](../OPSCON_L.XLS#_4_590)\].]{.mark}
Today, these service providers make the plans that will guide arrival
and departure activities. But with the increased use of decision support
tools by 2005, [[these service providers focus on establishing the
parameters to be used by the support tools, and the tools develop the
plan]{.mark}](../aatt_00.doc#AATT00_4_595)[\[[4_595](../OPSCON_L.XLS#_4_595)\].]{.mark}
In this process, [[service providers utilize the decision support
systems to monitor traffic flows, NAS performance, and
weather]{.mark}](../aatt_00.doc#AATT00_4_600)[\[[4_600](../OPSCON_L.XLS#_4_600)\].
[They](../aatt_00.doc#AATT00_4_605)]{.mark} will [[also use these tools
to report on departure/arrival resources, and to identify airspace and
airport congestion
problems]{.mark}](../aatt_00.doc#AATT00_4_605)[\[[4_605](../OPSCON_L.XLS#_4_605)\].]{.mark}
This is facilitated by the [[commonality of information used by tower,
arrival/departure, and en route service providers, who have access to
identical tools and information regardless of
facility]{.mark}](../aatt_00.doc#AATT00_4_610)[\[[4_610](../OPSCON_L.XLS#_4_610)\].]{.mark}

[[Improved weather tools and displays are used to assess the effect of
weather on departure and arrival airspace
capacity]{.mark}](../aatt_00.doc#AATT00_4_615)[\[[4_615](../OPSCON_L.XLS#_4_615)\].]{.mark}
[[Through the NAS-wide information system, service providers also remain
informed on distant weather conditions in order to anticipate changes to
the daily traffic flow, and requests from other
facilities]{.mark}](../aatt_00.doc#AATT00_4_620)[\[[4_620](../OPSCON_L.XLS#_4_620)\].
[Data from the NAS-wide information system allows service providers to
monitor infrastructure status, staffing, and other conditions in order
to anticipate traffic demand and workload, both at their own facility
and at
others](../aatt_00.doc#AATT00_4_625)]{.mark}[\[[4_625](../OPSCON_L.XLS#_4_625)\].]{.mark}
This is especially important when working with tower service providers
to manage runway configuration changes. [[Arrival flows and departure
queues are planned around projected times for configuration changes that
cause the least traffic
disruption]{.mark}](../aatt_00.doc#AATT00_4_630)[\[[4_630](../OPSCON_L.XLS#_4_630)\].]{.mark}
[[The arrival and departure service providers also update the NAS system
information about the capacity of airport and surrounding airspace
resources and current status of the area's
SUAs]{.mark}](../aatt_00.doc#AATT00_4_635)[\[[4_635](../OPSCON_L.XLS#_4_635)\].]{.mark}

[[When traffic management initiatives are required, service providers
collaborate with users to resolve congestion problems through adjustment
of user
schedules]{.mark}](../aatt_00.doc#AATT00_4_640)[\[[4_640](../OPSCON_L.XLS#_4_640)\].]{.mark}
If these adjustments do not adequately resolve the problem, [[the
service providers work with the national traffic management function to
solicit user input concerning flow constraints, and these constraints
are entered into the NAS-wide information system as planned or current
operational
requirements]{.mark}](../aatt_00.doc#AATT00_4_645)[\[[4_645](../OPSCON_L.XLS#_4_645)\].]{.mark}

**Navigation/Landing Services**: By 2005 [[the current ground-based
navigation systems are in transition to satellite-based
systems]{.mark}](../aatt_00.doc#AATT00_4_650)[\[[4_650](../OPSCON_L.XLS#_4_650)\].
[Satellite navigation allows aircraft to fly more flexible
routes](../aatt_00.doc#AATT00_4_655)]{.mark}[\[[4_655](../OPSCON_L.XLS#_4_655)\],]{.mark}
resulting in savings to the user. [[Approach guidance, currently
provided by ground-based systems, is supplemented by satellite-based
approaches](../aatt_00.doc#AATT00_4_660)]{.mark}
[\[[4_660](../OPSCON_L.XLS#_4_660)\]]{.mark} by 2005. [[Augmentation
systems have the accuracy, availability, integrity, and continuity
necessary for precision approaches. Separation standards are set in
accordance with the accuracy of the positional
information]{.mark}](../aatt_00.doc#AATT00_4_665)[\[[4_665](../OPSCON_L.XLS#_4_665)\].]{.mark}
[[This transition results in precision approaches being available at
more airports, increasing all-weather access to an increasing number of
airports]{.mark}](../aatt_00.doc#AATT00_4_670)[\[[4_670](../OPSCON_L.XLS#_4_670)\].]{.mark}

**Airspace Management**: Service providers currently use predetermined
routes to manage departure flows. By 2005 [[more flexible departure
routes are possible, within environmental constraints, as more aircraft
are equipped with advanced navigation systems, and the service provider
has automated support to verify adherence to the selected
profile]{.mark}](../aatt_00.doc#AATT00_4_675)[\[[4_675](../OPSCON_L.XLS#_4_675)\].]{.mark}
These [[flexible paths comprise a large set of profiles from which the
user may choose, however, individually coordinated user-preferred
trajectories may also be used. Advance coordination of planned departure
routes during the pre-flight phase make more flexible routing
possible]{.mark}](../aatt_00.doc#AATT00_4_680)[\[[4_680](../OPSCON_L.XLS#_4_680)\].]{.mark}

# 3.3.1.2 Number range Level3Users With AOC or AOC-like Capability (2000/2005) 

[[Data link continues to be used for routine contact with AOC to provide
position, flight plan information, fuel and engine trend reports, and
accurate arrival/departure times (e.g., Out-Off-On-In data). It is also
used as a primary contact with air traffic control for routine messages
such as frequency and altitude
changes]{.mark}](../aatt_00.doc#AATT00_4_685)[\[[4_685](../OPSCON_L.XLS#_4_685)\].
[Real time weather information and maps are received in the cockpit.
Improved ground based and aircraft navigation systems and aids provide
additional precision approaches to more runways; these approaches allow
for optimum descent from cruise to the runway
threshold](../aatt_00.doc#AATT00_4_690)]{.mark}[\[[4_690](../OPSCON_L.XLS#_4_690)\].]{.mark}

[[Improved service provider automation and displays and the use of
cockpit situation displays enhance traffic situational awareness and
allow for enhanced approaches and
departures]{.mark}](../aatt_00.doc#AATT00_4_695)[\[[4_695](../OPSCON_L.XLS#_4_695)\].
[Dependent and independent approaches/departures in Instrument
Meteorological Conditions (IMC) may be performed at many airports
between properly-equipped aircraft and by a properly trained flight
crew](../aatt_00.doc#AATT00_4_700)]{.mark}[\[[4_700](../OPSCON_L.XLS#_4_700)\].]{.mark}
As a result, [[increased capacity and greatly reduced delays during IMC
are realized at airports with closely-spaced parallel
runways]{.mark}](../aatt_00.doc#AATT00_4_875)[\[[4_875](../OPSCON_L.XLS#_4_875)\].]{.mark}

[[The addition of enhanced collision avoidance logic based on
satellite-based navigation and surveillance information has improved
collision avoidance capabilities to provide protection to the ground,
including on closely spaced parallel
approaches]{.mark}](../aatt_00.doc#AATT00_4_705)[\[[4_705](../OPSCON_L.XLS#_4_705)\].]{.mark}
[[Specific parallel approach collision avoidance and escape guidance
logic has led to the implementation of paired (dependent) and
simultaneous (independent) approaches to closely spaced runways in
IMC]{.mark}](../aatt_00.doc#AATT00_4_710)[\[[4_710](../OPSCON_L.XLS#_4_710)\].
[This has also been enabled by the improvement of real-time wake
turbulence visualization in the
cockpit](../aatt_00.doc#AATT00_4_715)]{.mark}[\[[4_715](../OPSCON_L.XLS#_4_715)\].]{.mark}

# 3.3.1.3 Number range Level3GA Users (2000/2005) 

[[IFR and VFR transition routes are incorporated into the traffic flow
patterns in some terminal areas, which will reduce re-routing around the
terminal area. GA aircraft transitioning outside these corridors are
afforded the use of unused terminal airspace as traffic
allows]{.mark}](../aatt_00.doc#AATT00_4_720)[\[[4_720](../OPSCON_L.XLS#_4_720)\].]{.mark}

# 3.3.1.4 Number range Level3DoD Users (2000/2005) 

In addition to the capabilities previously mentioned for other users,
[[most major DoD aircraft however, are equipped with multi-mode
receivers (MMRs) capable of utilizing ILS and MLS as a backup to GPS for
precision
approaches]{.mark}](../aatt_00.doc#AATT00_4_725)[\[[4_725](../OPSCON_L.XLS#_4_725)\].]{.mark}
Additionally, [[secure data link capabilities are introduced for
tactical
control]{.mark}](../aatt_00.doc#AATT00_4_730)[\[[4_730](../OPSCON_L.XLS#_4_730)\].]{.mark}

# 3.3.2 Number range Level3Number range Level2Terminal-Area Operational Concept (2005/Mature State) 

# 3.3.2.1 Operations and Services (2005/Mature State) 

[[Data link will be available to handle routine pilot and service
provider
communications]{.mark}](../aatt_00.doc#AATT00_4_735)[\[[4_735](../OPSCON_L.XLS#_4_735)\].]{.mark}
However, [[there are some emergency communications which are
automatically sent to both pilot and the service provider to further
increase safety by eliminating the time necessary for a human to relay
the
message]{.mark}](../aatt_00.doc#AATT00_4_740)[\[[4_740](../OPSCON_L.XLS#_4_740)\].]{.mark}
Examples of such messages are wind shear alerts (generated either by
airborne or ground equipment), airborne collision resolution advisories,
and instructions to "go around" in a runway incursion scenario.

At this point, [[the equipage with ADS-B will be fundamentally complete
and all aircraft broadcast their position to ATC and other
users]{.mark}](../aatt_00.doc#AATT00_4_745)[\[[4_745](../OPSCON_L.XLS#_4_745)\].
[Using CDTI based on this capability, together with ATC decision support
systems and data link, new procedures will be developed that use area
navigation capabilities to reduce congestion over
waypoints](../aatt_00.doc#AATT00_4_750)]{.mark}
[\[[4_750](../OPSCON_L.XLS#_4_750)\],]{.mark} thus improving the utility
and safety of the system for all users.

To provide as much flexibility as possible in arriving and departing the
terminal area, [[the pilot will be able to select which route he wishes
to
follow]{.mark}](../aatt_00.doc#AATT00_4_755)[\[[4_755](../OPSCON_L.XLS#_4_755)\].
[In high-density terminal-areas, airspace design will allow for multiple
arrival and departure routes based on area navigation. Routes in use
will be sent via data link to pilots in properly-equipped aircraft. This
information will be exchanged with ATC and used in terminal-area
decision support systems to provide appropriate
sequencing](../aatt_00.doc#AATT00_4_760)]{.mark}[\[[4_760](../OPSCON_L.XLS#_4_760)\].]{.mark}
This flexibility, coupled with the on-board capabilities will allow
[[pilots]{.mark}](../aatt_00.doc#AATT00_4_765) to [[fly to meet required
times of
arrival]{.mark}](../aatt_00.doc#AATT00_4_765)[\[[4_765](../OPSCON_L.XLS#_4_765)\]]{.mark},
improving the use of airport assets.

# 3.3.2.2 Number range Level3Users With AOC or AOC-like Capability (2005/Mature State) 

[[Free maneuvering operations in low density areas is being
performed]{.mark}](../aatt_00.doc#AATT00_4_770)[\[[4_770](../OPSCON_L.XLS#_4_770)\].]{.mark}
[[High density areas still require the oversight from ATC for sequencing
and primary separation
assurance]{.mark}](../aatt_00.doc#AATT00_4_775)[\[[4_775](../OPSCON_L.XLS#_4_775)\];]{.mark}
however, even [[in the denser environments some cockpit self-separation
is assigned to the flight crew by ATC when operationally
advantageous]{.mark}](../aatt_00.doc#AATT00_4_780)[\[[4_780](../OPSCON_L.XLS#_4_780)\].]{.mark}

# 3.3.2.3 Number range Level3GA Users (2005/Mature State) 

[[IFR and VFR transition routes are incorporated into the traffic flow
patterns in all terminal
areas]{.mark}](../aatt_00.doc#AATT00_4_785)[\[[4_785](../OPSCON_L.XLS#_4_785)\],]{.mark}
which will reduce re-routing around the terminal area. [[GA aircraft
transitioning outside these corridors are afforded the use of unused
terminal airspace as traffic
allows]{.mark}](../aatt_00.doc#AATT00_4_790)[\[[4_790](../OPSCON_L.XLS#_4_790)\].]{.mark}

# 3.3.2.4 Number range Level3DoD Users (2005/Mature State) 

In the mature state, [[all DoD NAS users are equipped with augmented
satellite-based navigation aids, data link, ground proximity warning
systems (GPWS), cockpit display of traffic and weather information and
on-board collision
avoidance]{.mark}](../aatt_00.doc#AATT00_4_795)[\[[4_795](../OPSCON_L.XLS#_4_795)\].
[Weather and air traffic management information are secure encrypted, if
required, and sent via data link to DoD NAS
users](../aatt_00.doc#AATT00_4_800)]{.mark}[\[[4_800](../OPSCON_L.XLS#_4_800)\].]{.mark}

# Number range Level1Number range Level2Number range Level3Number range FigureNumber range Table3.4 En Route (Cruise) 

[[The goal for future en route operations is to allow turbojet and
turboprop aircraft to fly at a user selected altitude that optimizes the
cost function most important to the specific
flight]{.mark}](../aatt_00.doc#AATT00_5_195)[\[[5_195](../OPSCON_L.XLS#_5_195)\]]{.mark},
and to [[remain at that altitude until the point is reached from which
an optimum descent profile should
commence]{.mark}](../aatt_00.doc#AATT00_5_200)[\[[5_200](../OPSCON_L.XLS#_5_200)\].
[New displays are operational in all en route facilities and the service
provider has access to more accurate forecasts of potential
conflicts](../aatt_00.doc#AATT00_5_205)]{.mark}[\[[5_205](../OPSCON_L.XLS#_5_205)\].
[Decision support systems such as the conflict probe assist the provider
in developing safe and effective traffic
solutions](../aatt_00.doc#AATT00_5_210)]{.mark}[\[[5_210](../OPSCON_L.XLS#_5_210)\].
[With the potential for reduced vertical separation minima, the decision
support systems allow more aircraft to operate on routes according to
the most favorable winds, even while traffic demand increases with
additional available
altitudes](../aatt_00.doc#AATT00_5_215)]{.mark}[\[[5_215](../OPSCON_L.XLS#_5_215)\].]{.mark}

[[En route surveillance will be accomplished through a combination of
primary radar, beacon interrogation, and broadcasts of aircraft position
and
speed]{.mark}](../aatt_00.doc#AATT00_5_220)[\[[5_220](../OPSCON_L.XLS#_5_220)\].
[As more forms of position data become available, more traffic is under
some form of
surveillance](../aatt_00.doc#AATT00_5_225)]{.mark}[\[[5_225](../OPSCON_L.XLS#_5_225)\].
[An increasing number of aircraft are equipped with satellite based
navigation, digital communications, and the capability to automatically
transmit position data. Many of these aircraft have this capability
coupled to an
FMS](../aatt_00.doc#AATT00_5_230)]{.mark}[\[[5_230](../OPSCON_L.XLS#_5_230)\]]{.mark}.
[[Additional intent and aircraft performance data is provided to
decision support systems, thus improving the accuracy of trajectory
predictions. This information is combined and presented on the service
provider's
display]{.mark}](../aatt_00.doc#AATT00_5_235)[\[[5_235](../OPSCON_L.XLS#_5_235)\].
[Since there are different separation standards depending on the
flight's equipage and the quality of the positional data, service
provider displays indicate the quality of the resulting aircraft
positions and the appropriate equipage
information](../aatt_00.doc#AATT00_5_240)]{.mark}[\[[5_240](../OPSCON_L.XLS#_5_240)\].]{.mark}

As a result of these developments,
[[flights](../aatt_00.doc#AATT00_5_245)]{.mark} will [[be routinely
operated on user-preferred en route trajectories, with fewer aircraft
constrained to a fixed route structure. These trajectories are
accommodated earlier in the flight and continue closer to the
destination than is currently
allowed]{.mark}](../aatt_00.doc#AATT00_5_245)[\[[5_245](../OPSCON_L.XLS#_5_245)\].]{.mark}
[[As ground based navigation aids phase out with the continued
transition to satellite navigation, the current route structure is
replaced with a global grid of named
locations]{.mark}](../aatt_00.doc#AATT00_5_250)[\[[5_250](../OPSCON_L.XLS#_5_250)\].]{.mark}
These defined points are used for coordination purposes, including
transition points for flow initiatives, and as backup in the case of
either airborne or ground based automation failures. [[There are still
times when projected airspace demand is at or near capacity. In these
instances, after collaboration between the users and traffic management,
temporary routes and associated transition points are identified using
the global location
grid]{.mark}](../aatt_00.doc#AATT00_5_255)[\[[5_255](../OPSCON_L.XLS#_5_255)\].]{.mark}
[[The temporary route structure that prevails at a given time is
available to all service providers and users via the NAS information
system]{.mark}](../aatt_00.doc#AATT00_5_260)[\[[5_260](../OPSCON_L.XLS#_5_260)\].]{.mark}

As in previous portions of flight, [[complementary digital communication
systems enable datalinking of routine
communications]{.mark}](../aatt_00.doc#AATT00_5_265)[\[[5_265](../OPSCON_L.XLS#_5_265)\]]{.mark}
such as frequency changes or certain clearances. This [[automated
coordination reduces the amount of time pilots and service providers
spend on routine
taskes](../aatt_00.doc#AATT00_5_270)]{.mark}[\[[5_270](../OPSCON_L.XLS#_5_270)\],]{.mark}
allowing more time to address other issues such as user requests. [[The
pilot in en route airspace has better downstream weather data
information in digital form, both through automated means and through
request/reply
datalink]{.mark}](../aatt_00.doc#AATT00_5_275)[\[[5_275](../OPSCON_L.XLS#_5_275)\].]{.mark}
[[More aircraft provide real-time winds and temperatures aloft,
resulting in better weather information for forecasting and traffic
planning]{.mark}](../aatt_00.doc#AATT00_5_280)[\[[5_280](../OPSCON_L.XLS#_5_280)\].]{.mark}
[[Weather data are distributed to decision support systems for
processing and presentation to service providers, resulting in a more
accurate and common awareness of meteorological
conditions]{.mark}](../aatt_00.doc#AATT00_5_285)[\[[5_285](../OPSCON_L.XLS#_5_285)\].]{.mark}

Thus, in the future, [[en route airspace structures and boundary
restrictions will be unconstrained by communications and computer
systems, and aircraft will no longer be required to fly directly between
NAVAIDs along routes defined by the
FAA]{.mark}](../aatt_00.doc#AATT00_5_290)[\[[5_290](../OPSCON_L.XLS#_5_290)\].]{.mark}
As a result, en route operations will be characterized by the following:

-   [[Improved decision support tools for conflict detection,
    resolution, and flow management allow increased accommodation of
    user-preferred trajectories, schedules, and flight
    sequences]{.mark}](../aatt_00.doc#AATT00_5_295)[\[[5_295](../OPSCON_L.XLS#_5_295)\].]{.mark}

-   [[Optimum descent profiles with aircraft remaining at higher
    altitudes for longer periods during the arrival phase of
    flight]{.mark}](../aatt_00.doc#AATT00_5_300)[\[[5_300](../OPSCON_L.XLS#_5_300)\].]{.mark}

-   With the completion of the National Airspace Review, [[the airspace
    structure is adjusted to meet user needs. Tools and procedures are
    in place for frequent evaluations of the airspace structure and
    anticipated traffic flows are accommodated by adjustments to sector
    boundaries]{.mark}](../aatt_00.doc#AATT00_5_305)[\[[5_305](../OPSCON_L.XLS#_5_305)\].]{.mark}

-   [[Automated, seamless coordination and communications within and
    between facilities enables airspace structure flexibility and
    reduced boundary
    restrictions]{.mark}](../aatt_00.doc#AATT00_5_310)[\[[5_310](../OPSCON_L.XLS#_5_310)\].]{.mark}

-   [[Structured routes are the exception rather than the rule, and
    exist only when required to meet continuous high density, to provide
    for the avoidance of terrain and active SUAs, and to facilitate the
    transition between areas with differing separation
    standards]{.mark}](../aatt_00.doc#AATT00_5_315)[\[[5_315](../OPSCON_L.XLS#_5_315)\].]{.mark}

-   [[Demand and capacity imbalances are resolved, in collaboration with
    the users, via voluntary changes in trajectories or through the
    establishment of temporary routes and transition points in the
    affected
    area]{.mark}](../aatt_00.doc#AATT00_5_320)[\[[5_320](../OPSCON_L.XLS#_5_320)\].]{.mark}

-   [[Surveillance of all positively controlled aircraft is provided by
    a combination of primary and secondary radar multilateration,
    multisensor data fusion, and the broadcast of satellite-derived
    position information by individual
    flights]{.mark}](../aatt_00.doc#AATT00_5_325)[\[[5_325](../OPSCON_L.XLS#_5_325)\].]{.mark}

-   [[The NAS-wide information system is continually updated with
    changes in airspace and route structures, and with the positions and
    predicted time-based trajectories of the
    traffic]{.mark}](../aatt_00.doc#AATT00_5_330)[\[[5_330](../OPSCON_L.XLS#_5_330)\].]{.mark}

The future en route roles and responsibilities for service provider and
user and future collaborative activities include, but are not limited
to:

# Future Service Provider Roles and Responsibilities 

-   [[Approve or deny proposed flight plan changes, except those needed
    for cockpit self-separation when that responsibility has been
    transferred to the flight
    deck]{.mark}](../aatt_00.doc#AATT00_5_335)[\[[5_335](../OPSCON_L.XLS#_5_335)\].]{.mark}

-   [[Consider user preferences when it is necessary to assign routes
    and control aircraft. User preferences may be received from the AOC
    or the flight
    deck]{.mark}](../aatt_00.doc#AATT00_5_340)[\[[5_340](../OPSCON_L.XLS#_5_340)\].]{.mark}

-   [[When appropriate, use a "metering spacing technique" to provide
    the user the flexibility to efficiently manage a
    flight]{.mark}](../aatt_00.doc#AATT00_5_345)[\[[5_345](../OPSCON_L.XLS#_5_345)\].]{.mark}

-   [[Provide a static route structure when
    necessary]{.mark}](../aatt_00.doc#AATT00_5_350)

> [[- for places of continuous high
> density]{.mark}](../aatt_00.doc#AATT00_5_350)
>
> [[- to provide for avoidance of terrain and active
> SUAs]{.mark}](../aatt_00.doc#AATT00_5_350)
>
> [[- for transition between areas of differing separation
> standards]{.mark}](../aatt_00.doc#AATT00_5_350)[\[[5_350](../OPSCON_L.XLS#_5_350)\].]{.mark}

-   [[When appropriate in low-density areas, clear properly-equipped
    aircraft for free
    maneuvering]{.mark}](../aatt_00.doc#AATT00_5_355)[\[[5_355](../OPSCON_L.XLS#_5_355)\].]{.mark}

-   [[When operationally advantageous in high-density areas, clear
    properly-equipped aircraft for cockpit
    self-separation]{.mark}](../aatt_00.doc#AATT00_5_360)[\[[5_360](../OPSCON_L.XLS#_5_360)\].]{.mark}

-   [[As appropriate, perform dynamic resectorization to enable fewer
    communication frequency changes for en route
    aircraft]{.mark}](../aatt_00.doc#AATT00_5_365)[\[[5_365](../OPSCON_L.XLS#_5_365)\].]{.mark}

-   [[Provide automated hand-offs between U.S. and Mexican ATC systems,
    and between U.S. and Canadian ATC
    systems]{.mark}](../aatt_00.doc#AATT00_5_370)[\[[5_370](../OPSCON_L.XLS#_5_370)\].]{.mark}

-   [[Provide traffic advisories to uncontrolled
    aircraft]{.mark}](../aatt_00.doc#AATT00_5_375)[\[[5_375](../OPSCON_L.XLS#_5_375)\].]{.mark}

-   [[Frequently evaluate and adjust airspace structure in anticipation
    of expected traffic flows, or in response to weather and NAS
    infrastructure
    changes]{.mark}](../aatt_00.doc#AATT00_5_380)[\[[5_380](../OPSCON_L.XLS#_5_380)\].]{.mark}

-   [[In busy terminal areas, provide routes and procedures that allow
    direct VFR and IFR flights through Class B or C
    airspace]{.mark}](../aatt_00.doc#AATT00_5_385)[\[[5_385](../OPSCON_L.XLS#_5_385)\].]{.mark}

-   [[Implement procedural changes to enable low altitude direct
    routes]{.mark}](../aatt_00.doc#AATT00_5_390)[\[[5_390](../OPSCON_L.XLS#_5_390)\],]{.mark}
    greatly benefiting regional, business, general aviation and other
    users of airplanes and powered lift vehicles that need to operate in
    this regime.

# Future User Roles and Responsibilities 

-   [[Adhere to flight plans and comply with clearances issued by the
    service
    provider]{.mark}](../aatt_00.doc#AATT00_5_395)[\[[5_395](../OPSCON_L.XLS#_5_395)\].]{.mark}

-   [[Perform some spacing activities that were previously performed by
    the service provider. These activities will be performed for
    metering or merging purposes. (Flight
    Deck]{.mark}](../aatt_00.doc#AATT00_5_400)[\[[5_400](../OPSCON_L.XLS#_5_400)\])]{.mark}

-   [[Monitor the status of the NAS and relay status information to
    pilots.
    (AOC]{.mark}](../aatt_00.doc#AATT00_5_405)[\[[5_405](../OPSCON_L.XLS#_5_405)\])]{.mark}

-   [[Interactively probe proposed route
    changes]{.mark}](../aatt_00.doc#AATT00_5_410)[\[[5_410](../OPSCON_L.XLS#_5_410)\].]{.mark}

# Future Collaboration Activities 

-   [[Develop reduced or time-based separation standards, based on
    technology and aircraft capability, to increase system capacity and
    safety]{.mark}](../aatt_00.doc#AATT00_5_415)[\[[5_415](../OPSCON_L.XLS#_5_415)\].]{.mark}

-   Provide additional [[user intent and aircraft performance data to
    decision support systems, thus improving the accuracy of
    ground-based trajectory
    predictions]{.mark}](../aatt_00.doc#AATT00_5_420)[\[[5_420](../OPSCON_L.XLS#_5_420)\].]{.mark}

-   [[Develop modified routes
    collaboratively]{.mark}](../aatt_00.doc#AATT00_5_425)[\[[5_425](../OPSCON_L.XLS#_5_425)\].]{.mark}

# 3.4.1 Number range Level3Number range Level2En Route Operational Concept (2000/2005) 

[[The use of satellite-based navigation and surveillance data will not
only increase on-board capabilities ranging from cockpit traffic and
enhanced collision avoidance logic, but will also be used by
ground-system automation for enhanced conflict probe and
alerting]{.mark}](../aatt_00.doc#AATT00_5_430)[\[[5_430](../OPSCON_L.XLS#_5_430)\].
[Situational awareness is increased by monitoring all surrounding
traffic with cockpit display of traffic information. Many of these
aircraft will have a navigational capability coupled to an
FMS](../aatt_00.doc#AATT00_5_435)]{.mark}[\[[5_435](../OPSCON_L.XLS#_5_435)\].]{.mark}

[[Additional intent and aircraft performance data will be provided to
decision support systems, thus improving the accuracy of trajectory
predictions. This information will be combined and presented on the
service provider's
display]{.mark}](../aatt_00.doc#AATT00_5_440)[\[[5_440](../OPSCON_L.XLS#_5_440)\].]{.mark}
Since there will be different [[separation standards depending on the
flight's equipage and the quality of the positional data, service
provider displays indicate the quality of the resulting aircraft
positions and the appropriate equipage
information]{.mark}](../aatt_00.doc#AATT00_5_445)[\[[5_445](../OPSCON_L.XLS#_5_445)\].
[Reduced or time-based separation standards will be developed based on
technology and aircraft capability, further increasing system capacity
and
safety](../aatt_00.doc#AATT00_5_450)]{.mark}[\[[5_450](../OPSCON_L.XLS#_5_450)\].]{.mark}

[[The ground system automation will allow for a more flexible airspace
structure and reduced boundary restrictions. Static restrictions due to
fixed sector boundaries will be reduced or
eliminated]{.mark}](../aatt_00.doc#AATT00_5_455)[\[[5_455](../OPSCON_L.XLS#_5_455)\].
[The airspace structure will frequently evaluated and adjusted in
anticipation of expected traffic flows, or in response to weather and
NAS infrastructure
changes](../aatt_00.doc#AATT00_5_460)]{.mark}[\[[5_460](../OPSCON_L.XLS#_5_460)\].]{.mark}

Additionally, [[facility boundaries will be adjusted to accommodate
dynamic changes in traffic flow or
weather]{.mark}](../aatt_00.doc#AATT00_5_465)[\[[5_465](../OPSCON_L.XLS#_5_465)\].]{.mark}
[[Route structure is now an exception, not a
rule]{.mark}](../aatt_00.doc#AATT00_5_470)[\[[5_470](../OPSCON_L.XLS#_5_470)\].]{.mark}
Static route structures will still [[exist only when necessary as in
places of continuous high density, to provide for avoidance of terrain
and active SUAs, and for transition between areas with differing
separation
standards]{.mark}](../aatt_00.doc#AATT00_5_475)[\[[5_475](../OPSCON_L.XLS#_5_475)\].]{.mark}
Aircraft that are not equipped to take advantage of these enhanced
capabilities will continue to receive ATC services as they do today.

As experience is gained, [[routine communications will be increasingly
handled by data link for users so
equipped]{.mark}](../aatt_00.doc#AATT00_5_480)[\[[5_480](../OPSCON_L.XLS#_5_480)\].
[Most en route communication and reporting will be done via data link
which will lead to faster frequency changes and transfer of
communication as well as more reliable communications and faster
clearance
delivery](../aatt_00.doc#AATT00_5_485)]{.mark}[\[[5_485](../OPSCON_L.XLS#_5_485)\].
[Updated charts, current weather, SUA status, and other required data
will be up-linked (or data-loaded) to the cockpit allowing for better
strategic and tactical route and altitude planning. Data link will also
allow the aircraft crews and the service provider specialists to see the
same weather and
alerts](../aatt_00.doc#AATT00_5_490)]{.mark}[\[[5_490](../OPSCON_L.XLS#_5_490)\].
[In addition, basic flight information services are available via data
link to those aircraft that will be properly-equipped. This information
includes current and forecast weather, NOTAMs, and hazardous weather
warnings](../aatt_00.doc#AATT00_5_495)]{.mark}[\[[5_495](../OPSCON_L.XLS#_5_495)\].]{.mark}
Additionally, [[more aircraft provide real-time winds and temperatures
aloft, resulting in better weather information for forecasting and
traffic
planning]{.mark}](../aatt_00.doc#AATT00_5_500)[\[[5_500](../OPSCON_L.XLS#_5_500)\].
[Weather data will be distributed to decision support systems for
processing and presentation to service providers, resulting in a more
accurate and common awareness of meteorological
conditions](../aatt_00.doc#AATT00_5_505)]{.mark}[\[[5_505](../OPSCON_L.XLS#_5_505)\].]{.mark}

[[Cockpit technology improvements will allow more user-preferred
routings, SID to STAR or from
airport-to-airport]{.mark}](../aatt_00.doc#AATT00_5_510)[\[[5_510](../OPSCON_L.XLS#_5_510)\].]{.mark}
This increase will be underpinned by [[decision support systems to
assist in conflict detection and the development of conflict
resolutions]{.mark}](../aatt_00.doc#AATT00_5_515)[\[[5_515](../OPSCON_L.XLS#_5_515)\].]{.mark}
This use of decision support systems will reduce controller workload and
give the service provider more time for other tasks such as responding
to user requests. [[Improving the provider's ability to identify
conflicts will also reduce the number of occasions when there is
intervention, allowing the user to fly the trajectory proposed with
higher
frequency]{.mark}](../aatt_00.doc#AATT00_5_520)[\[[5_520](../OPSCON_L.XLS#_5_520)\].]{.mark}

[[The status of active and proposed flights and NAS infrastructure will
be available to NAS users and service
providers]{.mark}](../aatt_00.doc#AATT00_5_525)[\[[5_525](../OPSCON_L.XLS#_5_525)\].]{.mark}
[[This will facilitate more effective collaborative decision making,
allowing users to collaborate with ATM in deciding TFM
initiatives]{.mark}](../aatt_00.doc#AATT00_5_530)[\[[5_530](../OPSCON_L.XLS#_5_530)\].
[More accurate NAS information, together with improved automation
(ground and air) enable user-preferred routes that will be routinely
flown with a minimum of
rerouting](../aatt_00.doc#AATT00_5_535)]{.mark}[\[[5_535](../OPSCON_L.XLS#_5_535)\].]{.mark}
As traffic flow patterns improve, airborne holding will be reduced.

[[By 2005 ICAO flight data processing will be upgraded to include
automated hand-offs between the U.S. and Mexican, and the U.S. and
Canadian ATC
systems]{.mark}](../aatt_00.doc#AATT00_5_540)[\[[5_540](../OPSCON_L.XLS#_5_540)\].]{.mark}

# 3.4.1.1 Operations and Services (2000/2005) 

The [[services provided in the en route area include separation
assurance, traffic management and airspace
management]{.mark}](../aatt_00.doc#AATT00_5_545)[\[[5_545](../OPSCON_L.XLS#_5_545)\].]{.mark}
The major changes in navigation have been previously addressed.

**Separation Assurance**: [[As in the departure and arrival operations,
increased decision support allows significant improvement in en route
separation
assurance]{.mark}](../aatt_00.doc#AATT00_5_550)[\[[5_550](../OPSCON_L.XLS#_5_550)\].
[Changes will be seen in both aircraft-to-aircraft separation and in
aircraft-to-airspace
separation](../aatt_00.doc#AATT00_5_555)]{.mark}[\[[5_555](../OPSCON_L.XLS#_5_555)\].]{.mark}
In a related area, [[there will be improved coordination between the
service provider and the flight deck to aid the flight in weather
avoidance]{.mark}](../aatt_00.doc#AATT00_5_560)[\[[5_560](../OPSCON_L.XLS#_5_560)\].]{.mark}
By using the [[improved information available from common weather
sources, service providers will be more effective in controlling
aircraft in airspace that contains hazardous weather and in providing
weather advisories to
pilots]{.mark}](../aatt_00.doc#AATT00_5_565)[\[[5_565](../OPSCON_L.XLS#_5_565)\].]{.mark}

[[Service providers will continue to issue control instructions to
aircraft in order to maintain
separation]{.mark}](../aatt_00.doc#AATT00_5_570)[\[[5_570](../OPSCON_L.XLS#_5_570)\].
[Decision support systems will assist in conflict detection and the
development of conflict
resolutions](../aatt_00.doc#AATT00_5_575)]{.mark}[\[[5_575](../OPSCON_L.XLS#_5_575)\].]{.mark}
This reduces mental workload and gives the provider more time for other
tasks such as responding to user requests. [[Improving the provider's
ability to identify conflicts also reduces the number of occasions when
there is intervention, allowing the user to fly the trajectory proposed
with higher
frequency]{.mark}](../aatt_00.doc#AATT00_5_580)[\[[5_580](../OPSCON_L.XLS#_5_580)\].
[Use of paper flight strips will be phased out since decision support
systems display the necessary
information](../aatt_00.doc#AATT00_5_585)]{.mark}[\[[5_585](../OPSCON_L.XLS#_5_585)\].]{.mark}

The [[availability of flight data for all flights via the NAS-wide
information system improves the ability of the service provider to issue
traffic advisories to controlled aircraft about uncontrolled
aircraft]{.mark}](../aatt_00.doc#AATT00_5_590)[\[[5_590](../OPSCON_L.XLS#_5_590)\].]{.mark}
[[There are also improved flight following services for VFR
traffic]{.mark}](../aatt_00.doc#AATT00_5_595)[\[[5_595](../OPSCON_L.XLS#_5_595)\].]{.mark}
[[For VFR aircraft automatically reporting their satellite-derived
positions, the inclusion of that information, coupled with access to the
flight's data via the NAS-wide information system, reduces the workload
associated with providing traffic advisories to uncontrolled
aircraft]{.mark}](../aatt_00.doc#AATT00_5_600)[\[[5_600](../OPSCON_L.XLS#_5_600)\].]{.mark}

[[Service providers will continue to be responsible for maintaining
separation between aircraft and certain types of airspace (specifically,
active special use and adjacent controlled airspace), terrain, and
obstructions]{.mark}](../aatt_00.doc#AATT00_5_605)[\[[5_605](../OPSCON_L.XLS#_5_605)\].]{.mark}
[[The activation of a SUA results in the re-evaluation of all flight
trajectories in the NAS-wide information system, to determine which
flights will penetrate the
SUA]{.mark}](../aatt_00.doc#AATT00_5_610)[\[[5_610](../OPSCON_L.XLS#_5_610)\].]{.mark}
This will result in earlier intervention and negotiation of new
trajectories or airspace solutions. [[When flights are in close
proximity to the newly activated SUA, the provider will use
aircraft-to-aircraft conflict detection tools as aids to prevent them
from entering the restricted airspace. Both earlier intervention and the
closer-proximity resolution activities result in more efficient routing
of
aircraft]{.mark}](../aatt_00.doc#AATT00_5_615)[\[[5_615](../OPSCON_L.XLS#_5_615)\].]{.mark}
[[Decision support tools will also help service providers to collaborate
with users when SUA restrictions are later removed or
changed]{.mark}](../aatt_00.doc#AATT00_5_620)[\[[5_620](../OPSCON_L.XLS#_5_620)\].]{.mark}

**Traffic Flow Management**: By 2005 [[the traffic flow service
provider's role will have changed to include coordination of dynamic
airspace structuring, more strategic management of traffic, coordination
of new trajectories, and the management of major
flows]{.mark}](../aatt_00.doc#AATT00_5_625)[\[[5_625](../OPSCON_L.XLS#_5_625)\].]{.mark}

As in the departure and arrival phase, [[the service provider will have
access to the NAS-wide information system which includes weather
information, infrastructure status, and other conditions in the
NAS]{.mark}](../aatt_00.doc#AATT00_5_630)[\[[5_630](../OPSCON_L.XLS#_5_630)\].
[The provider will also have access to a predicted demand profile for
the entire
day](../aatt_00.doc#AATT00_5_635)]{.mark}[\[[5_635](../OPSCON_L.XLS#_5_635)\].]{.mark}
[[The profile is produced through improved information sharing,
collaborative decision making, and the projection of flows based on
weather and wind
patterns]{.mark}](../aatt_00.doc#AATT00_5_640)[\[[5_640](../OPSCON_L.XLS#_5_640)\].]{.mark}
[[This information is used, in coordination with the national flow
management and other en route traffic flow facilities, to determine the
daily airspace
structure]{.mark}](../aatt_00.doc#AATT00_5_645)[\[[5_645](../OPSCON_L.XLS#_5_645)\].]{.mark}
[[Any capacity problems due to SUA schedules, staffing, or weather are
identified]{.mark}](../aatt_00.doc#AATT00_5_650)[\[[5_650](../OPSCON_L.XLS#_5_650)\].]{.mark}
[[In coordination with national flow management, and with the user,
alternatives for managing potential problems are
explored]{.mark}](../aatt_00.doc#AATT00_5_655)[\[[5_655](../OPSCON_L.XLS#_5_655)\].]{.mark}
These may include voluntary splitting of flows by the user to reduce
demand, or identifying potential route structures and transition points
for moving to and from user preferred trajectories. [[The service
provider will be given demand forecasts throughout the day via the
continually updated NAS-wide information
system]{.mark}](../aatt_00.doc#AATT00_5_660)[\[[5_660](../OPSCON_L.XLS#_5_660)\].]{.mark}
[[As conditions change, initiatives will be reviewed and adjustments
made, through coordination with all affected facilities and
users]{.mark}](../aatt_00.doc#AATT00_5_665)[\[[5_665](../OPSCON_L.XLS#_5_665)\].]{.mark}

[[The traffic flow service provider will have the same automation tools
as those providing separation
assurance]{.mark}](../aatt_00.doc#AATT00_5_670)[\[[5_670](../OPSCON_L.XLS#_5_670)\]*.*
[By resetting control parameters](../aatt_00.doc#AATT00_5_675)]{.mark}
(such as conflict detection look-ahead time) [[the probe becomes a
density tool which the service provider uses to identify areas and times
of higher
density]{.mark}](../aatt_00.doc#AATT00_5_675)[\[[5_675](../OPSCON_L.XLS#_5_675)\].]{.mark}
[[By working strategically with upstream separation assurance providers
and the users, some density problems will be
mitigated]{.mark}](../aatt_00.doc#AATT00_5_680)[\[[5_680](../OPSCON_L.XLS#_5_680)\]]{.mark}
with minimal impact on the users and without the need to move to more
formal traffic flow initiatives.

[[The service provider will also be involved in the coordination of
modified flight trajectories for active
flights]{.mark}](../aatt_00.doc#AATT00_5_685)[\[[5_685](../OPSCON_L.XLS#_5_685)\].]{.mark}
[[The use of the NAS-wide information system and the flight object means
that any changes in the NAS airspace structure, including activation of
SUA or the need to create temporary route structures, will ripple back
through the information system and identify all flights whose
trajectories penetrate the changed
airspace]{.mark}](../aatt_00.doc#AATT00_5_690)[\[[5_690](../OPSCON_L.XLS#_5_690)\].]{.mark}
[[This will allow earlier and immediate coordination with either the
pilot or the airline operations center to provide adjustments with
minimal intervention and
movement]{.mark}](../aatt_00.doc#AATT00_5_695)[\[[5_695](../OPSCON_L.XLS#_5_695)\].]{.mark}
[[Traffic flow service providers will work with the service provider in
active communication with the pilot to re-plan the flight
trajectory]{.mark}](../aatt_00.doc#AATT00_5_700)[\[[5_700](../OPSCON_L.XLS#_5_700)\].]{.mark}
[[Modified trajectories will also be developed collaboratively with the
airline operations center and distributed to the flight deck via data
link, and to downstream facilities via the NAS-wide information
system]{.mark}](../aatt_00.doc#AATT00_5_705)[\[[5_705](../OPSCON_L.XLS#_5_705)\].]{.mark}

En route service providers currently use a variety of specific flow
constraints to manage traffic departing from or landing at underlying
airports, and transiting their portion of en route airspace. By 2005 the
[[increased information exchange between the en route, arrival,
departure and surface decision support tools will enable better
coordination of cross-facility traffic flows with fewer constraints.
These improved capabilities will also allow for greater accommodation of
user requests, including carrier preferences on the sequencing of their
arrival
aircraft]{.mark}](../aatt_00.doc#AATT00_5_710)[\[[5_710](../OPSCON_L.XLS#_5_710)\].]{.mark}

**Airspace Management**: Today, sector changes are the result of
combining and de-combining sectors to reflect the changes of traffic
loads throughout the day, or they are the end product of a long review
and design process. With the completion of the National Airspace Review,
airspace is redesigned to meet future traffic requirements. By 2005,
[[static]{.mark}](../aatt_00.doc#AATT00_5_715) [restrictions due to
fixed sector boundaries are reduced or
eliminated]{.mark}[\[[5_715](../OPSCON_L.XLS#_5_715)\].]{.mark} [[The
airspace structure will be frequently evaluated and adjusted in
anticipation of expected traffic flows, or in response to weather and
NAS infrastructure
changes]{.mark}](../aatt_00.doc#AATT00_5_720)[\[[5_720](../OPSCON_L.XLS#_5_720)\].]{.mark}
[[Additionally, facility boundaries will be adjusted to accommodate
dynamic changes in airspace
structure]{.mark}](../aatt_00.doc#AATT00_5_725)[\[[5_725](../OPSCON_L.XLS#_5_725)\].]{.mark}
[[This flexibility of sector and facility structure will be accommodated
by improved coordination and communication within and between
facilities]{.mark}](../aatt_00.doc#AATT00_5_730)[\[[5_730](../OPSCON_L.XLS#_5_730)\].]{.mark}

# 3.4.1.2 Number range Level3 Users With AOC or AOC-like Capability (2000/2005) 

[[Increased collaboration between the airline AOC and the ATM system
occurs as the AOC interactively probes proposed route
changes]{.mark}](../aatt_00.doc#AATT00_5_735)[\[[5_735](../OPSCON_L.XLS#_5_735)\].
[Modified routes can be developed collaboratively between the AOC and
the service provider and then data linked to the cockpit and downstream
ATC
facilities](../aatt_00.doc#AATT00_5_740)]{.mark}[\[[5_740](../OPSCON_L.XLS#_5_740)\].]{.mark}
In addition, [[working with TFM specialists, the AOC helps define and
implement TFM initiatives to relieve airspace congestion. Collaboration
is extended as AOCs have an expanded role in determining the landing
sequence of company
flights]{.mark}](../aatt_00.doc#AATT00_5_745)[\[[5_745](../OPSCON_L.XLS#_5_745)\].]{.mark}
Also, [[since the AOC can interactively probe proposed flight changes,
more point-to-point routings are allowed to more
runways]{.mark}](../aatt_00.doc#AATT00_5_750)[\[[5_750](../OPSCON_L.XLS#_5_750)\].]{.mark}

# 3.4.1.3 Number range Level3GA Users (2000/2005) 

[[As GA users begin to equip with traffic displays, safety will be
further enhanced as the potential for midair collisions is
reduced]{.mark}](../aatt_00.doc#AATT00_5_755)[\[[5_755](../OPSCON_L.XLS#_5_755)\].
[In most busy terminal areas, transition through Class B or C airspace
will be facilitated by the design of routes and procedures that allow
for direct VFR and IFR flights through the
airspace](../aatt_00.doc#AATT00_5_760)]{.mark}[\[[5_760](../OPSCON_L.XLS#_5_760)\].
[Satellite-based navigation and augmentation systems will greatly expand
IFR access to low altitude airspace, enhancing operations outside of
radar
coverage](../aatt_00.doc#AATT00_5_765)]{.mark}[\[[5_765](../OPSCON_L.XLS#_5_765)\].]{.mark}

[[VFR flight following services are enhanced by 2005. For aircraft
automatically reporting their satellite navigation-derived positions,
the inclusion of that information, coupled with access to the VFR
flight's data, reduces the workload associated with providing traffic
advisories to uncontrolled
aircraft]{.mark}](../aatt_00.doc#AATT00_5_770)[\[[5_770](../OPSCON_L.XLS#_5_770)\].]{.mark}

[[Terrain databases are supplemented with information on man-made
obstacles]{.mark}](../aatt_00.doc#AATT00_5_775)[\[[5_775](../OPSCON_L.XLS#_5_775)\].
[For properly-equipped aircraft, updates to navigation terrain and
obstacle databases are provided over data
link](../aatt_00.doc#AATT00_5_780)]{.mark}[\[[5_780](../OPSCON_L.XLS#_5_780)\].]{.mark}

# 3.4.1.4 Number range Level3DoD Users (2000/2005) 

No significant unique capabilities beyond those mentioned above are
envisioned for DoD NAS users in this timeframe.

# 3.4.2 Number range Level3Number range Level2En Route Operational Concept (2005/Mature State) 

# 3.4.2.1 Operations and Services (2005/Mature State) 

[[Airlines and high-end GA frequently perform free maneuvering
operations in low density
areas]{.mark}](../aatt_00.doc#AATT00_5_785)[\[[5_785](../OPSCON_L.XLS#_5_785)\];]{.mark}
however, [[high density areas still require the oversight from ATC for
sequencing and primary separation
assurance]{.mark}](../aatt_00.doc#AATT00_5_790)[\[[5_790](../OPSCON_L.XLS#_5_790)\].]{.mark}

[[With the reduction in analog voice communications as the result of
full use of data link capabilities and the implementation of new traffic
management procedures and technology, dynamic resectorization allows
fewer communication frequency changes for en route
aircraft]{.mark}](../aatt_00.doc#AATT00_5_795)[\[[5_795](../OPSCON_L.XLS#_5_795)\].]{.mark}

[[Procedural changes have been implemented to allow low altitude direct
routes]{.mark}](../aatt_00.doc#AATT00_5_800)[\[[5_800](../OPSCON_L.XLS#_5_800)\],]{.mark}
greatly benefiting regional, business, general aviation and other
routinely operate in the low altitude airspace. [[Use of the ground
based conflict probe has been modified to allow for airborne procedures
to resolve most conflicts, thus allowing maximum routing flexibility
with the least
restrictions]{.mark}](../aatt_00.doc#AATT00_5_805)[\[[5_805](../OPSCON_L.XLS#_5_805)\].]{.mark}
In the mature state, [[ICAO flight data processing will be upgraded to
include an automated pointout capability between the U.S. and Mexican,
and the U.S. and Canadian ATC
systems]{.mark}](../aatt_00.doc#AATT00_5_810).

As the capacity of busy airports increases, many en route restrictions
and ground delay programs will be phased out.

# 3.4.2.2 Number range Level3Users With AOC or AOC-like Capability (2005/Mature State) 

In high density environments, [[some cockpit self-separation is assigned
to the flight crew by ATC when operationally
advantageous]{.mark}](../aatt_00.doc#AATT00_5_810)[\[[5_810](../OPSCON_L.XLS#_5_810)\].]{.mark}
[[Point-to-point routings are routinely flown, i.e., from SID to STAR or
from airport-to-airport, and airborne holding is adjusted to maximize
airport
capacity]{.mark}](../aatt_00.doc#AATT00_5_815)[\[[5_815](../OPSCON_L.XLS#_5_815)\].]{.mark}
[[Aircraft not equipped to operate in a Free Flight environment will be
handled as they are today, i.e., flying published or preferred
routes]{.mark}](../aatt_00.doc#AATT00_5_820)[\[[5_820](../OPSCON_L.XLS#_5_820)\].]{.mark}

# 3.4.2.3 Number range Level3GA Users (2005/Mature State) 

[[In all busy terminal areas, transition through Class B or C airspace
is facilitated by procedures that allow direct VFR flights through the
airspace]{.mark}](../aatt_00.doc#AATT00_5_825)[\[[5_825](../OPSCON_L.XLS#_5_825)\].]{.mark}

[[Panel-mounted multi-function displays and data link capabilities
become commonplace in all but the low-end GA aircraft, where hand-held
units remain the equipment of
choice]{.mark}](../aatt_00.doc#AATT00_5_830)[\[[5_830](../OPSCON_L.XLS#_5_830)\].]{.mark}
In addition, [[satellite-based surveillance systems that enable robust
multi-function capabilities begin to appear in GA
cockpits]{.mark}](../aatt_00.doc#AATT00_5_835)[\[[5_835](../OPSCON_L.XLS#_5_835)\].]{.mark}

# 3.4.2.4 Number range Level3DoD Users (2005/Mature State) 

No significant unique capabilities beyond those mentioned through 2005
are envisioned for DoD NAS users in this timeframe.

# 3.5 Oceanic 

In the future, [[reduced separation minima and dynamic management of
route structures will help the user formulate and request a preferred
flight
profile]{.mark}](../aatt_00.doc#AATT00_6_150)[\[[6_150](../OPSCON_L.XLS#_6_150)\].
[Most aircraft navigate using a global satellite navigation system whose
improved accuracy will generate the required safety for reduced
separation
standards](../aatt_00.doc#AATT00_6_155)]{.mark}[\[[6_155](../OPSCON_L.XLS#_6_155)\].
[The combination of satellite-based communications and electronic
message routing enables the oceanic system to be more interactive and
dynamic, supporting cooperative activities among flight crews, AOCs, and
service
providers](../aatt_00.doc#AATT00_6_160)]{.mark}[\[[6_160](../OPSCON_L.XLS#_6_160)\].
[Service providers will use visual displays to monitor the traffic
situation](../aatt_00.doc#AATT00_6_165)]{.mark}[\[[6_165](../OPSCON_L.XLS#_6_165)\].]{.mark}
[[NAS oceanic service providers will coordinate with their oceanic
neighbors to agree on a common set of rules and operational procedures
for a harmonized oceanic
system]{.mark}](../aatt_00.doc#AATT00_6_170)[\[[6_170](../OPSCON_L.XLS#_6_170)\],]{.mark}
meeting the challenge of international collaboration in day-to-day
activities. Procedures for flight planning in U.S. domestic and oceanic
airspace will be identical in the future. [[Flight planning into
non-U.S. airspace will also evolve in concert with ICAO
procedures]{.mark}](../aatt_00.doc#AATT00_6_175)[\[[6_175](../OPSCON_L.XLS#_6_175)\].]{.mark}

The greatest percentage of increase in air traffic is projected to occur
across the Atlantic and Pacific Oceans. To accommodate this growth,
[[improvements in navigation, communication and the use of surveillance
are paramount enablers of capacity enhancement in oceanic
airspace]{.mark}](../aatt_00.doc#AATT00_6_180)[\[[6_180](../OPSCON_L.XLS#_6_180)\].
[Automation and procedural changes will help service providers to be
more strategic in solving potential conflicts, traffic congestion, and
demand for user preferred
trajectories](../aatt_00.doc#AATT00_6_185)]{.mark}[\[[6_185](../OPSCON_L.XLS#_6_185)\].
[Oceanic separation minima will be significantly
reduced](../aatt_00.doc#AATT00_6_190)]{.mark}[\[[6_190](../OPSCON_L.XLS#_6_190)\],]{.mark}
allowing a corresponding increase in traffic demand, due to the
following improvements:

-   [[Satellite navigation systems, and data link allow more accurate
    and frequent traffic position updates; data link and expanded radio
    coverage provide direct air-to-ground
    communications]{.mark}](../aatt_00.doc#AATT00_6_195)[\[[6_195](../OPSCON_L.XLS#_6_195)\].]{.mark}

-   [[Real time position data and continuously updated trajectory
    projections virtually eliminate manual control procedures in Oceanic
    airspace. As a result, Oceanic separation standards and procedures
    are derived from radar control
    techniques]{.mark}](../aatt_00.doc#AATT00_6_200)[\[[6_200](../OPSCON_L.XLS#_6_200)\].]{.mark}

-   [[Rapid delivery of clearances by the service providers, and
    responses by the flight deck, are achieved through increasingly
    common use of data
    link]{.mark}](../aatt_00.doc#AATT00_6_205)[\[[6_205](../OPSCON_L.XLS#_6_205)\].]{.mark}

-   [[Route and airspace flexibility is achieved as Oceanic airspace is
    integrated into the global grid of named locations. This flexibility
    is maximized through seamless coordination within and between
    facilities]{.mark}](../aatt_00.doc#AATT00_6_210)[\[[6_210](../OPSCON_L.XLS#_6_210)\].]{.mark}

-   [[NAS Oceanic airspace is standardized to other NAS-International
    Civil Aviation Organization (ICAO) oceanic systems. Data are
    presented to service providers in all oceanic systems in a similar
    format, thus minimizing translation by the
    provider]{.mark}](../aatt_00.doc#AATT00_6_215)[\[[6_215](../OPSCON_L.XLS#_6_215)\].]{.mark}

The future oceanic roles and responsibilities for service provider and
user; and, future collaborative activities include, but are not limited
to:

# Future Service Provider Roles and Responsibilities 

-   [[Approve or deny proposed flight plan changes, except those needed
    for cockpit self-separation when that responsibility has been
    transferred to the flight deck.
    (Implied]{.mark}](../aatt_00.doc#AATT00_6_220)[\[[6_220](../OPSCON_L.XLS#_6_220)\])]{.mark}

-   [[Consider user preferences when it is necessary to assign routes
    and control aircraft. User preferences may be received from the AOC
    or the flight
    deck]{.mark}](../aatt_00.doc#AATT00_6_225)[\[[6_225](../OPSCON_L.XLS#_6_225)\].]{.mark}

-   [[Clear properly-equipped aircraft for cockpit self-separation when
    operationally advantageous in high-density
    areas]{.mark}](../aatt_00.doc#AATT00_6_230)[\[[6_230](../OPSCON_L.XLS#_6_230)\].]{.mark}

-   [[Provide a trajectories-based airspace structure that may change
    dynamically based on weather, demand, and user
    preferences]{.mark}](../aatt_00.doc#AATT00_6_235)[\[[6_235](../OPSCON_L.XLS#_6_235)\].]{.mark}

-   [[Provide for special maneuvers that
    include]{.mark}](../aatt_00.doc#AATT00_6_240)

> [[- reduced-separation in-trail climb and
> descent]{.mark}](../aatt_00.doc#AATT00_6_240)
>
> [[- lead climb and descent]{.mark}](../aatt_00.doc#AATT00_6_240)
>
> [[- limited-duration
> station-keeping]{.mark}](../aatt_00.doc#AATT00_6_240)
>
> [[- lateral
> passing]{.mark}](../aatt_00.doc#AATT00_6_240)[\[[6_240](../OPSCON_L.XLS#_6_240)\].]{.mark}

-   [[Coordinate with all affected national and international traffic
    flow service providers via electronic data
    transfer]{.mark}](../aatt_00.doc#AATT00_6_245)[\[[6_245](../OPSCON_L.XLS#_6_245)\].]{.mark}

-   [[Adjust the airspace structure and/or trajectories when demand
    exceeds
    capacity]{.mark}](../aatt_00.doc#AATT00_6_250)[\[[6_250](../OPSCON_L.XLS#_6_250)\].]{.mark}

-   [[Provide procedures for oceanic flight planning that are identical
    to those for U.S. domestic
    airspace]{.mark}](../aatt_00.doc#AATT00_6_255)[\[[6_255](../OPSCON_L.XLS#_6_255)\].]{.mark}

-   [[Comply with ICAO
    standards]{.mark}](../aatt_00.doc#AATT00_6_260)[\[[6_260](../OPSCON_L.XLS#_6_260)\].]{.mark}

-   [[Provide a capability for secure-encryption data link of weather
    and air traffic management information to accommodate DoD user
    needs]{.mark}](../aatt_00.doc#AATT00_6_265)[\[[6_265](../OPSCON_L.XLS#_6_265)\].]{.mark}

-   [[Perform procedural reductions in separation
    standards]{.mark}](../aatt_00.doc#AATT00_6_270)[\[[6_270](../OPSCON_L.XLS#_6_270)\].]{.mark}

-   [[Replace the oceanic track system with user-preferred
    routes]{.mark}](../aatt_00.doc#AATT00_6_275)[\[[6_275](../OPSCON_L.XLS#_6_275)\].]{.mark}

# Future User Roles and Responsibilities 

-   [[Adhere to flight plans and comply with clearances issued by
    national and international service
    providers]{.mark}](../aatt_00.doc#AATT00_6_280)[\[[6_280](../OPSCON_L.XLS#_6_280)\].]{.mark}

-   [[Perform some separation and merging activities that were
    previously performed by the service
    provider]{.mark}](../aatt_00.doc#AATT00_6_285)[\[[6_285](../OPSCON_L.XLS#_6_285)\].]{.mark}

# Future Collaboration Activities 

-   [[Provide increased position awareness of aircraft for monitoring
    and separation of flight progression through automatic dependent
    surveillance]{.mark}](../aatt_00.doc#AATT00_6_290)[\[[6_290](../OPSCON_L.XLS#_6_290)\].]{.mark}

-   [[Collaborate with international service providers to determine the
    daily airspace structure, identify and explore alternatives to
    potential capacity problems, and manage traffic over fixes,
    including gateway
    entries]{.mark}](../aatt_00.doc#AATT00_6_295)[\[[6_295](../OPSCON_L.XLS#_6_295)\].]{.mark}

-   [[Provide additional user intent and aircraft performance data to
    decision support systems, thus improving the accuracy of
    ground-based trajectory
    predictions]{.mark}](../aatt_00.doc#AATT00_6_300)[\[[6_300](../OPSCON_L.XLS#_6_300)\].]{.mark}

-   [[Reduce oceanic separation minima in the vertical and horizontal
    axes]{.mark}](../aatt_00.doc#AATT00_6_305)[\[[6_305](../OPSCON_L.XLS#_6_305)\].]{.mark}

# 3.5.1 Number range Level3Number range Level2Oceanic Operational Concept (2000/2005) 

By the year 2005 the characteristics of oceanic operations will include
the following:

-   [[User-preferred routes replace the oceanic track
    system]{.mark}](../aatt_00.doc#AATT00_6_310)[\[[6_310](../OPSCON_L.XLS#_6_310)\]]{.mark}

-   [[Increased airspace capacity through reduced separation minima in
    the vertical, longitudinal and lateral
    axes]{.mark}](../aatt_00.doc#AATT00_6_315)[\[[6_315](../OPSCON_L.XLS#_6_315)\]]{.mark}

-   [[More precise monitoring of separation and flight progression
    through automatic dependent
    surveillance]{.mark}](../aatt_00.doc#AATT00_6_320)[\[[6_320](../OPSCON_L.XLS#_6_320)\]]{.mark}

-   [[Separation assurance accomplished with the aid of decision support
    systems and a visual display system similar to that used in en
    route]{.mark}](../aatt_00.doc#AATT00_6_325)[\[[6_325](../OPSCON_L.XLS#_6_325)\]]{.mark}

-   [[Improved inter- and intra-communications among air traffic service
    providers and NAS users facilities exchange of information and
    increases productivity and
    efficiency]{.mark}](../aatt_00.doc#AATT00_6_330)[\[[6_330](../OPSCON_L.XLS#_6_330)\]]{.mark}

-   Harmonized NAS-ICAO oceanic system where [[data will be presented to
    the oceanic service provider in the same or a similar format,
    minimizing translation on the part of the
    provider]{.mark}](../aatt_00.doc#AATT00_6_335)[\[[6_335](../OPSCON_L.XLS#_6_335)\].]{.mark}
    Procedures for flight planning in U.S. domestic and oceanic airspace
    is identical.

The primary beneficiaries of oceanic enhancements are airline
organizations operating with AOCs.

# 3.5.1.1 Operations and Services (2000/2005) 

[[The services provided in the ocean include separation assurance and
traffic and airspace
management]{.mark}](../aatt_00.doc#AATT00_6_340)[\[[6_340](../OPSCON_L.XLS#_6_340)\].]{.mark}

**Separation Assurance**: [[Changes in both aircraft-to-aircraft and
aircraft-to-airspace separation assurance will occur by
2005]{.mark}](../aatt_00.doc#AATT00_6_345)[\[[6_345](../OPSCON_L.XLS#_6_345)\].
[The oceanic service provider has a display of traffic in the oceanic
airspace, ensuring separation in the same manner as in domestic
airspace, although the separation criteria may be
different](../aatt_00.doc#AATT00_6_350)]{.mark}[\[[6_350](../OPSCON_L.XLS#_6_350)\].]{.mark}
In addition, [[the oceanic environment creates opportunity for the
transfer of separation assurance to the pilot for specific
operations]{.mark}](../aatt_00.doc#AATT00_6_355)[\[[6_355](../OPSCON_L.XLS#_6_355)\].]{.mark}
[[Pilots have situation awareness of nearby traffic through a cockpit
display of traffic
information]{.mark}](../aatt_00.doc#AATT00_6_360)[\[[6_360](../OPSCON_L.XLS#_6_360)\].]{.mark}
[[Aircraft position updates are supplied by the aircraft's broadcast of
satellite navigation-derived position data
transmissions]{.mark}](../aatt_00.doc#AATT00_6_365)[\[[6_365](../OPSCON_L.XLS#_6_365)\].]{.mark}
To maximize flight efficiency, [[pilots may coordinate with service
providers for clearance to conduct specified maneuvers while the pilot's
view of nearby traffic supplements the service provider's big picture of
longer term traffic
flow]{.mark}](../aatt_00.doc#AATT00_6_370)[\[[6_370](../OPSCON_L.XLS#_6_370)\].]{.mark}
When operationally advantageous, [[pilots may obtain approval for
special maneuvers such as station keeping with reduced
spacing]{.mark}](../aatt_00.doc#AATT00_6_375)[\[[6_375](../OPSCON_L.XLS#_6_375)\].]{.mark}
[[The pilot's ability to support climbs, descents, crossing and merging
routes is supplemented by the service provider's conflict probe decision
support
system]{.mark}](../aatt_00.doc#AATT00_6_380)[\[[6_380](../OPSCON_L.XLS#_6_380)\].]{.mark}

[[The oceanic service provider benefits from use of the same type of
decision support tools available to help en route service providers by
2005. Such tools aid in detecting and resolving possible conflicts, and
preventing controlled aircraft from entering restricted
airspace]{.mark}](../aatt_00.doc#AATT00_6_385)[\[[6_385](../OPSCON_L.XLS#_6_385)\].]{.mark}
[[Aircraft crossing Air Defense boundaries are reported to the
appropriate military
entity]{.mark}](../aatt_00.doc#AATT00_6_390)[\[[6_390](../OPSCON_L.XLS#_6_390)\].]{.mark}
[[Coordination and exchange of information between sectors is
automated]{.mark}](../aatt_00.doc#AATT00_6_395)[\[[6_395](../OPSCON_L.XLS#_6_395)\]]{.mark}
to increase productivity and efficiency of service providers.

**Traffic and Airspace Management**: The service provider's role in
developing daily oceanic tracks changes by 2005. [[Full surveillance,
better navigation tools, real-time communications and automated data
exchange between the pilot and service provider via data link facilitate
the transition away from tracks and toward trajectories in oceanic
airspace]{.mark}](../aatt_00.doc#AATT00_6_400)[\[[6_400](../OPSCON_L.XLS#_6_400)\].]{.mark}
[[The airspace structure may change dynamically based on weather, demand
and user
preferences]{.mark}](../aatt_00.doc#AATT00_6_405)[\[[6_405](../OPSCON_L.XLS#_6_405)\].]{.mark}
[[These changes are coordinated with all affected national and
international traffic flow service providers via electronic data
transfer]{.mark}](../aatt_00.doc#AATT00_6_410)[\[[6_410](../OPSCON_L.XLS#_6_410)\].]{.mark}
[[Service providers, aided by supporting automation and electronic
visual displays, are able to acquire and view timely and reliable flight
information to dynamically address necessary changes to the airspace or
trajectories]{.mark}](../aatt_00.doc#AATT00_6_415)[\[[6_415](../OPSCON_L.XLS#_6_415)\].]{.mark}

[[Adjustments will need to be made to the airspace structure and/or
trajectories when demand exceeds
capacity]{.mark}](../aatt_00.doc#AATT00_6_420)[\[[6_420](../OPSCON_L.XLS#_6_420)\].]{.mark}
[[In oceanic airspace, these changes are coordinated with national and
international traffic flow service
providers]{.mark}](../aatt_00.doc#AATT00_6_425)[\[[6_425](../OPSCON_L.XLS#_6_425)\].]{.mark}
[[The service provider has access to the NAS-wide information system as
well as projected demand for the
day]{.mark}](../aatt_00.doc#AATT00_6_430)[\[[6_430](../OPSCON_L.XLS#_6_430)\].]{.mark}
[[The NAS service provider collaborates with international service
providers to determine the daily airspace structure, identify and
explore alternatives to potential capacity problems, and manage traffic
over fixes including gateway
entries]{.mark}](../aatt_00.doc#AATT00_6_435)[\[[6_435](../OPSCON_L.XLS#_6_435)\].]{.mark}

# 3.5.1.2 Number range Level3Users With AOC or AOC-like Capability (2000/2005) 

By 2005, [[full surveillance, better navigation tools, real-time
communications, and automated data exchange between the pilot and
service provider via data link will facilitate the transition away from
tracks and toward trajectories in oceanic
airspace]{.mark}](../aatt_00.doc#AATT00_6_440)[\[[6_440](../OPSCON_L.XLS#_6_440)\].]{.mark}
[[The airspace structure may change dynamically based on weather,
demand, and user
preferences]{.mark}](../aatt_00.doc#AATT00_6_445)[\[[6_445](../OPSCON_L.XLS#_6_445)\].
[These changes are coordinated with all affected national and
international traffic flow service providers via electronic data
transfer](../aatt_00.doc#AATT00_6_450)]{.mark}[\[[6_450](../OPSCON_L.XLS#_6_450)\].
[Service providers, aided by supporting automation and electronic visual
displays, are able to acquire and view timely and reliable flight
information to dynamically address necessary changes to the airspace or
trajectories](../aatt_00.doc#AATT00_6_455)]{.mark}[\[[6_455](../OPSCON_L.XLS#_6_455)\].]{.mark}

When operationally advantageous to maximize flight efficiency, [[pilots
may coordinate with service providers for clearance to conduct specified
cockpit self-separation
operations.]{.mark}](../aatt_00.doc#AATT00_6_460) []{.mark}In these
carefully defined situations, [[the pilot's view of nearby traffic
supplements the service provider's big picture of longer term traffic
flow]{.mark}](../aatt_00.doc#AATT00_6_460)[\[[6_460](../OPSCON_L.XLS#_6_460)\].
[Pilots may obtain approval for special maneuvers such as reduced
separation in-trail climb, in-trail descent, lead climb, lead descent,
limited durationstation‑keeping as well as lateral passing
maneuvers](../aatt_00.doc#AATT00_6_465)]{.mark}[\[[6_465](../OPSCON_L.XLS#_6_465)\].]{.mark}
[[Cockpit self separation provides immediate situation assessment,
communications (i.e., air to air), and decision
making]{.mark}](../aatt_00.doc#AATT00_6_470)[\[[6_470](../OPSCON_L.XLS#_6_470)\].
[This tighter cockpit self separation decision/control loop could allow
greatly reduced separation
standards](../aatt_00.doc#AATT00_6_475)]{.mark}[\[[6_475](../OPSCON_L.XLS#_6_475)\].]{.mark}
[[Given the higher degree of responsibility in the cockpit, appropriate
automation aids for monitoring the traffic situation are provided to the
pilot]{.mark}](../aatt_00.doc#AATT00_6_480)[\[[6_480](../OPSCON_L.XLS#_6_480)\].]{.mark}

[[Adjustments must be made to the airspace structure and/or trajectories
when demand exceeds
capacity]{.mark}](../aatt_00.doc#AATT00_6_485)[\[[6_485](../OPSCON_L.XLS#_6_485)\].
[In oceanic airspace, these changes are coordinated with national and
international traffic flow service
providers](../aatt_00.doc#AATT00_6_490)]{.mark}[\[[6_490](../OPSCON_L.XLS#_6_490)\].
[The NAS service provider has access to the projected demand information
for the
day](../aatt_00.doc#AATT00_6_495)]{.mark}[\[[6_495](../OPSCON_L.XLS#_6_495)\]]{.mark}
and [[collaborates with international service providers to determine the
daily airspace structure, identify and explore alternatives to potential
capacity problems, and manage traffic over fixes including gateway
entries]{.mark}](../aatt_00.doc#AATT00_6_500)[\[[6_500](../OPSCON_L.XLS#_6_500)\].]{.mark}

# 3.5.1.3 Number range Level3GA Users (2000/2005) 

No additional capabilities exist from those discussed in the en route
section.

# 3.5.1.4 Number range Level3DoD Users (2000/2005) 

Like other users, [[satellite-based navigation becomes the primary means
of oceanic/remote navigation for DoD users, although inertial navigation
systems are used as a
backup]{.mark}](../aatt_00.doc#AATT00_6_505)[\[[6_505](../OPSCON_L.XLS#_6_505)\].]{.mark}

# 3.5.2 Number range Level3Number range Level2Oceanic Operational Concept (2005/Mature State) 

# 3.5.2.1 Operations and Services (2005/Mature State) 

The mature oceanic environment is similar to the 2000/2005 time period,
but with [[expanded capabilities available to all aircraft and in all
airspace. An example of an expanded capability in the mature state would
be increased airspace capacity through further reductions in separation
minima in the vertical, longitudinal, and lateral
axes]{.mark}](../aatt_00.doc#AATT00_6_510)[\[[6_510](../OPSCON_L.XLS#_6_510)\].]{.mark}

# 3.5.2.2 Number range Level3Users With AOC or AOC-like Capability (2005/Mature State) 

[[Dynamic routing for individual user-preferred trajectories is the
norm; oceanic fixed routes have been
eliminated]{.mark}](../aatt_00.doc#AATT00_6_515)[\[[6_515](../OPSCON_L.XLS#_6_515)\].
[Use of cockpit self-separation and free maneuvering operations are
being performed in more complex situations, such as
merging](../aatt_00.doc#AATT00_6_520)]{.mark}[\[[6_520](../OPSCON_L.XLS#_6_520)\].
[ATC oversight is still required for sequencing and separation
assurance, but collaborative decision making has greatly increased among
the service provider, AOC, and the
aircraft](../aatt_00.doc#AATT00_6_525)]{.mark}[\[[6_525](../OPSCON_L.XLS#_6_525)\].]{.mark}

# 3.5.2.3 Number range Level3GA Users (2005/Mature State) 

No additional capabilities exist from those discussed in the en route
section.

# 3.5.2.4 Number range Level3DoD Users (2005/Mature State) 

[[Satellite-based navigation will emerge as the sole means of
navigation, with inertial systems used as a
backup]{.mark}](../aatt_00.doc#AATT00_6_530)[\[[6_530](../OPSCON_L.XLS#_6_530)\].]{.mark}

# 3.6 Traffic Flow and Infrastructure Management 

Increasingly, [[NAS infrastructure management and air traffic management
are creating an environment of user flexibility, collaborative
partnership, and information sharing among themselves and with their
users]{.mark}](../aatt_00.doc#AATT00_7_155)[\[[7_155](../OPSCON_L.XLS#_7_155)\].]{.mark}
[[Through collaborative decision making, future service providers will
focus on providing the best, seamless service to all
users]{.mark}](../aatt_00.doc#AATT00_7_160)[\[[7_160](../OPSCON_L.XLS#_7_160)\].]{.mark}

[[Traffic Flow Management (TFM) initiatives affect all users
similarly]{.mark}](../aatt_00.doc#AATT00_7_165)[\[[7_165](../OPSCON_L.XLS#_7_165)\]]{.mark},
although [[users with an AOC or AOC-like capability have an opportunity
to collaborate more efficiently and effectively with TFM service
providers to address specific flow
restrictions]{.mark}](../aatt_00.doc#AATT00_7_170)[\[[7_170](../OPSCON_L.XLS#_7_170)\].]{.mark}
Therefore, unlike the flight planning, surface, terminal-area, en route,
and oceanic operations, the operational concepts for TFM are discussed
at a high level for all users.

In the future, [[users will be better able to plan their
flight](../aatt_00.doc#AATT00_7_175)]{.mark} operations in anticipation
of NAS capacity and traffic conditions, [[and to minimize congestion or
possible delays due to the](../aatt_00.doc#AATT00_7_175)]{.mark}
comprehensive [[information made available by the NAS-wide information
system]{.mark}](../aatt_00.doc#AATT00_7_175)[\[[7_175](../OPSCON_L.XLS#_7_175)\].
[This system (NAS-WIS)will include up-to-date information such as
capacity and aggregate demand at airports and other NAS resources,
airport field conditions, traffic management initiatives in effect, and
Special Use Airspace
status](../aatt_00.doc#AATT00_7_180)]{.mark}[\[[7_180](../OPSCON_L.XLS#_7_180)\].]{.mark}

[[ATCSCC service providers collaborate with domestic and international
service providers, including other executive flow units, to provide for
end-to-end flight planning
predictability]{.mark}](../aatt_00.doc#AATT00_7_185)[\[[7_185](../OPSCON_L.XLS#_7_185)\].
[Traffic flow management employs the philosophy of problem resolution at
the lowest level
possible](../aatt_00.doc#AATT00_7_190)]{.mark}[\[[7_190](../OPSCON_L.XLS#_7_190)\].]{.mark}
[[The ATCSCC provides oversight to minimize system impact and equitably
distribute the impact to the
users]{.mark}](../aatt_00.doc#AATT00_7_195)[\[[7_195](../OPSCON_L.XLS#_7_195)\].
[Collaboration is used to negotiate a revised flight trajectory, in
real-time](../aatt_00.doc#AATT00_7_200)]{.mark}[\[[7_200](../OPSCON_L.XLS#_7_200)\].]{.mark}

[[Increased collaboration among local facilities, the ATCSCC and NAS
users will be augmented by decision support systems that enable a shared
view of traffic and weather with all
parties]{.mark}](../aatt_00.doc#AATT00_7_205)[\[[7_205](../OPSCON_L.XLS#_7_205)\].]{.mark}
In addition, [['what-if' tools for both the service provider and the NAS
user allow proposed strategies to be
evaluated]{.mark}](../aatt_00.doc#AATT00_7_210)[\[[7_210](../OPSCON_L.XLS#_7_210)\].
[Because NAS users will have increased flexibility in planning routes
and schedules, and because the NAS relies less on routine restrictions
and fixed routes to structure traffic, managing NAS resources becomes
more dynamic and
adaptive](../aatt_00.doc#AATT00_7_215)]{.mark}[\[[7_215](../OPSCON_L.XLS#_7_215)\].
[Better decision support systems will help service providers visualize
demand and manage the more complex traffic
flows](../aatt_00.doc#AATT00_7_220)]{.mark}[\[[7_220](../OPSCON_L.XLS#_7_220)\].]{.mark}
In addition, [[decision support systems that evaluate NAS performance in
real-time will enable the service provider to be more responsive and
develop more effective traffic management
strategies]{.mark}](../aatt_00.doc#AATT00_7_225)[\[[7_225](../OPSCON_L.XLS#_7_225)\].]{.mark}

[[The infrastructure management and service providers collaborate
closely with air traffic service
providers]{.mark}](../aatt_00.doc#AATT00_7_230)[\[[7_230](../OPSCON_L.XLS#_7_230)\].
[Air traffic service providers not only have a point-of-contact for
system trouble reports but are readily kept aware of system status and
the status of trouble
reports](../aatt_00.doc#AATT00_7_235)]{.mark}[\[[7_235](../OPSCON_L.XLS#_7_235)\].]{.mark}
[[The infrastructure service provider responsible for resolving a
particular problem is available for immediate communication with the air
traffic service
provider]{.mark}](../aatt_00.doc#AATT00_7_240)[\[[7_240](../OPSCON_L.XLS#_7_240)\],]{.mark}
with the goal of joint decision making and providing timely service
delivery.

[[Acting under guidance from the national center, infrastructure
management service providers assure NAS infrastructure service delivery
by directing and prioritizing infrastructure management from a user
perspective. They monitor the NAS infrastructure performance and
determine actions
needed]{.mark}](../aatt_00.doc#AATT00_7_245)[\[[7_245](../OPSCON_L.XLS#_7_245)\].
[Some infrastructure management service providers perform remote
management of systems, others perform on-site maintenance for fault
correction, preventive maintenance, and equipment installation and
removal](../aatt_00.doc#AATT00_7_250)]{.mark}[\[[7_250](../OPSCON_L.XLS#_7_250)\].]{.mark}

The future traffic flow and infrastructure management roles and
responsibilities for service provider and user; and, future
collaborative activities include, but are not limited to:

# Future Service Provider Roles and Responsibilities 

-   [[Manage programs and flow initiatives to mitigate instances where
    demand exceeds
    capacity]{.mark}](../aatt_00.doc#AATT00_7_255)[\[[7_255](../OPSCON_L.XLS#_7_255)\].]{.mark}

-   [[Allocate airport capacity in the form of an arrival interval and
    the designated number of flights within that interval, when
    strategic flow management constraints are
    necessary]{.mark}](../aatt_00.doc#AATT00_7_260)[\[[7_260](../OPSCON_L.XLS#_7_260)\].]{.mark}

-   [[Provide a temporary route structure, with transition points for
    moving to and from user trajectories, when the projected demand for
    volumes of airspace is at or near
    capacity]{.mark}](../aatt_00.doc#AATT00_7_265)[\[[7_265](../OPSCON_L.XLS#_7_265)\].]{.mark}

-   [[Monitor user compliance with traffic flow management initiatives
    and apply punitive controls as
    necessary]{.mark}](../aatt_00.doc#AATT00_7_270)[\[[7_270](../OPSCON_L.XLS#_7_270)\].]{.mark}

-   [[Apply aggregate flow directives rather than flight-specific
    strategic control when
    possible]{.mark}](../aatt_00.doc#AATT00_7_275)[\[[7_275](../OPSCON_L.XLS#_7_275)\].]{.mark}

-   [[Monitor NAS performance and adjust traffic management strategies
    as
    needed]{.mark}](../aatt_00.doc#AATT00_7_280)[\[[7_280](../OPSCON_L.XLS#_7_280)\].]{.mark}

-   [[When possible, resolve traffic flow management problems at the
    local
    level]{.mark}](../aatt_00.doc#AATT00_7_285)[\[[7_285](../OPSCON_L.XLS#_7_285)\].]{.mark}

-   [[Provide intent of traffic flow management initiatives to
    users]{.mark}](../aatt_00.doc#AATT00_7_290)[\[[7_290](../OPSCON_L.XLS#_7_290)\].]{.mark}

# Future User Roles and Responsibilities 

-   [[Adhere to allocated arrival times assigned by the service
    provider. In some instances, international flights are excepted from
    this
    responsibility]{.mark}](../aatt_00.doc#AATT00_7_295)[\[[7_295](../OPSCON_L.XLS#_7_295)\].]{.mark}

-   [[Using increased knowledge of the intent of traffic flow
    initiatives, arrange user resources to help solve traffic flow
    problems]{.mark}](../aatt_00.doc#AATT00_7_300)[\[[7_300](../OPSCON_L.XLS#_7_300)\].]{.mark}

# Future Collaboration Activities 

-   [[Resolve traffic flow management issues
    collaboratively]{.mark}](../aatt_00.doc#AATT00_7_305)[\[[7_305](../OPSCON_L.XLS#_7_305)\].]{.mark}

-   [[Identify a temporary route structure when the projected demand for
    volumes of airspace is at or near
    capacity]{.mark}](../aatt_00.doc#AATT00_7_310)[\[[7_310](../OPSCON_L.XLS#_7_310)\].]{.mark}

# 3.6.1 Number range Level3Number range Level2Traffic Flow and Infrastructure Management Operational Concept (2000/2005) 

[[Traffic Flow Management (TFM) employs the philosophy of problem
resolution at the appropriate
level]{.mark}](../aatt_00.doc#AATT00_7_315)[\[[7_315](../OPSCON_L.XLS#_7_315)\].
[Local service providers have access to the projected demand information
for the day, as well as tools to strategically identify areas and times
of higher density, TFM issues can be efficiently resolved at the local
level](../aatt_00.doc#AATT00_7_320)]{.mark}[\[[7_320](../OPSCON_L.XLS#_7_320)\].]{.mark}
[[Service providers at the national TFM level monitor traffic, weather,
and infrastructure across the
NAS]{.mark}](../aatt_00.doc#AATT00_7_325)[\[[7_325](../OPSCON_L.XLS#_7_325)\],]{.mark}
[[manage and implement traffic restrictions of a broader scope,
facilitate coordination among other domestic and international service
providers, and interact with AOC facilities and other NAS
users]{.mark}](../aatt_00.doc#AATT00_7_330)[\[[7_330](../OPSCON_L.XLS#_7_330)\].]{.mark}
[[National TFM service providers also monitor NAS performance and adjust
traffic management strategies as
needed]{.mark}](../aatt_00.doc#AATT00_7_335)[\[[7_335](../OPSCON_L.XLS#_7_335)\].]{.mark}

Common [[enhanced decision support
systems](../aatt_00.doc#AATT00_7_340)]{.mark} are in place for both
local and national TFM service providers to [[improve flow strategy
development and NAS performance monitoring and
measurement]{.mark}](../aatt_00.doc#AATT00_7_340)[\[[7_340](../OPSCON_L.XLS#_7_340)\].]{.mark}
[Automation and decision support capabilities tailored for national
TFM]{.mark} furnish a global perspective and [[facilitate coordination
among local and national traffic flow managers, thus improving the
decision-making
process]{.mark}](../aatt_00.doc#AATT00_7_345)[\[[7_345](../OPSCON_L.XLS#_7_345)\].]{.mark}

[[National TFM service providers continue to manage
programs](../aatt_00.doc#AATT00_7_350)]{.mark} and flow initiatives to
mitigate instances where demand exceeds capacity. However, [[more
accurate data and user collaboration reduce the frequency of such
initiatives.]{.mark}](../aatt_00.doc#AATT00_7_350) []{.mark}Therefore,
[[the programs are primarily used in the case of infrastructure problems
or](../aatt_00.doc#AATT00_7_350)]{.mark} when [[inclement
weather](../aatt_00.doc#AATT_7_350)]{.mark}
prevails\[[7_350](../OPSCON_L.XLS#_7_350)\][.]{.mark} Users assume the
responsibility for adhering to allocated arrival times assigned by TFM.
[[In some instances, international flights are included in these
programs, providing for a more equitable distribution of impact and
increasing the users' substitution
options]{.mark}](../aatt_00.doc#AATT00_7_355)[\[[7_355](../OPSCON_L.XLS#_7_355)\].
[Decision support systems aid the national TFM service provider in
monitoring user adherence to assigned arrival
times](../aatt_00.doc#AATT00_7_360)]{.mark}[\[[7_360](../OPSCON_L.XLS#_7_360)\].]{.mark}

[[The NAS includes an executive flow unit dedicated to
system-wide/international planning and coordination, called the Air
Traffic Control System Command Center
(ATCSCC]{.mark}](../aatt_00.doc#AATT00_7_365)[\[[7_365](../OPSCON_L.XLS#_7_365)\]).]{.mark}
By 2005 [[air traffic service providers at the ATCSCC monitor traffic,
weather and infrastructure across the
NAS]{.mark}](../aatt_00.doc#AATT00_7_370)[\[[7_370](../OPSCON_L.XLS#_7_370)\].
[They also manage and implement broad scope traffic restrictions,
facilitate coordination among other domestic/international service
providers, and interact with AOC facilities and other NAS user
organizations](../aatt_00.doc#AATT00_7_375)]{.mark}[\[[7_375](../OPSCON_L.XLS#_7_375)\].
[Continuous evaluation of traffic management initiatives, to determine
their effectiveness and their impact on users, is the focus of these
activities](../aatt_00.doc#AATT00_7_380)]{.mark}[\[[7_380](../OPSCON_L.XLS#_7_380)\].
[ATCSCC service providers monitor NAS performance and adjust traffic
management strategies as
needed](../aatt_00.doc#AATT00_7_385)]{.mark}[\[[7_385](../OPSCON_L.XLS#_7_385)\].]{.mark}

By the year 2005 national traffic flow management will be characterized
by the following:

-   [[Increased automated information exchange among
    domestic/international service providers, and between service
    providers and users, supports seamless global air traffic
    management]{.mark}](../aatt_00.doc#AATT00_7_390)[\[[7_390](../OPSCON_L.XLS#_7_390)\].]{.mark}

-   [[Increased collaboration between service providers and users in
    problem resolution improves overall system
    effectiveness]{.mark}](../aatt_00.doc#AATT00_7_395)[\[[7_395](../OPSCON_L.XLS#_7_395)\].]{.mark}

-   [[Enhanced decision support systems improve NAS monitoring,
    performance measurement, and strategy
    development]{.mark}](../aatt_00.doc#AATT00_7_400)[\[[7_400](../OPSCON_L.XLS#_7_400)\].]{.mark}

-   [[Automation and decision support capabilities tailored for the
    ATCSCC provide a global perspective and facilitate coordination
    among local and national traffic flow managers to improve decision
    making]{.mark}](../aatt_00.doc#AATT00_7_405)[\[[7_405](../OPSCON_L.XLS#_7_405)\].]{.mark}

-   [[Collaboratively managed dynamic
    airspace]{.mark}](../aatt_00.doc#AATT00_7_410)[\[[7_410](../OPSCON_L.XLS#_7_410)\].]{.mark}

[[The overriding objective of NAS Infrastructure Management is to
enhance the efficiency and effectiveness of NAS infrastructure service
delivery. Fundamental to the management concept is the belief that
effective service must be provided on the basis of user priorities
through shared information and decision
making]{.mark}](../aatt_00.doc#AATT00_7_415)[\[[7_415](../OPSCON_L.XLS#_7_415)\].]{.mark}
The availability of [[new technology provides opportunities for major
technology infusion to enhance infrastructure
management]{.mark}](../aatt_00.doc#AATT00_7_420)[\[[7_420](../OPSCON_L.XLS#_7_420)\].]{.mark}
[[Innovative ways of managing the NAS infrastructure emerge from new
computing and communications capabilities, increased equipment and
system self-monitoring and self-restoration, enhanced networking, and
expanded use of remote monitoring and
control]{.mark}](../aatt_00.doc#AATT00_7_425)[\[[7_425](../OPSCON_L.XLS#_7_425)\].]{.mark}
[[The new technologies]{.mark}](../aatt_00.doc#AATT00_7_430), however,
also [[require new management methods and operations processes to
capitalize on the
opportunities]{.mark}](../aatt_00.doc#AATT00_7_430)[\[[7_430](../OPSCON_L.XLS#_7_430)\].]{.mark}
Such technologies and management methods form the key characteristics
for the infrastructure operations described below:

-   [[Infrastructure operations and maintenance (O&M) are performed from
    the viewpoint of customer requirements for the services, with an
    understanding of the effects of O&M activities on service delivery
    to NAS infrastructure
    users]{.mark}](../aatt_00.doc#AATT00_7_435)[\[[7_435](../OPSCON_L.XLS#_7_435)\].]{.mark}

-   [[Close collaboration with infrastructure users ensures that the
    right service and priority is applied to service
    delivery]{.mark}](../aatt_00.doc#AATT00_7_440)[\[[7_440](../OPSCON_L.XLS#_7_440)\].]{.mark}

-   [[Infrastructure operations are performed from a national
    perspective]{.mark}](../aatt_00.doc#AATT00_7_445)[\[[7_445](../OPSCON_L.XLS#_7_445)\].]{.mark}
    This approach ensures that uniform, nationwide procedures are
    applied and infrastructure activities managed on a broad view basis
    of impact across the NAS.

-   [[Full-time monitoring and control of NAS infrastructure service
    delivery and systems functioning is provided for efficient service
    and systems
    management]{.mark}](../aatt_00.doc#AATT00_7_450)[\[[7_450](../OPSCON_L.XLS#_7_450)\].]{.mark}

-   [[Remote monitoring and control is increasingly used to enhance
    timeliness of response to infrastructure user needs, and increase
    efficiency in the use of field
    personnel]{.mark}](../aatt_00.doc#AATT00_7_455)[\[[7_455](../OPSCON_L.XLS#_7_455)\].]{.mark}

-   [[In-depth NAS infrastructure management expertise is consolidated
    to provide rapid, effective response to infrastructure user needs,
    and effect
    efficiencies]{.mark}](../aatt_00.doc#AATT00_7_460)[\[[7_460](../OPSCON_L.XLS#_7_460)\].]{.mark}

-   [[Information collection and exchange, automated decision support,
    and remote monitoring and control systems are effectively
    integrated]{.mark}](../aatt_00.doc#AATT00_7_465)[\[[7_465](../OPSCON_L.XLS#_7_465)\].]{.mark}

# 3.6.1.1 Operations and Services (2000/2005) 

**Traffic Flow Management**: [[Service providers at the ATCSCC develop a
NAS-wide understanding of conditions, capacity, and traffic flow to
serve as a central point-of-contact for NAS users and local service
providers]{.mark}](../aatt_00.doc#AATT00_7_470)[\[[7_470](../OPSCON_L.XLS#_7_470)\].]{.mark}
[[They use the NAS-wide information system to manage information about
current and predicted NAS conditions as well as past
performance]{.mark}](../aatt_00.doc#AATT00_7_475)[\[[7_475](../OPSCON_L.XLS#_7_475)\].
[The ATCSCC utilizes broader information on international traffic and
aviation equipment in support of global traffic flow
management](../aatt_00.doc#AATT00_7_480)]{.mark}[\[[7_480](../OPSCON_L.XLS#_7_480)\].]{.mark}

[[Because local service providers have access to the NAS-wide
information system, projected demand for the day, and tools to
strategically identify areas and times of higher density, traffic flow
management issues can be efficiently resolved at the local
level]{.mark}](../aatt_00.doc#AATT00_7_485)[\[[7_485](../OPSCON_L.XLS#_7_485)\].]{.mark}
[[In coordination with the national flow management, and in
collaboration with the user, local traffic flow management explores
alternatives for managing the potential
problems]{.mark}](../aatt_00.doc#AATT00_7_490)[\[[7_490](../OPSCON_L.XLS#_7_490)\].]{.mark}
[[The ATCSCC stays informed about traffic flow restrictions initiated
locally]{.mark}](../aatt_00.doc#AATT00_7_495)[\[[7_495](../OPSCON_L.XLS#_7_495)\].]{.mark}
[[Working with service providers at terminal and en route facilities,
the ATCSCC also initiates and coordinates traffic flow restrictions of a
broad scope, strategic/tactical nature when
required]{.mark}](../aatt_00.doc#AATT00_7_500)[\[[7_500](../OPSCON_L.XLS#_7_500)\].]{.mark}
[[ATCSCC service providers also play a lead role in improving overall
NAS service by managing national programs that modify national
procedures and techniques governing daily
operations]{.mark}](../aatt_00.doc#AATT00_7_505)[\[[7_505](../OPSCON_L.XLS#_7_505)\].]{.mark}

[[Keeping abreast of NAS status and local traffic management initiatives
is efficiently done with the NAS-wide information
system]{.mark}](../aatt_00.doc#AATT00_7_510)[\[[7_510](../OPSCON_L.XLS#_7_510)\].]{.mark}
[[Less time is spent on status checking, allowing service providers and
users to focus on analyzing situations and on coordinating traffic
management
strategies]{.mark}](../aatt_00.doc#AATT00_7_515)[\[[7_515](../OPSCON_L.XLS#_7_515)\].]{.mark}
[[Service providers at the ATCSCC develop a composite understanding of
NAS weather and capacity conditions and make appropriate updates to the
NAS-wide information
system]{.mark}](../aatt_00.doc#AATT00_7_520)[\[[7_520](../OPSCON_L.XLS#_7_520)\].]{.mark}
To this end, [[service providers at the ATCSCC monitor multi-source
weather information, including displays integrating weather and traffic
information. This information incorporates data provided by NAS users,
and is used to predict NAS element capacities and traffic flow
patterns]{.mark}](../aatt_00.doc#AATT00_7_525)[\[[7_525](../OPSCON_L.XLS#_7_525)\].]{.mark}

[[The demand-capacity balance of major traffic flows across the NAS is
monitored by the ATCSCC with a broader strategic focus than local
service providers. Particular attention is given to departure and
arrival demand and runway configurations at major airports, SUA active
status and schedules, special events, and en route traffic volume. This
monitoring activity at the ATCSCC makes extensive use of predictive
capabilities,]{.mark}](../aatt_00.doc#AATT00_7_530) enhanced by [[more
comprehensive and current information from users and international
service
providers]{.mark}](../aatt_00.doc#AATT00_7_530)[\[[7_530](../OPSCON_L.XLS#_7_530)\].]{.mark}
[[Revisions to schedules and routes are included in this set of
information. For example, the ATCSCC receives flight cancellation
information at the same time as an airport. They also receive
information identifying how quickly the next aircraft would be available
for
takeoff]{.mark}](../aatt_00.doc#AATT00_7_535)[\[[7_535](../OPSCON_L.XLS#_7_535)\]]{.mark}
(e.g., which aircraft have pushed back). [[It is the responsibility of
service providers at local facilities to set such capacity measures as
airport arrival acceptance
rates]{.mark}](../aatt_00.doc#AATT00_7_540)[\[[7_540](../OPSCON_L.XLS#_7_540)\].]{.mark}

[[Information about arrival capacity allocations, reroute programs and
other restrictions is automatically recorded, as is information from
local
facilities]{.mark}](../aatt_00.doc#AATT00_7_545)[\[[7_545](../OPSCON_L.XLS#_7_545)\].]{.mark}
The recorded information includes both predicted and actual conditions.
[[Service providers at the ATCSCC coordinate with local service
providers as needed to verify information about, anticipated congestion,
delays, and/or other adverse
situations]{.mark}](../aatt_00.doc#AATT00_7_550)[\[[7_550](../OPSCON_L.XLS#_7_550)\].]{.mark}

[[To anticipate where and when demand might exceed capacity, both local
and national traffic flow managers rely on decision support
systems]{.mark}](../aatt_00.doc#AATT00_7_555)[\[[7_555](../OPSCON_L.XLS#_7_555)\].]{.mark}
For example, [[areas and times of high demand across the NAS are
predicted by identifying optimal wind routes, determined through
analysis of upper air winds
information]{.mark}](../aatt_00.doc#AATT00_7_560)[\[[7_560](../OPSCON_L.XLS#_7_560)\].]{.mark}
[[A decision support system helps the service provider evaluate the
impact of proposed strategies on the NAS by identifying options for
avoiding problematic traffic
situations]{.mark}](../aatt_00.doc#AATT00_7_565)[\[[7_565](../OPSCON_L.XLS#_7_565)\].]{.mark}

[[The NAS-wide information system makes information available to all
service providers for a common understanding of
situations]{.mark}](../aatt_00.doc#AATT00_7_570). Hence, [[they can
collaboratively plan strategies that are not only more responsive to the
situation, but also consider the needs of the entire
NAS]{.mark}](../aatt_00.doc#AATT00_7_570)[\[[7_570](../OPSCON_L.XLS#_7_570)\].]{.mark}
[[User flexibility is significantly expanded by advance information
about demand and capacity.](../aatt_00.doc#AATT00_7_575)]{.mark} The
information allows users to avoid delays or other consequences by
[[revising their plans in a timely
manner]{.mark}](../aatt_00.doc#AATT00_7_575)[\[[7_575](../OPSCON_L.XLS#_7_575)\].]{.mark}

[[ATCSCC service providers continue to manage capacity control programs
(CCPs), however, more accurate, real-time data and user collaboration
reduce the frequency of such initiatives. The programs are primarily
used in the case of infrastructure outages or inclement
weather]{.mark}](../aatt_00.doc#AATT00_7_580)[\[[7_580](../OPSCON_L.XLS#_7_580)\].]{.mark}
When CCPs are necessary, the user assumes responsibility for adhering to
allocated arrival times. [[In some instances international flights will
be included in CPCs, providing for a more equitable distribution of
impact and increasing the users options for time slot
substitutions]{.mark}](../aatt_00.doc#AATT00_7_585)[\[[7_585](../OPSCON_L.XLS#_7_585)\].]{.mark}
[[Decision support systems aid the ATCSCC in monitoring user adherence
to arrival
times]{.mark}](../aatt_00.doc#AATT00_7_590)[\[[7_590](../OPSCON_L.XLS#_7_590)\].]{.mark}

[[To resolve recurrent traffic flow problems, the ATCSCC will present
service providers with improved automation capabilities for monitoring,
measuring and reporting NAS
performance]{.mark}](../aatt_00.doc#AATT00_7_595)[\[[7_595](../OPSCON_L.XLS#_7_595)\].]{.mark}
This [[automation includes decision support systems for developing
alternative airspace designs, simulating traffic through the NAS for
each airspace structure proposal, and evaluating each
proposal]{.mark}](../aatt_00.doc#AATT00_7_600)[\[[7_600](../OPSCON_L.XLS#_7_600)\].]{.mark}
[[Resolution of recurrent problems may include inter-facility
coordination to analyze operational data, develop procedural changes,
and negotiate with NAS users and local service
providers]{.mark}](../aatt_00.doc#AATT00_7_605)[\[[7_605](../OPSCON_L.XLS#_7_605)\].]{.mark}
[[The analysis of NAS operations includes an assessment of the general
effectiveness and fairness of flow
constraints]{.mark}](../aatt_00.doc#AATT00_7_610)[\[[7_610](../OPSCON_L.XLS#_7_610)\].
[Information from the analysis is entered into the NAS-wide information
system and helps identify compliance issues and incentives to improve
collaborative flow
planning](../aatt_00.doc#AATT00_7_615)]{.mark}[\[[7_615](../OPSCON_L.XLS#_7_615)\].]{.mark}

**Infrastructure**: [[NAS service delivery refers to the management of
NAS equipment, facilities, systems, and the services they provide.
Managing services ultimately relies on managing systems and their
component
elements]{.mark}](../aatt_00.doc#AATT00_7_620)[\[[7_620](../OPSCON_L.XLS#_7_620)\].]{.mark}
These [[system management activities are effectively performed by a
prioritization scheme and responsiveness based on service performance
needs]{.mark}](../aatt_00.doc#AATT00_7_625)[\[[7_625](../OPSCON_L.XLS#_7_625)\].]{.mark}
For example, response and recovery times for air traffic decision
support systems support the air traffic services provider's reliance on
automation, given the direction toward a paperless environment by 2005.

[[NAS infrastructure services include communications, navigation,
surveillance, weather, decision support, and environmental
services]{.mark}](../aatt_00.doc#AATT00_7_630)[\[[7_630](../OPSCON_L.XLS#_7_630)\].
[Some infrastructure services such
as](../aatt_00.doc#AATT00_7_635)]{.mark} [navigation and landing
signals, and aeronautical information broadcasts are provided directly
to FAA customers]{.mark}[\[[7_635](../OPSCON_L.XLS#_7_635)\].]{.mark}

# 3.6.2 Number range Level3Number range Level2Traffic Flow Management Operational Concept (2005/Mature State) 

The improvements and evolution of TFM operations are all expected to
take place in the near- and mid-term time frames (2000 and 2005).
Consequently, there are no expected changes in TFM services or
operations in the mature state above those already addressed through the
year 2005.

**References**

1\. Air Traffic Service Plan, 1996-2001, April 1997, Draft

2\. RTCA, Inc., October 1995*, Final Report of RTCA Task Force 3: Free
Flight Implementation*, Washington, DC.

3\. RTCA, Inc. August, 1996, *Free Flight Action Plan*, Washington, DC.

4\. A Joint Government/Industry Operational Concept for the Evolution of
Free Flight, Prepared by the RTCA Select Committee on Free Flight
Implementation, August 1997, Washington, DC.

5\. *A Concept of Operations for the National Airspace System in 2005*,
Revision 1.3, Federal Aviation Administration, June 27, 1997

**Bibliography**

1\. *An Evolutionary Operational Concept for Users of the National
Airspace System*, Draft v2.1, Prepared by the RTCA Select Committee on
Free Flight Implementation, June 18, 1997

2\. *National Airspace System Architecture*, Version 2.0, Federal
Aviation Administration, October 1996

3\. *National Airspace System Architecture*, Version 3.0, Briefing
Package, Federal Aviation Administration, September 1997

4\. National Airspace System Operational Concept \-- AATT Product
Transition Analysis, David R. Schleicher, Seagull Technology, Inc.,
September 1997.

6\. National Airspace System Operational Concept \-- AATT Product
Mapping Analysis, George J, Couluris, David R. Schleicher, John A.
Sorensen and Tara J. Weidner, Seagull Technology, Inc., October 1997.

5\. Aviation System Capital Investment Plan, Federal Aviation
Administration, January 1997

5\. FAA/NASA Integrated Plan for Air Traffic Management Research and
Technology Development, V 1.0, Administration, September 1996

**Acronyms**

  --------------- ---------------------------------------------------------
  **AATT**        Advanced Air Transportation Technologies

  **ACARS**       ARINC Communications Addressing and Reporting System

  **ADF**         Automatic Direction Finder

  **ADIZ**        Air Defense Identification Zone

  **ADS-B**       Automatic Dependent Surveillance-Broadcast

  **AERGA**       Advanced Enroute Ground Automation

  **A-FAST**      Active Final Approach Spacing Tool

  **AGL**         Above Ground Level

  **AIRMET**      Airmen\'s Meteorological Information

  **AOC**         Airline Operations Center

  **APATH**       Airborne Planner to Avoid Traffic & Hazards

  **ARINC**       Aeronautical Radio, Incorporated

  **ARTCC**       Air Route Traffic Control Center

  **AT**          Air Traffic

  **ATC**         Air Traffic Control

  **ATCSCC**      Air Traffic Control System Command Center (U.S.)

  **ATCT**        Air Traffic Control Tower

  **ATIS**        Automated Terminal Information System

  **ATM**         Air Traffic Management

  **ATS**         Air Traffic Service

  **AT/ST**       Airspace and Sector Tool

  **AWOS/ASOS**   Automated Weather Observing System/Automated Surface
                  Observing System

  **BASEOPS**     Military Base Operations

  **CAP**         Collaborative Arrival Planning

  **CCP**         Capacity Control Programs

  **CDTI**        Cockpit Display of Traffic Information

  **CFIT**        Controlled Flight Into Terrain

  **CHI**         Computer Human Interface

  **CNS**         Communication, Navigation and Surveillance

  **CPL**         Current Flight Plan

  **CTAS**        Center TRACON Automation System

  **DL**          Data Link

  **DoD**         Department of Defense

  **DSS**         Decision Support System

  **EDP**         Expedite Departure Path

  **EFIS**        Electronic Flight Information System

  **EGPWS**       Enhanced Ground Proximity Warning System

  **ELT**         Emergency Locator Transmitter

  **E-PIREP**     Electronic Pilot Report

  **FAA**         Federal Aviation Administration

  **FANS-1**      Future Air Navigation System-1

  **FBO**         Fixed Base Operator

  **FD**          Flight Deck

  **FL**          Flight Levels

  **FMS**         Flight Management System

  **FP**          Flight Plan

  **FPL**         Filed Flight Plans

  **GA**          General Aviation

  **GNSS**        Global Navigation Satellite System

  **GPS**         Global Positioning System

  **GPWS**        Ground Proximity Warning System

  **HF**          High Frequency

  **IAIPT**       Inter-Agency Integrated Product Team

  **ICAO**        International Civil Aviation Organization

  **IFR**         Instrument Flight Rules

  **ILS**         Instrument Landing System

  **IMC**         Instrument Meteorological Conditions

  **INS**         Inertial Navigation System

  **IOC**         Initial Operational Capability

  **ITWS**        Integrated Terminal Weather System

  **LAAS**        Local Area Augmentation System

  **MFD**         Multi-functional Display

  **MLS**         Microwave Landing System

  **MMR**         Multi-Mode Receiver

  **MSL**         Mean Sea Level

  **NAS**         National Airspace System

  **NASA**        National Aeronautic and Space Administration

  **NASWIS**      NAS-wide Information System

  **NAVAID**      NAVigational AID

  **NM**          Nautical Miles

  **NOTAM**       Notices to Airmen

  **PC**          Personal Computer

  **PDC**         Pre-Departure Clearance

  **PIREP**       Pilot Report

  **P-SMA**       Passive Surface Movement Advisor

  **RNAV**        Area Navigation

  **RNP**         Required Navigation Performance

  **RTCA**        RTCA, Incorporated

  **RVR**         Runway Visual Range

  **RVSM**        Reduced Vertical Separation Minima

  **SID**         Standard Instrument Departure

  **SIGMENT**     Significant Meteorological Information

  **STAR**        Standard Terminal Arrival Route

  **SUA**         Special Use Airspace

  **TFM**         Traffic Flow Management

  **TMA**         Traffic Management Advisor

  **TWDL**        Two-Way Data Link

  **UHF**         Ultra High Frequency

  **UPR**         User Preferred Route

  **UPT**         User Preferred Trajectory

  **VHF**         Very High Frequency

  **VOR/DME**     VHF Omni Range/Distance Measuring Equipment

  **VFR**         Visual Flight Rules

  **VNAV**        Vertical Navigation

  **WAAS**        Wide Area Augmentation System
  --------------- ---------------------------------------------------------

Table of Contents

1 Introduction [1](#introduction)

1.1 Background [1](#number-range-level3number-range-level2background)

1.2 Development Process
[2](#development-number-range-level3number-range-level2process)

1.3 Scope and Intended Use
[3](#number-range-level3number-range-level2scope-and-intended-use)

1.4 Organization
[3](#number-range-level3number-range-level2organization)

2 Current NAS Operational Concept [5](#current-nas-operational-concept)

2.1 Flight Planning [5](#flight-planning)

2.1.1 Operations and Services [5](#operations-and-services)

2.1.2 Users with AOC or AOC-like Capability
[6](#users-with-aoc-or-aoc-like-capability)

2.1.3 GA Users [6](#ga-users)

2.1.4 DoD Users [7](#dod-users)

2.2 Surface Movement [7](#surface-movement)

2.2.1 Operations and Services [7](#operations-and-services-1)

2.2.2 Users with AOC or AOC-like Capability
[7](#users-with-aoc-or-aoc-like-capability-1)

2.2.3 GA Users [7](#ga-users-1)

2.2.4 DoD Users [7](#dod-users-1)

2.3 Terminal Area Operations [9](#terminal-area-operations)

2.3.1 Operations and Services [9](#operations-and-services-2)

2.3.2 Users with AOC or AOC-like Capability
[10](#users-with-aoc-or-aoc-like-capability-2)

2.3.3 GA Users [10](#ga-users-2)

2.3.4 DoD Users [10](#dod-users-2)

2.4 En Route Operations [12](#en-route-operations)

2.4.1 Operations and Services [12](#operations-and-services-3)

2.4.2 Users with AOC or AOC-like Capability
[13](#users-with-aoc-or-aoc-like-capability-3)

2.4.3 GA Users [13](#ga-users-3)

2.4.4 DoD Users [14](#dod-users-3)

2.5 Oceanic Operations [14](#oceanic-operations)

2.5.1 Operations and Services [14](#operations-and-services-4)

2.5.2 Users with AOC or AOC-like Capability
[14](#users-with-aoc-or-aoc-like-capability-4)

2.5.3 GA Users [15](#ga-users-4)

2.5.4 DoD Users [15](#dod-users-4)

2.6 Traffic Flow Management [15](#traffic-flow-management)

2.6.1 Operations and Services [15](#operations-and-services-5)

3 Future NAS Operational Concept [17](#future-nas-operational-concept)

Future Service Provider Roles and Responsibilities
[20](#future-service-provider-roles-and-responsibilities)

Future User Roles and Responsibilities
[22](#future-user-roles-and-responsibilities)

Future Collaborative Activities [22](#future-collaborative-activities)

3.1 Flight Planning
[22](#number-range-level1number-range-level2number-range-level3number-range-figurenumber-range-table3.1-flight-planning)

Future Service Provider Roles and Responsibilities
[23](#future-service-provider-roles-and-responsibilities-1)

Future User Roles and Responsibilities
[24](#future-user-roles-and-responsibilities-1)

Future Collaboration Activities [24](#future-collaboration-activities)

3.1.1 Flight Planning Operational Concept (2000/2005)
[24](#number-range-level3number-range-level2flight-planning-operational-concept-20002005)

3.1.1.1 Operations and Services (2000/2005)
[25](#operations-and-services-20002005)

3.1.1.2 Users With AOC or AOC-like Capability (2000/2005)
[26](#number-range-level3users-with-aoc-or-aoc-like-capability-20002005)

3.1.1.3 GA Users (2000/2005) [26](#number-range-level3ga-users-20002005)

3.1.1.4 DoD Users (2000/2005)
[26](#number-range-level3dod-users-20002005)

3.1.2 Flight Planning Operational Concept (2005/Mature State)
[26](#number-range-level3number-range-level2flight-planning-operational-concept-2005mature-state)

3.1.2.1 Operations and Services (2005/Mature State)
[26](#operations-and-services-2005mature-state)

3.1.2.2 Users With AOC or AOC-like Capability (2005/Mature State)
[27](#number-range-level3users-with-aoc-or-aoc-like-capability-2005mature-state)

3.1.2.3 GA Users (2005/Mature State)
[27](#number-range-level3ga-users-2005mature-state)

3.1.2.4 DoD Users (2005/Mature State)
[27](#number-range-level3dod-users-2005mature-state)

3.2 Surface Movement Operations [28](#surface-movement-operations)

Future Service Provider Roles and Responsibilities
[29](#future-service-provider-roles-and-responsibilities-2)

Future User Roles and Responsibilities
[31](#future-user-roles-and-responsibilities-2)

Future Collaboration Roles and Responsibilities
[31](#future-collaboration-roles-and-responsibilities)

3.2.1 Surface Movement Operational Concept (2000/2005)
[31](#number-range-level3number-range-level2surface-movement-operational-concept-20002005)

3.2.1.1 Operations and Services (2000/2005)
[33](#operations-and-services-20002005-1)

3.2.1.2 Users With AOC or AOC-like Capability (2000/2005)
[35](#number-range-level3users-with-aoc-or-aoc-like-capability-20002005-1)

3.2.1.3 GA Users (2000/2005) [35](#ga-users-20002005)

3.2.1.4 DoD Users (2000/2005)
[36](#number-range-level3dod-users-20002005-1)

3.2.2 Surface Movement Operational Concept (2005/Mature State)
[36](#number-range-level3number-range-level2surface-movement-operational-concept-2005mature-state)

3.2.2.1 Operations and Services (2005/Mature State)
[36](#operations-and-services-2005mature-state-1)

3.2.2.2 Users With AOC or AOC-like Capability (2005/Mature State)
[36](#number-range-level3users-with-aoc-or-aoc-like-capability-2005mature-state-1)

3.2.2.3 GA Users (2005/Mature State)
[37](#number-range-level3ga-users-2005mature-state-1)

3.2.2.4 DoD Users (2005/Mature State)
[37](#number-range-level3dod-users-2005mature-state-1)

3.3 Terminal-Area Operations (Arrival/Departure)
[37](#terminal-area-operations-arrivaldeparture)

Future Service Provider Roles and Responsibilities
[38](#future-service-provider-roles-and-responsibilities-3)

Future User Roles and Responsibilities
[39](#future-user-roles-and-responsibilities-3)

Future Collaboration Activities [39](#future-collaboration-activities-1)

3.3.1 Terminal-Area Operational Concept (2000/2005)
[39](#number-range-level3number-range-level2terminal-area-operational-concept-20002005)

3.3.1.1 Operations and Services (2000/2005)
[40](#operations-and-services-20002005-2)

3.3.1.2 Users With AOC or AOC-like Capability (2000/2005)
[43](#number-range-level3users-with-aoc-or-aoc-like-capability-20002005-2)

3.3.1.3 GA Users (2000/2005)
[44](#number-range-level3ga-users-20002005-1)

3.3.1.4 DoD Users (2000/2005)
[45](#number-range-level3dod-users-20002005-2)

3.3.2 Terminal-Area Operational Concept (2005/Mature State)
[45](#number-range-level3number-range-level2terminal-area-operational-concept-2005mature-state)

3.3.2.1 Operations and Services (2005/Mature State)
[45](#operations-and-services-2005mature-state-2)

3.3.2.2 Users With AOC or AOC-like Capability (2005/Mature State)
[45](#number-range-level3users-with-aoc-or-aoc-like-capability-2005mature-state-2)

3.3.2.3 GA Users (2005/Mature State)
[45](#number-range-level3ga-users-2005mature-state-2)

3.3.2.4 DoD Users (2005/Mature State)
[46](#number-range-level3dod-users-2005mature-state-2)

3.4 En Route (Cruise)
[46](#number-range-level1number-range-level2number-range-level3number-range-figurenumber-range-table3.4-en-route-cruise)

Future Service Provider Roles and Responsibilities
[48](#future-service-provider-roles-and-responsibilities-4)

Future User Roles and Responsibilities
[49](#future-user-roles-and-responsibilities-4)

Future Collaboration Activities [49](#future-collaboration-activities-2)

3.4.1 En Route Operational Concept (2000/2005)
[49](#number-range-level3number-range-level2en-route-operational-concept-20002005)

3.4.1.1 Operations and Services (2000/2005)
[51](#operations-and-services-20002005-3)

3.4.1.2 Users With AOC or AOC-like Capability (2000/2005)
[53](#number-range-level3-users-with-aoc-or-aoc-like-capability-20002005)

3.4.1.3 GA Users (2000/2005)
[53](#number-range-level3ga-users-20002005-2)

3.4.1.4 DoD Users (2000/2005)
[54](#number-range-level3dod-users-20002005-3)

3.4.2 En Route Operational Concept (2005/Mature State)
[54](#number-range-level3number-range-level2en-route-operational-concept-2005mature-state)

3.4.2.1 Operations and Services (2005/Mature State)
[54](#operations-and-services-2005mature-state-3)

3.4.2.2 Users With AOC or AOC-like Capability (2005/Mature State)
[54](#number-range-level3users-with-aoc-or-aoc-like-capability-2005mature-state-3)

3.4.2.3 GA Users (2005/Mature State)
[55](#number-range-level3ga-users-2005mature-state-3)

3.4.2.4 DoD Users (2005/Mature State)
[55](#number-range-level3dod-users-2005mature-state-3)

3.5 Oceanic [55](#oceanic)

Future Service Provider Roles and Responsibilities
[56](#future-service-provider-roles-and-responsibilities-5)

Future User Roles and Responsibilities
[57](#future-user-roles-and-responsibilities-5)

Future Collaboration Activities [57](#future-collaboration-activities-3)

3.5.1 Oceanic Operational Concept (2000/2005)
[57](#number-range-level3number-range-level2oceanic-operational-concept-20002005)

3.5.1.1 Operations and Services (2000/2005)
[58](#operations-and-services-20002005-4)

3.5.1.2 Users With AOC or AOC-like Capability (2000/2005)
[59](#number-range-level3users-with-aoc-or-aoc-like-capability-20002005-3)

3.5.1.3 GA Users (2000/2005)
[59](#number-range-level3ga-users-20002005-3)

3.5.1.4 DoD Users (2000/2005)
[60](#number-range-level3dod-users-20002005-4)

3.5.2 Oceanic Operational Concept (2005/Mature State)
[60](#number-range-level3number-range-level2oceanic-operational-concept-2005mature-state)

3.5.2.1 Operations and Services (2005/Mature State)
[60](#operations-and-services-2005mature-state-4)

3.5.2.2 Users With AOC or AOC-like Capability (2005/Mature State)
[60](#number-range-level3users-with-aoc-or-aoc-like-capability-2005mature-state-4)

3.5.2.3 GA Users (2005/Mature State)
[60](#number-range-level3ga-users-2005mature-state-4)

3.5.2.4 DoD Users (2005/Mature State)
[60](#number-range-level3dod-users-2005mature-state-4)

3.6 Traffic Flow and Infrastructure Management
[60](#traffic-flow-and-infrastructure-management)

Future Service Provider Roles and Responsibilities
[62](#future-service-provider-roles-and-responsibilities-6)

Future User Roles and Responsibilities
[62](#future-user-roles-and-responsibilities-6)

Future Collaboration Activities [62](#future-collaboration-activities-4)

3.6.1 Traffic Flow and Infrastructure Management Operational Concept
(2000/2005)
[62](#number-range-level3number-range-level2traffic-flow-and-infrastructure-management-operational-concept-20002005)

3.6.1.1 Operations and Services (2000/2005)
[64](#operations-and-services-20002005-5)

3.6.2 Traffic Flow Management Operational Concept (2005/Mature State)
[67](#number-range-level3number-range-level2traffic-flow-management-operational-concept-2005mature-state)

[^1]: Free Flight is "...a safe and efficient operating capability under
    instrument flight rules (IFR) in which the operators have the
    freedom to select their path and speed in real time. Air traffic
    restrictions are only imposed to ensure separation, to preclude
    exceeding airport capacity, to prevent unauthorized flight through
    Special Use Airspace (SUA), and to ensure safety of flight.
    Restrictions are limited in extent and duration to correct the
    identified problem. Any activity which removes restrictions
    represents a move toward Free Flight." \[1\]