**AATT Operational Concept for ATM Year 2002 Update (AATT02)**

**Volume One: Narrative Description**

**January 31, 2002**

NAS2-98005

TECHNICAL RESEARCH IN ADVANCED AIR TRANSPORTATION TECHNOLOGIES

Final

**AATT Operational Concept for ATM Year 2002 Update (AATT02)**

**Volume One**

**Narrative Description**

CDRL Item 2c

# PREPARED UNDER {#prepared-under .unnumbered}

# RTO -- 62 {#rto-62 .unnumbered}

# AATT Operational Concept for ATM -- Year 2002 Update {#aatt-operational-concept-for-atm-year-2002-update .unnumbered}

#### January 31, 2002 {#january-31-2002 .unnumbered}

#### Prepared For: NASA Ames Research Center {#prepared-for-nasa-ames-research-center .unnumbered}

#### Moffett Field, CA 94035-1000 {#moffett-field-ca-94035-1000 .unnumbered}

#### Prepared By: Titan Systems Corporation -- SRC Division {#prepared-by-titan-systems-corporation-src-division .unnumbered}

**Billerica, MA 01821-4134**

Executive Summary

One goal of NASA\'s Advanced Air Transportation Technologies (AATT)
Project is to develop advanced Operational Concepts (OPSCONs) for the
National Airspace System (NAS). In 1997, the AATT Project Office
published a document entitled, \"Air Traffic Management Operations
Concept\". This 1997 document integrated the viewpoints of the user
community (e.g., RTCA Inc., airlines) and the air traffic service
provider (e.g., the FAA) to provide a potential NAS OPSCON as it evolves
over three timeframes: 1997-2000, 2000-2005, and 2005 and beyond. In
2000 and early 2001, updates to the 1997 Operational Concept document
were published. Those reports reflected government and industry
activities in the intervening years, and provided a new organizational
framework for continuing to add details about future operational concept
elements.

This document provides a further update of the evolutionary concept of
operations for the National Airspace System (NAS) and provides further
refinements to the structural viewpoint from which to examine the
enhancements to the existing NAS that are needed to evolve to the future
system. The operational concept presented in this document is built on
the foundation of the 1997, 2000, and 2001 versions of the Advanced Air
Transportation Technologies (AATT) Operational Concept. As in previous
editions, this two volume presentation emphasizes the enhancements and
changes to the existing NAS that need to be implemented in order to
satisfy the NAS user and service provider needs. In Volume I, ten
Enhancement Areas are defined based on the NAS service model used by the
Federal Aviation Administration (FAA). The Enhancement Areas are: System
Capabilities, Flight Planning, Separation Assurance, Situational
Awareness and Advisory, Navigation and Landing, Traffic Management -
Strategic Flow, Traffic Management -- Synchronization, Airspace
Management, Emergency and Alerting, and, Infrastructure/Information
Management. The operational concept for each of the ten Enhancement
Areas is presented and a set of applications in each Enhancement Area
that are planned by the National Aeronautics and Space Administration
(NASA) and the FAA are identified.

A change in this edition is the source documents from which the
applications are drawn. In the 2001 document, the primary documents were
the NASA AATT and DAG applications, and the FAA's Architecture 4.0
applications as defined on their CAT listing (Reference: FAA ASD CATS
site <http://63.73.31.243/CATS/CATSI.cfm>). In the 2002 document, the
Architecture 4.0 listing was dropped and replaced by the applications
contained within the 2001 editions of the FAA's National Aviation
Research Plan (NARP) and the Capital Investment Plan (CIP). It was felt
that applications derived from these references were more closely
aligned to FAA's actual funding plans and provided more complete and
comprehensive descriptions of the applications.

Volume II presents the most recent information available at the time of
publication concerning each application. This presentation method
provides the reader with a clear understanding of the work that remains
to be accomplished in order to meet the stated future needs of the NAS
user and service provider.

The future NAS will differ dramatically from the current NAS. It will be
characterized by:

New Technologies - New technologies in communication, surveillance,
navigation, automation, and weather sensing will be provided via a
phased technology implementation. These technologies includes seamless
communications, fault-tolerant systems, and enhanced weather sensing and
forecasting capabilities.

**Improved Information** -- User and service provider situational
awareness will be increased with a common situational picture among
users and service providers. A NAS-wide information distribution system
will greatly increase the collection, distribution, and use of useful
information.

**New Roles and Responsibilities** -- There will be redistributed roles
and responsibilities for separation assurance. Collaborative
decision-making will be the rule, supported by human centered decision
support tools

**New Airspace Structures and Rules --** There will be a capability for
dynamic airspace boundary adjustments. Structure routes will be
eliminated. There will be reduced separation standards, and oceanic
airspace will closely remember domestic airspace structures and rules.

**Improved NAS Management** - There will be an improved
infrastructure/information management capability. NAS performance
measurement, facility management, and operational supervision will be
improved.

**Ability to Handle New Vehicle Classes --** The future NAS will have
the ability to efficiently handle new vehicle classes: tilt rotor,
Unmanned Aerial Vehicles (UAV), Expendable Launch Vehicles (ELV), and
Reusable Launch Vehicles (RLV).

# Preface {#preface .unnumbered}

This document was authored by: Paul Abramson, Stephen DePascale, Ted
Hsu, and Edmund Koenke. Allan Krueger was the contractor task lead.

The authors wish to acknowledge the leadership of Del Weathers, NASA
Task Manager, and to thank him for his contributions, guidance, and
support in the conduct of this work and in the preparation of this final
report.

Table of Contents

Executive Summary ii

Preface iv

Table of Contents v

1.  Introduction 1

    1.  Background 1

    2.  Intended Use and Assumptions 2

    3.  Scope 2

        1.  Enhancement Area Selection Process 2

        2.  Enhancement/Applications Hierarchy 3

    4.  Document Organization 3

2.  Enhancement Area Descriptions 5

    1.  System Capabilities 7

        1.  System Capabilities Operational Description 7

        2.  System Capabilities Benefits 11

    2.  Flight Planning 12

        1.  Flight Planning Operational Description 12

        2.  Flight Planning Benefits 15

    3.  Separation Assurance 16

        1.  Separation Assurance Operational Description 16

        2.  Separation Assurance Benefits 22

    4.  Situational Awareness and Advisory 23

        1.  Situational Awareness and Advisory Operational Description
            23

        2.  Situational Awareness and Advisory Benefits 28

    5.  Navigation and Landing 29

        1.  Navigation and Landing Operational Description 29

        2.  Navigation and Landing Benefits 31

    6.  Traffic Management -- Strategic Flow 32

        1.  Traffic Management -- Strategic Flow Operational Description
            32

        2.  Traffic Management -- Strategic Flow Benefits 37

    7.  Traffic Management -- Synchronization 38

        1.  Traffic Management -- Synchronization Operational
            Description 38

        2.  Traffic Management -- Synchronization Benefits 47

    8.  Airspace Management 48

        1.  Airspace Management Operational Description 48

        2.  Airspace Management Benefits 53

    9.  Emergency and Alerting 54

        1.  Emergency and Alerting Operational Description 54

        2.  Emergency and Alerting Benefits 54

    10. Infrastructure/Information Management 55

        1.  Infrastructure/Information Management Operational
            Description 55

        2.  Infrastructure/Information Management Benefits 60

3.  Summary 61

Appendix A. Bibliography 62

Appendix B. Glossary/Acronyms 64

Appendix C. Application Allocations to Enhancement Area 69

# Introduction

This document provides an evolutionary concept of operations for the
National Airspace System (NAS). The operational concept presented is
built on the foundation of the 1997, 2000, and 2001 versions of the
Advanced Air Transportation Technologies (AATT) Operational Concept.
This edition documents the latest in an evolutionary path to analyze ATM
requirements and provide an integrated and cohesive framework for
subsequent concept development and assessment activities.

In Volume I, ten Enhancement Areas are defined based on the NAS service
model used by the Federal Aviation Administration (FAA). The operational
concept for each of the ten Enhancement Areas is presented and a set of
applications in each Enhancement Area that are planned by the National
Aeronautics and Space Administration (NASA) and the FAA are identified.

Volume II presents available information about each application. This
presentation method provides the reader with a clear understanding of
the projects and/or work that remains to be accomplished in order to
meet the stated future needs of the NAS user and service provider.

## Background

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

Several operational concept documents have a scope that is limited to a
particular time and/or only one viewpoint (e.g., service provider,
NAS-user). For example, the FAA\'s "ATS Concept of Operations for the
National Airspace System in 2005-Narrative"(Reference 21) published in
1997 is focused on the service provider\'s viewpoint for the NAS in the
year 2005, while RTCA\'s "A Joint Government/Industry Operational
Concept for the Evolution of Free Flight" (Reference 17), also published
in 1997, is focused on the user\'s viewpoint for three phases of the NAS
in the future.

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 Free Flight concept was developed by the RTCA Task Force on Free
Flight during 1995. The RTCA Task Force produced the report "A Joint
Government/Industry Operational Concept for the Evolution of Free
Flight" 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
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 (IFR) will benefit the most
through greater flexibility, historically only enjoyed by VFR flights.
In December of 2000, RTCA updated the 1997 document and published the
"National Airspace System Concept of Operation, RTCA Select Committee on
Free Flight" (Reference 18).

In 1997, the AATT Project Office released the original version of this
document entitled, \"Air Traffic Management Operations Concept\"
(Reference 15). The 1997 document integrated the viewpoints of both the
user community and the air traffic service provider, as well as provided
these viewpoints in three time breakouts for the NAS; Current-2000,
2000-2005, 2005-Mature State. This Operational Concept was updated by
the AATT Project Office in January 2000 and 2001 in reports entitled
"Aviation System Capacity Program **-** Advanced Air Transportation
Technologies Operational Concept -- 2000" (and 2001, Reference 2 and 16
respectively).

## Intended Use and Assumptions

The AATT Operational Concept for ATM Year 2002 update will be used by
the AATT project 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 parallel with the development of this document, another document
"Research and Development Gap Analysis -- 2002" is being prepared. The
Gap Analysis provides an assessment of gaps in the research applications
needed to achieve the enhancements to the NAS services described in the
AATT ATM/OPSCON - 2002 Update.

[Some of the enhancements and applications presented as part of this
operational concept rely on users to equip with advanced avionics
technologies](../AATT.doc#AATT1_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 assumed that even though users will equip, [not all
will be similarly equipped](../AATT.doc#AATT1_130). Indeed, [varying
levels of equipage will imply varying levels of service within the
NAS](../AATT.doc#AATT1_130)\[[1_130](../OPSCON_L.XLS#_1_130)\]. This is
primarily because [users make business decisions on equipage level based
on their cost/benefit assessments](../NEW_DOCS/NASA/DAG_TM#DAG_1)
\[[1_131](../OPSCON_L.XLS#_1_131)\]. However, [every aircraft in the NAS
is expected to obtain some benefits regardless of their equipage level,
with the level of benefits increasing as the level of equipage
increases](../NEW_DOCS/NASA/DAG_TM#DAG_2).

## Scope

This operational concept document provides an overview of the proposed
enhancements to the future NAS operation. This approach was selected
since the operation of the current NAS has been provided in the previous
Operational Concepts discussed above. More importantly, since it
highlights the changes and modifications to the NAS in a way that is
easily identified by the reader. In the approaches taken previously, it
is sometime difficult to determine what operational concepts are new and
what applications or projects are being proposed to accomplish the
proposed enhancements. This document clearly identifies the needed
enhancements to the NAS and the applications/projects that are proposed
to achieve these enhancements.

### Enhancement Area Selection Process

There are several possible models for the selection of the NAS
Enhancement Areas. These include:

-   Functions - the description of the future enhancements to the NAS by
    the major NAS functions, i.e., Communications, Navigation and
    Landing, Surveillance, Weather, Automation, and
    Management/Maintenance

-   Domain - the description of the future enhancements to the NAS on
    the Airport Surface, in the Terminal Area, En Route, Oceanic, and
    National domains

-   Phase of Flight - the description of the future enhancements to the
    NAS by phase of flight, i.e., pre-flight, pushback, taxi, takeoff,
    climb, cruise, descent approach, landing, taxi, docking.

-   NAS Services - the description of the future enhancements to the NAS
    by service area, i.e., Flight Planning, Separation Assurance,
    Situational Awareness and Advisory, Traffic Management
    Synchronization, Traffic Management Strategic Flow, Emergency and
    Alerting, Navigation and Landing, Airspace Management, and
    Infrastructure/Information Management.

The approach selected for this presentation of operational concept is
based on NAS Services. This approach has been selected since it there is
almost a unique (i.e., one-to-one) mapping between the Enhancement Areas
and the AATT Tools, Distributed Air/Ground Concept Elements (DAG CEs),
and projects described in FAA's Capital Investment Plan (CIP) and
National Aviation Research Plan (NARP). In other words, there are few
cases in which an application will appear in more than one Enhancement
Area although this situation does occur. However, use of the other
models results in a many-to-many mapping of applications to Enhancement
Areas. In addition, the NAS Services structure is used by the FAA
systems engineering activity to describe the changes that they foresee
for the NAS. Thus, adopting an Enhancement Area model based on the NAS
Service approach makes this operational concept presentation directly
usable by the FAA. The specific Enhancement Areas that are used in this
document are:

(1) System Capabilities

(2) Flight Planning

(3) Separation Assurance

(4) Situational Awareness and Advisory

(5) Navigation and Landing

(6) Traffic Management - Strategic Flow

(7) Traffic Management - Synchronization

(8) Airspace Management

(9) Emergency and Alerting

(10) Infrastructure/Information Management

Descriptions of each of the Enhancement Areas are provided at the
beginning of Chapter 2.

### Enhancement/Applications Hierarchy

The enhancements to the NAS will be accomplished by the implementation
of a series of proposed applications or projects that are included in
the following categories:

-   NASA AATT Decision Support Tools (Reference 7)

-   NASA AATT Distributed Air/Ground Concept Elements (Reference 1)

-   FAA CIP Projects (Reference 20)

-   FAA NARP Projects (Reference 19)

There are a wide number of potential applications that might be
considered in this analysis. To narrow those down to a realistic scope,
we considered only those applications that appear in NASA's AATT and DAG
plans (and AvSTAR plans in the future) and FAA's National Aviation
Research Plan (NARP) or Capital Investment Plan (CIP). These
applications represent projects that are likely to receive NASA or FAA
funding in the future.

Each of the applications within these categories has been allocated or
mapped to a specific Enhancement Area and in most cases to only one
Enhancement Area. This mapping is provided as Appendix C.

## Document Organization

This document is organized as two volumes. Volume I presents an
operational description of each of the ten Enhancement Areas and a list
of the applications associated with each Enhancement Area. Potential
benefits are summarized for the Enhancement Area.

Volume II is organized in a similar manner to Volume I in that a
separate chapter is devoted to each Enhancement Area. However, within
each chapter, a separate section is devoted to each relevant application
and the most recent description of that application available at the
time of publication is provided. Future updates to this document will be
accomplished by simply replacing the appropriate section with the most
recent description of that application. It is expected that as the
applications mature, more complete descriptions of the applications will
be developed. Further, it is also expected that over time, some
applications will be dropped while new applications may be added. It is
not expected however that any significant change to the Enhancement
Areas will occur in the foreseeable future. Only the applications, or
the methods of achieving the needed enhancements, are expected to
change.

# Enhancement Area Descriptions

Ten **Enhancement Areas** were defined based on the NAS service model
(Reference: FAA ASD CATS site
[[http://63.73.31.243/CATS/CATSI.cfm]{.underline}](http://63.73.31.243/CATS/CATSI.cfm)).
An Enhancement Area (System Capabilities) was added to the FAA ATC
service model to catch ONS's that did not fit into one of the original
nine. The Enhancement Areas are:

(1) **System Capabilities** -- composed of four primary components: (1)
    enhancements to the NAS infrastructure; (2) technological standards
    by which NAS design shall be guided; (3) enhancements to the overall
    system capability that cannot be allocated to another Enhancement
    Area, which can include statements of overall economic, performance,
    or system requirements; and (4) system changes required to
    accommodate new classes of vehicles such as Tilt Rotor, ELV, RLV,
    and UAVs. This area includes infrastructure systems (e.g., Airport
    Surveillance Radars (ASRs), Air Route Surveillance Radars (ARSRs),
    Automatic Dependent Surveillance-Broadcast (ADS-B); automation
    systems themselves; and communications standards including
    communications interfaces and protocols, information transport, data
    and communications security.

(2) **Flight Planning** - provides flight plan support for pilots and
    flight plan data processing. Capabilities include pre-flight and
    in-flight flight collaboration, plan filing, processing and usage,
    and the provision of flight planning information and development
    support. Collection and processing of proposed and amended flight
    plans and dissemination of approved IFR and VFR flight plans are
    also included.

(3) **Separation Assurance** - ensures that aircraft maintain a safe
    distance from other aircraft, terrain, obstacles, weather and
    selected types of airspace not designated for routine air travel.
    Capabilities include on-board and ground based separation functions
    on the airport surface and in the terminal, en route, and oceanic
    domains. Separation assurance results in a clearance from the
    controller to the pilot or in a command from an on-board system such
    as the Traffic Alert and Collision Avoidance System (TCAS) to
    execute an evasive maneuver.

(4) **Situational Awareness and Advisory** - provides advice and
    information to assist pilots in the safe conduct of flight and
    aircraft movement. Capabilities include the development and
    dissemination of weather, traffic and NAS status information and
    advisories to enhance the situational awareness of pilots and
    controllers. This area also includes the generation of alerts
    including conflict alerts, terrain and obstacle alerts, severe
    weather alerts, wind shear alerts, wake vortex alerts, and
    microburst alerts. Normal IFR/VFR traffic advisories, automatic
    terminal information service (ATIS), and weather advisories
    including icing and clear air turbulence are also included in this
    area.

(5) **Navigation and Landing** - provides electronic and visual guidance
    to pilots/aircraft to enable safe and efficient use of the NAS.
    Capabilities include airborne, landing, and surface guidance.
    Information is provided to pilots to determine their location from
    point-to-point during flight with and without visual reference to
    the ground. This includes navigation reference definition, on-board
    navigation, remote determination of aircraft course and position,
    and approach and landing guidance.

(6) **Traffic Management-Strategic Flow** - provides for orderly flow of
    air traffic from a national system perspective in order to maximize
    overall NAS throughput, flexibility, and predictability.
    Capabilities include long term planning, flight day traffic flow
    management, tactical Special Use Airspace (SUA) allocation, and
    traffic flow data archiving and performance assessment. This service
    strategically plans the number of aircraft using the national system
    to ensure safe, orderly, and efficient movement under varying
    operational conditions.

(7) **Traffic Management-Synchronization** - supports the merging,
    sequencing and spacing of aircraft for efficient use of the NAS from
    the perspective of a local facility or group of facilities.
    Capabilities include synchronization of both airborne and surface
    traffic. This service tactically coordinates the number of aircraft
    using the local system to ensure safe, orderly, and efficient
    movement under varying operational conditions.

(8) **Airspace Management** - ensures the safe and efficient use of
    airspace as a national resource through design, allocation, and
    stewardship of the airspace. Capabilities include airspace design
    and strategic management of SUA. Classification of airspace to
    balance the varied needs of user groups and the general public in a
    safe and efficient manner is accomplished by this service including
    the development of airspace structures, route structures, and
    aeronautical charts.

(9) **Emergency and Alerting** - monitors the NAS for distress or urgent
    situations, evaluates the nature of the distress, and provides an
    appropriate response to the emergency. Capabilities include
    emergency assistance and alerting support. This area provides
    emergency assistance to local, state, federal agencies, foreign
    agencies and private entities in support of their aviation
    activities including: airspace and airport planning; procedures
    development; training; maintenance; flight inspection; charts and
    forms; and, law enforcement support. This area also includes flight
    monitoring and following, emergency assistance, and military and
    government operations assistance. In addition, search and rescue
    (S&R) alerts are initiated after determining that an aircraft may be
    overdue, lost, or downed and physical search activities are
    supported by providing information and direction.

(10) **Infrastructure/Information Management** - ensures a safe and
     efficient NAS through management and operation of the Air Traffic
     Control (ATC) infrastructure, by promoting the optimal use of the
     aviation radio spectrum, and through the dissemination of
     aeronautical information. Capabilities include monitoring and
     maintenance, communications management, and aviation information
     collection and dissemination. This area provides for the monitoring
     of all NAS systems. It also includes the management of
     infrastructure strategic resources, infrastructure systems,
     logistics, documentation, system status information, and operations
     and maintenance (O&M) data. It includes planning and managing
     communication resources including spectrum management.

> Support for NAS-wide information collection and distribution to all
> users and service providers including collection and dissemination of
> aeronautical information (i.e., aeronautical charts, flight
> information publications, air traffic control, Notice to Airmen
> (NOTAMs)) and weather information in support of safe and efficient
> operation of aircraft is also provided.

## System Capabilities Enhancement Area

The System Capabilities Enhancement Area is composed of three primary
components: (1) enhancements to the NAS infrastructure; (2)
technological standards by which NAS design shall be guided (such as
communication protocols); and (3) enhancements to the overall system
capability that cannot be allocated to another Enhancement Area, which
can include statements of overall economic, performance, or system
requirements. The enhancements include enhanced surface, terminal, en
route, and oceanic communication, navigation, and surveillance; improved
weather systems; new service provider processors/displays and decision
support tools; improved airport security and safety technologies;
improved safety and security systems.

### System Capabilities Enhancement Area Operational Description 

Equipage - The future air traffic environment will provide flexibility
and efficiency through development of a global airspace system
incorporating the International Civil Aviation Organization's (ICAO)
communication, navigation and surveillance (CNS/ATM) concept. Some of
the operational concepts rely on users to equip with advanced avionics
technologies. It is important to state that not all users will be fully
equipped in near term; the operational concepts merely reflect the
capabilities available in the near term for those users that equip. It
is clear that even though users may equip, not all will be similarly
equipped. Indeed, varying levels of equipage will imply varying levels
of service within the NAS. \[1_130\] This is primarily because users
make business decisions on equipage level based on their cost/benefit
assessments. \[1_131\] However, it is expected that every aircraft in
the NAS will obtain some benefits regardless of their equipage level,
with the level of benefits increasing as the level of equipage
increases. \[1_132\]

Widespread RNAV equipage and expanded surveillance coverage with new
technology provide increased access to airports and airspace in poor
weather conditions.

Most DoD aircraft are equipped with Global Air Traffic Management (GATM)
enhancements.

DoD aircraft that transit oceanic airspace have essentially the same
characteristics as those described for civil users. Most of these
aircraft fall into the military tanker/transport category. Those that do
not are generally in formation with a tanker aircraft operating
according to MARSA (Military Accepts Responsibility for Separation of
Aircraft).

Testing - Before the operational concept moves from the concept stage to
the implementation stage, the need exists for further development and
validation of Free Flight and AATT technologies.\[1_110\] Validation
testing will serve to build a consensus among users, and between users
and service providers. \[1_115\] It is also of paramount importance that
prior to operational implementation of any of the concepts described
herein, required safety studies must be conducted, and joint government
and industry agreement on certification criteria and standards must be
established. \[1_120\]

### Human Centered Design - In the future NAS, a human-centered approach system design will assist in maximizing the efficient delivery of air traffic services to users. \[1_340\]Thus, system processes and workstations will be designed to expedite the exchange of information between NAS information systems, service providers, and users. \[1_345\] Integration of human factor principles, which are fundamental to the quality of ATM services, with staff planning and employment will allow for an increased service delivery. \[1_347\] In addition, identification of changes to ATM job profiles as a result of new procedures and technology must be addressed. The coordination of the recruitment, selection, training, and licensing chain to maintain consistent high quality service will also be an important factor. Furthermore, there may be concerns about "cultural" issues regarding the introduction of new technologies (e.g., DSTs), procedures and roles/responsibilities, operational training and pilot/controller acceptance. \[1_346\]For this reason, detailed consideration of social and motivating factors associated with transition, change and commitment will be required prior to implementation of the operational enhancements. Human factor analyses and human-in-the-loop simulations will be used to determine the appropriate allocation of tasks between service providers, users, and automation systems. \[1_350\] Moreover, issues such as situation awareness, workload, and computer-human-interface (CHI) design will be resolved by incorporating human factors and operational assessments throughout the NAS enhancements design and validation process. \[1_355\] Research activity will provide human factors information to conduct the necessary alternative evaluations, assess current and future affordability, contribute to the tradeoff analyses and investment decisions, and resolve cost-effectiveness issues during solution implementation.  {#human-centered-design---in-the-future-nas-a-human-centered-approach-system-design-will-assist-in-maximizing-the-efficient-delivery-of-air-traffic-services-to-users.-1_340thus-system-processes-and-workstations-will-be-designed-to-expedite-the-exchange-of-information-between-nas-information-systems-service-providers-and-users.-1_345-integration-of-human-factor-principles-which-are-fundamental-to-the-quality-of-atm-services-with-staff-planning-and-employment-will-allow-for-an-increased-service-delivery.-1_347-in-addition-identification-of-changes-to-atm-job-profiles-as-a-result-of-new-procedures-and-technology-must-be-addressed.-the-coordination-of-the-recruitment-selection-training-and-licensing-chain-to-maintain-consistent-high-quality-service-will-also-be-an-important-factor.-furthermore-there-may-be-concerns-about-cultural-issues-regarding-the-introduction-of-new-technologies-e.g.-dsts-procedures-and-rolesresponsibilities-operational-training-and-pilotcontroller-acceptance.-1_346for-this-reason-detailed-consideration-of-social-and-motivating-factors-associated-with-transition-change-and-commitment-will-be-required-prior-to-implementation-of-the-operational-enhancements.-human-factor-analyses-and-human-in-the-loop-simulations-will-be-used-to-determine-the-appropriate-allocation-of-tasks-between-service-providers-users-and-automation-systems.-1_350-moreover-issues-such-as-situation-awareness-workload-and-computer-human-interface-chi-design-will-be-resolved-by-incorporating-human-factors-and-operational-assessments-throughout-the-nas-enhancements-design-and-validation-process.-1_355-research-activity-will-provide-human-factors-information-to-conduct-the-necessary-alternative-evaluations-assess-current-and-future-affordability-contribute-to-the-tradeoff-analyses-and-investment-decisions-and-resolve-cost-effectiveness-issues-during-solution-implementation. .otherheading-3}

**Safety and Security - \[1_356\]**Evolution of the operational
environment will be based on 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. \[1_155\] NAS safety will be enhanced
as new technology is introduced and system safety principles are applied
in their design. \[1_156\] The system safety process includes hazard
analysis, risk assessment, risk mitigation, and risk management.
\[1_157\]

-   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.
    \[1_160\]This approach ensures that the human capabilities and
    limitations of users and service providers remain a primary
    consideration in systems development. \[1_165\]

The NAS is a fault tolerant system, designed through safety and risk
analysis to identify areas requiring higher reliability and backup.
\[1_195\] Since it is recognized that systems will fail, the design of
the NAS enhancements will maintain a balance between reliability,
redundancy and procedural backups. Thus the designs will provide a
system which is not only more reliable but also requires minimal time to
restore failed functionality.

Adequate backup and security procedures will be defined and described to
address the failure and vulnerability of enabling technologies.
\[1_125\] An equivalent level of information security will match the
growth in information exchange and collaboration. Security features are
needed for the surveillance systems to ensure continued operations
during events such as interference with WAAS correction signals;
interference with GPS signals; and message flooding of the surveillance
system, which is one of the reasons for continuing secondary
surveillance radar (SSR).

Improved CNS capabilities in aircraft complement ground systems and
reduce the impact of ground system failures while increasing system
safety. This prevents either airborne or ground systems from bearing all
failure risks and being burdened with the associated performance
requirements.

**NAS Wide Information System\[1_200\]- - -** Information will be
provided in a timely and consistent manner across the NAS for both user
and service provider planning \[1_275\] and decision making. An
information system will serve as an avenue for a greater exchange of
electronic data and information between users and service providers.
\[1_445\]A decision support tool will determine which data is important
to each flight, so the appropriate information can be data linked to the
flight. \[1_446\]This information will be available through various
verbal and electronic means.

\[1_280\]

A plan for creating and implementing the protocols and hardware for the
NAS-wide information system interface will be developed.\[1_281\] This
information system will enable decisions to be based on a shared common
view of situations \[1_285\] as conditions change. NAS-WIS information
includes but is not limited to:

-   Static data such as maps, charts, airport facility guides, and
    published Notices to Airmen

-   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

-   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

-   Schedule information that is updated throughout the day to reflect
    changes in carrier operations, including delays, cancellations, and
    prioritization of arrivals and departures

-   Status of the NAS infrastructure, including facilities and
    equipment.

**Communications** - Mobile communications consists of networks that
transmit voice and data among mobile users. These networks will
interface with inter facility networks to provide communications paths
between mobile users and users within a facility. \[1_372\]Two types of
mobile communications networks will be used in the NAS: air-to-ground
and facility-to-facility communications networks that support ATC and
ground-to-ground networks that support maintenance and administrative
activities.

An integrated telecommunications infrastructure will interface with the
operations control centers and exchange both real-time and non-real-time
information. \[1_373\] The telecommunications infrastructure will
provide real-time information exchange, electronic security, and
non-real-time information sharing. Data standardization will address how
data are exchanged between multiple applications.

Seamless communication and coordination, coupled with the NAS-wide
information system, will allow for the dynamic reassignment of airspace
between facilities to meet contingencies such as equipment outages.
\[1_190\] \[1_450\]

There will be 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. \[1_300\] All parties involved in
collaboration will share a common situation awareness, using the best,
most timely information possible.

Surveillance - Airborne and ground situation awareness will be enhanced
by the availability of ADS. ADS-B will enable positive control in
non-radar environments. Automatic Dependent Surveillance-Addressable
(ADS-A) is a different form of ADS, designed to support oceanic
aeronautical operations, based on one-to-one communications between
aircraft providing ADS information and a ground facility requiring
receipt of ADS reports.

**Automation, Data Collection, and Processing -** Automation aids will
enable the elimination of paper flight strips throughout the NAS.
\[1_205\] Aircraft progress will be tracked electronically with all
critical functions provided for in the backup systems. \[1_210\] There
will also an increased usage of decision support systems that provide
both information and heuristics to support the ATSPs in their tasks.
\[1_215\] These tools will reduce the burden of routine tasks while
increasing the service provider's ability to evaluate traffic situations
and plan the appropriate response. This increased productivity is
especially important given the potential for reduced vertical separation
minima and increased traffic density. Automation systems will support
the dynamic airspace structure with seamless inter- and intra-facility
communication and coordination. \[1_126\]

\[1_185\]

To support current flow management capabilities and planned
enhancements, the TFM infrastructure will be upgraded to an open
client-server infrastructure.

\[1_374\]

There will be improved methods for collecting and processing NAS
infrastructure data. \[1_315\] These data will be used to prioritize and
schedule NAS infrastructure activities as collaboration between service
providers and users. To facilitate this collaboration, decision support
tools will include, where appropriate, information regarding the
coverage and status of NAS infrastructure components. There will be
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. These improvements will be oriented
toward providing the information in a meaningful and readily accessible
format.

NAS infrastructure assets are assigned/reassigned dynamically to
mitigate infrastructure problems as well as in response to changes to in
sectorization and airspace assignment. All NAS resources are registered
in the Common Reference System, and monitored and managed through the
NAS-wide information system.

A common Geographical Information System (GIS) format is used to store
all NAS information including terrain, obstacle, weather, and
navigation, surveillance and communication coverage information. This
information is available via the NAS-wide information system to all
service providers and users.

\[1_320\]

Airspace and Procedures - With the reduction of the computational and
communications barriers of the present system, airspace design and
underlying sector configurations will no longer constrained by the
current geographic boundaries, particularly at high altitude. Upon
completion of the National Airspace Review, tools and procedures will be
in place for frequent evaluation (i.e., up to several times a day) of
the airspace structure and anticipated traffic flows, with adjustments
made accordingly. 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. \[1_180\]

Operating procedures for service providers and users will accommodate
the transition to Free Flight. Procedural changes will be developed,
evaluated and instituted to meet technology as it arrives, rather than
post deployment.

\[1_310\]

Roles and responsibilities for separation assurance will shift from
total ATSP responsibility to shared responsibility. In some special
situations, the pilot of an appropriately equipped aircraft will be
delegated responsibility for self-separation.

\[1_335\]\[1_337\]The operational supervisors will be key players in
providing the flying public and aviation community the services they
expect and deserve. They will provide the primary management presence in
the operational area, enabling people and highly technical systems to
collaborate in achieving desired outcomes and results. \[1_455\]

Managers will be provided with appropriate decision support systems to
manage budgets, staff, and costs.

Using satellite-based navigation, CDTI, and tower automation to detect
impending traffic conflicts, airport operations continue at nearly
visual rates in very low visibility conditions.

**New Classes of Vehicles** - UAVs continue to proliferate throughout
the system and commercial use increases. SUA operations include newer
uses such as commercial space launches and UAV operations.

New range automation technology is used to coordinate space vehicle
flight profiles in support of launch and reentry activities. Shared
access to all commercial space operations schedules is provided via the

NAS-wide information system. Military space operations schedules are
also available to selected service providers based on security
requirements. This integrated set of schedules allows mission planners
to synchronize their operations and mission support services. The
schedules also provide the service provider with a global view of the
projected demand generated from space operations.

Space vehicle flight profiles describe user needs and take into account
flow conditions and constraints. The NAS-wide information system enables
domestic and international users and service providers to access flight
profiles and associated SUA data.

Most space operations continue to be conducted in the traditional manner
from coastal, federally operated ranges, but from an increasing number
of spaceports at coastal, inland, sea-based, and island locations. They
continue to have no impact on normal surface operations. New spaceports
are in relatively remote locations that have minimal impact on existing
airport operations. The types of vehicles accommodated at a given
spaceport are determined by such factors as spaceport infrastructure,
traffic impacts, noise abatement, hazard risks, launch and reentry
concepts, payload processing, and fuel requirements (e.g., solid,
liquid).

Space vehicles operate at dual-use facilities handling both aviation and
space operations. Dedicated launch/reentry sites are established within
high density terminal airspace. Space vehicles operate in accordance
with the same surveillance and control techniques used for conventional
aircraft. Space vehicle flight profiles are developed that accommodate
user priorities while being sensitive to flow conditions and
constraints. The NAS-wide information system enables domestic and
international users and service providers to access most space mission
profiles and associated SUA data.

Space vehicle flight restrictions, due to traffic, are matched to the
inherent constraints of the mission/vehicle. Departing and arriving
space missions are time-constrained by strict launch and reentry
windows, and are by factors such as feasible alternate landing
facilities.

RLVs are developed and operate at various launch and reentry locations
in the NAS. Some RLVs have operational characteristics similar to
conventional aircraft and use dynamically defined route structures to
facilitate transition to and from space. Depending on the mission and
vehicle profile, these routes are used in conjunction with reserved
airspace volumes to segregate different types of missions, to
concurrently accommodate different mission phases (e.g., launches vs.
re-entries), and to ensure safety in case of contingencies. \[1_460\]

Oceanic airspace serves space vehicles operating from coastal, island,
and sea-based launch facilities. Recovery operations are rare, and those
that occur are bound for landing facilities at coastal ranges. Due to
the lack of precise (i.e., radar-like) surveillance and direct
communications in oceanic airspace, reserved airspace volumes are used
almost exclusively to provide separation assurance for space vehicle
operations. As radar-like surveillance and direct communications become
available in oceanic airspace, space vehicles utilize the same general
capabilities in oceanic airspace as used in the en route environment.

### System Capabilities Enhancement Area Benefits

Practically all of the System Capabilities Enhancements as described
above are **enablers** of other capabilities that are described in other
Enhancement Areas. As such, it is difficult to assign benefits to
achieving these capabilities. Those assignments are best done when
considering individual Enhancement Areas or applications. If a System
Capabilities statement spans multiple enhancement areas, then some
method must be developed to allocate the benefits to individual
applications or Enhancement Areas.

## Flight Planning Enhancement Area

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 (i.e., pilot and
Airline Operations Center (AOC)). This interaction will create dynamic,
event-driven user-preferred trajectories for individual flights
\[[2_185](../OPSCON_L.XLS#_2_185)\]. This [interactive flight planning
information is also available to all General Aviation (GA)
pilots](../RTCA.doc#RTCA2_455)\[[2_455](../OPSCON_L.XLS#_2_455)\]. A
Flight Planner Display will be available to both users and service
providers [to satisfy](../NEW_DOCS/SRC_TO/TO23.doc#TO23_3) these
flight-planning concepts \[[2_189](../OPSCON_L.XLS#_2_189)\].

The future flight planning process 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
\[[2_270](../OPSCON_L.XLS#_2_270)\]. Service providers will move to a
collaborative interaction with the user, where both reveal strategies
and constraints and mutually develop solutions to problems
\[[2_275](../OPSCON_L.XLS#_2_275)\].

### Flight Planning Enhancement Area Operational Description

User Preferred Routing - In the near term 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 (SID)
and Standard Terminal Arrival Route (STAR) procedures, which are also
based on ground based navigation facilities, connect the airports with
the en route airway structure. Users with properly equipped aircraft
will be soon be able to file user-preferred routes from departure
airport SID to arrival airport STAR or from airport-to-airport
\[[**2_100**](../OPSCON_L.XLS#_2_100)\]. Aircraft equipped with
"self-contained" navigation may file for user-selected waypoints
independent of airways and navigational aids
\[[**2_105**](../OPSCON_L.XLS#_2_105)\].

The user supplies the service provider with the [flight
profile](../AATT.doc#AATT2_285) that best meets their (the user)
requirements. If possible, within the constraints of system demand and
capacity, 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.\[[2_285](../OPSCON_L.XLS#_2_285)\] User flight planning
systems incorporate flow management constraints to use when planning. By
using a controlled time of arrival control concept, the role of
compliance is shifted to the user so they may plan flights according to
their unique operational requirements as well as business needs.

Airspace congestion management capabilities help the users manage their
fleets in ways that are comparable to capabilities used to manage
airport capacity imbalances. These capabilities include exchanging slots
for the constrained area among company flights as well as improved
collaborative rerouting around flow constrained areas down to the
individual flight. Airport and airspace congestion is managed by an
allocation of the constrained resources to the users based on scheduled
demand.

### Launch and recovery operations are more predictable, allowing service providers to exercise tighter coordination of user requests for system resources. Four-dimensional flight profiles replace surface to unlimited ALTRVs and commercial use of previous DoD planning resources. {#launch-and-recovery-operations-are-more-predictable-allowing-service-providers-to-exercise-tighter-coordination-of-user-requests-for-system-resources.-four-dimensional-flight-profiles-replace-surface-to-unlimited-altrvs-and-commercial-use-of-previous-dod-planning-resources. .unnumbered}

More Information Available - In the future NAS there will be significant
changes in the planning data available to all users, and in the flight
plan itself. 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 to this information from the continuously and
automatically updated NAS-wide information
system\[[**2_150**](../OPSCON_L.XLS#_2_150)\]. The scope of information
will be expanded to include items such as: real-time information on the
status of SUAs; real-time status of the NAS infrastructure; predictions
of traffic density and delays based on the current flight trajectories,
both filed and active; and current and planned dynamic route structure
and associated transition points. 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 \[[**2_195**](../OPSCON_L.XLS#_2_195)\].

All users can evaluate their planned flight against system constraints
such as hazardous weather, SUA, traffic management flow restrictions,
airspace facility demands, and infrastructure outages in advance of the
flight\[[2_110](../OPSCON_L.XLS#_2_110)\]. The advance knowledge of
conditions along the proposed route allows the flight planner to
anticipate possible reroutes that may be needed after departure. In the
future, 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.

For all users, an enhanced flight plan will be 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\[[2_290](../OPSCON_L.XLS#_2_290)\]. The information within this
flight profile can be updated throughout the flight, providing a common
source of information to users and service
providers\[[2_295](../OPSCON_L.XLS#_2_295)\]. As the flight profile gets
generated, information on current and predicted weather conditions,
traffic density, restrictions, and status of SUAs will be available to
assist the planning. When the profile is filed, it will be automatically
checked against these conditions and other constraints, such as terrain
and infrastructure advisories. The operational reasons for requesting
modifications or rejecting the flight profile will be transmitted to the
planner\[[2_296](../OPSCON_L.XLS#_2_296)\]. After approval, the profile
will be automatically distributed to service providers who will monitor
the flight. 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
\[[2_190](../OPSCON_L.XLS#_2_190)\]. Standardized domestic and
international trajectory information improves the interaction between
the NAS, NAS users, and domestic and international service providers
\[[2_205](../OPSCON_L.XLS#_2_205)\].

More current airport information being available. Most airport
information is generated by official service providers (e.g., FAA,
National Weather Service (NWS)). However, unofficial information at
remote airports can be received from private users/observers at those
locations. This information is recorded in automation (and clearly
flagged as 'unofficial information') for use and distribution by the
advisor \[[2_206](../OPSCON_L.XLS#_2_206)\].

In the future, 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\[[2_380](../OPSCON_L.XLS#_2_380)\]. 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\[[2_385](../OPSCON_L.XLS#_2_385)\]. VFR flight plans, once
filed, are available to all ATSP\[[2_390](../OPSCON_L.XLS#_2_390)\].

At airports where data link is available through the services of a FBO,
the data link information is available to GA users who are data link
equipped\[[3_715](../OPSCON_L.XLS#_3_715)\].

In the future, air traffic service providers will maintain a
continuously updated database of airspace and flow
restrictions\[[2_350](../OPSCON_L.XLS#_2_350)\]. The AOC and ATC
computers will share this information. The AOC flight planner will
prepare a proposed flight plan, performing a probe for active or
scheduled SUAs, weather, and airspace and flow restrictions. The AOC
flight planner will use this information to file the final flight
plan\[[2_355](../OPSCON_L.XLS#_2_355)\].

Interactive Flight Planning Aids - In the future, interactive flight
planning aids will be available for pilots of properly equipped aircraft
to aid in filing airport-to-airport flight plans with user-preferred
routings\[[**2_425**](../OPSCON_L.XLS#_2_425)\] for domestic and
international flights\[[**2_410**](../OPSCON_L.XLS#_2_410)\].
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. Interactive flight planning allows
the AOC to better monitor fleet activities during routine and
non-routine operations, which results in better resource utilization and
cost savings.

\[[2_280](../OPSCON_L.XLS#_2_280)\] \[[2_420](../OPSCON_L.XLS#_2_420)\]

Presently, DoD flights originating from a military airfield generally
have access to a military weather briefer 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 International Civil
Aviation Organization (ICAO) flight plan. Military flights originating
from civil fields usually follow the same procedures as GA
flights.\[[2_145](../OPSCON_L.XLS#_2_145)\]
\[[2_395](../OPSCON_L.XLS#_2_395)\] It is worth noting that for national
security reasons, a secure encryption capability exists to protect DoD
information as required\[[2_400](../OPSCON_L.XLS#_2_400)\]. In the
future, the DoD user will have real-time interactive flight planning
capabilities, which enable more effective flight planning with respect
to NAS resources\[[2_430](../OPSCON_L.XLS#_2_430)\].

During the flight planning phase, airlines with AOCs and GA with
AOC-like capabilities will be able to file ICAO-formatted Filed Flight
Plans (FPL) using the En Route Automation System for flights operating
domestically and regionally, e.g., in Canadian and Mexican
airspace\[[2_435](../OPSCON_L.XLS#_2_435)\]. Since the ICAO format
contains a 4D profile, it provides potential benefits for use in a Free
Flight environment\[[2_440](../OPSCON_L.XLS#_2_440)\]. As conditions
change during the planning phase or during the flight, the user will be
able to interactively determine the impact of the changes on the flight
and modify the flight plan as
necessary\[[2_360](../OPSCON_L.XLS#_2_360)\]. 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) will be
available to NAS users\[[2_365](../OPSCON_L.XLS#_2_365)\]. This will
result in more accurate predictions of traffic load, and increased
flexibility due to the imposition of fewer restrictions. Current
information will also available on the status of the NAS
infrastructure\[[2_370](../OPSCON_L.XLS#_2_370)\]. Availability of
flight planning information and NAS infrastructure information will
facilitates more effective collaborative decision making between the AOC
and the ATSP. This increased collaboration and information exchange
between the user and the service provider will provide a baseline of
planning for traffic loading\[[2_375](../OPSCON_L.XLS#_2_375)\].

####  {#section .unnumbered}

**New Flight Object** - \[[2_155](../OPSCON_L.XLS#_2_155)\] As a result
of these improved planning capabilities, today's flight plan will be
replaced by a flight object. The flight profile information contained in
the flight object 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\[[2_160](../OPSCON_L.XLS#_2_160)\]. The flight profile can
include parabolic flight profiles. 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 users preferred flight path or a more detailed time-based flight
trajectory\[[2_300](../OPSCON_L.XLS#_2_300)\]. For an appropriately
equipped aircraft operating under 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\[[2_170](../OPSCON_L.XLS#_2_170)\]. For a
flight operating under 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.\[[2_175](../OPSCON_L.XLS#_2_175)\] The user or service
provider throughout the flight can update flight object
information\[[2_180](../OPSCON_L.XLS#_2_180)\].

GA users are able to probe flight plans against system
constraints\[[**2_135**](../OPSCON_L.XLS#_2_135)\]. Limited navigation
and terrain database services are available from which to update the
databases used in the cockpit or hand-held
avionics\[[**2_140**](../OPSCON_L.XLS#_2_140)\]. As conditions change
during the planning phase, or during the flight, the planner will
continue to access the NAS-wide information system to determine the
impact of the changes on the
flight\[[**2_305**](../OPSCON_L.XLS#_2_305)\]. This information will be
electronically available to all service providers until the termination
of the flight\[[**2_310**](../OPSCON_L.XLS#_2_310)\]. Information such
as runway preferences and aircraft weight, or information to support
flight following can be added during pre-flight or in-flight planning.

As the planner interactively generates the flight profile, information
regarding current and predicted weather conditions, traffic density,
restrictions and status of SUAs will be available
\[[2_320](../OPSCON_L.XLS#_2_320)\]to improve the efficiency of the
task. When the profile is filed, it will automatically be checked
against these conditions and any static constraints such as terrain and
infrastructure advisories\[[2_325](../OPSCON_L.XLS#_2_325)\]. Potential
problems will automatically be displayed to the planner for
reconciliation. Upon filing, the flight object will be updated as
necessary, along with all affected projections of NAS
demand\[[2_330](../OPSCON_L.XLS#_2_330)\]. The flight object data set
will be available throughout the duration of the flight, both to the
user and to service providers across the
NAS\[[2_165](../OPSCON_L.XLS#_2_165)\]. Another tool that will assist in
flight planning will be a decision support tool that will reroute calls
from busy Automated Flight Service Stations to facilities with shorter
waiting times\[[2_441](../OPSCON_L.XLS#_2_441)\].

For airborne flights, new profiles that do not require a tactical change
to trajectory are processed automatically and included into the system.
Other flight profiles are automatically distributed to the service
provider and to the pilot as trial plans that are implemented when clear
of near term conflicts.

### Flight Planning Enhancement Area Benefits

The following benefits are attributed to the flight planning
enhancements described in the above sections.

-   Increased flexibility and user efficiency (e.g., adherence to
    schedule, reduced fuel, reduced flight time), due to user-preferred
    pre-flight and in-flight planning.^1^

-   Reduction in excessive and non-preferred deviations for local TFM
    conformance, due to the ability of the flight crew (of appropriately
    equipped aircraft) to maintain local TFM conformance according to
    their preferences through improved in-flight planning.^1^

-   Reduced ATSP workload for local TFM conformance through in-flight
    planning, plus reduced flight crew workload for communications, due
    to distribution of responsibility for local TFM conformance between
    the ATSP and appropriately equipped FDs. ^1^

-   Interactive flight planning allows users to better monitor fleet
    activities during routine and non-routine operations, which results
    in better resource utilization and cost savings.^1^

-   Inclusion of the airspace users\' input to solutions that affect the
    whole population of aircraft and their flight plans and thus affect
    the airlines\' bottom line (i.e., profit).^2^

-   A common information baseline will be used for traffic planning
    which will permit the user to provide effective and efficient flight
    plans. ^2^

## Separation Assurance Enhancement Area

In order to satisfy future user requirements, the separation assurance
service provided by the FAA will be enhanced to provide a
self-separation capability by the users. While separation assurance will
remain the responsibility of the ATSP, the ATSP may delegate this
responsibility to the pilot in certain situations and under certain
conditions. Decision support tools will aid both the pilot and the
controller in assuring separation of aircraft from aircraft, aircraft
from airspace, aircraft from terrain and obstacles, and aircraft from
weather. Service providers will move to a collaborative interaction with
the user.

-   \[5_140\]

### Separation Assurance Enhancement Operational Description 

For future requirements to be satisfied, separation assurance services
must be enhanced\[3_160\]. To assist with the evolution of Free Flight,
separation assurance is enhanced through the use of improved weather
radars, advanced conflict detection and prediction systems, new avionics
such as ADS-B, CDTI, and CFIT, and the implementation of decision
support tools both on-board the aircraft and in the ATC automation
system. Improved situation awareness in the cockpit, enabled by these
new technologies, allows some separation tasks to be performed by the
flight crew. Aircraft not equipped to operate in a Free Flight
environment will be handled as they are today\[5_155\].

The following paragraphs provide a description of the enhancements to
the separation assurance on the airport surface, in the terminal area,
in en route airspace, and over the oceans.

**Airport Surface -** \[3_210\] A surface management information system
will enhance separation assurance on the airport surface by providing
access to airborne and surface surveillance information, flight
information and pilot reports, and weather information, including
current weather maps

As an aircraft prepares to taxi, service providers will use decision
support systems to determine taxi sequencing (based largely on user
preference), and to perform conformance monitoring and conflict
checking\[3_320\]. Improved knowledge of aircraft intent allows
automatic monitoring of taxi plan execution and provides alerts to the
potential for runway incursion\[3_340\]. At some airports today, tower
automation performs surface conflict detection; \[3_375\] in the near
future, enhancements will be made to this automation that take advantage
of the improved accuracy of satellite-based navigation and
surveillance\[3_380\]. Aircraft using ADS-B on the airport surface will
be subject to conflict detection checking by tower automation. This form
of automation detects conflicts between aircraft as well as between
aircraft and vehicles\[3_655\] and performs conformance monitoring of
the aircraft's taxi route to ensure that aircraft do not enter active
runways without clearance\[3_660\].

####  {#section-1 .unnumbered}

While the ATSP continues to monitor aircraft movement and possible
conflicts, pilots continue to rely on visual means for separation
assurance\[3_360\]. 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.\[3_365\] CDTI is
available on some flight decks providing a display of the location of
other equipped aircraft and vehicles on the surface\[3_105\]. This gives
the flight crew decision support information to better evaluate the
potential for runway/taxiway incursions and ramp incidents, especially
at night and in low visibility conditions\[3_675\]. It should be noted
that this information is of limited use unless a majority of traffic can
be displayed in the cockpit of an equipped aircraft on an appropriate
airport overlay map\[3_680\]. The future state for airline airport
surface movement potentially includes the capability for very low
visibility or "blind taxi." 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\[3_665\]).

**Terminal Area** - When appropriate, the ATSP will clear properly
equipped aircraft to self-separate and maintain sequence\[3_225\].
Appropriately equipped aircraft are given authority to select departure
path and climb profile in real time, along with the responsibility to
ensure separation from local traffic\[3_266\]. Automatic dependent
surveillance is used to enhance traffic awareness and traffic location
accuracy in the cockpit\[3_270\].

The ATSP will approve or deny proposed flight plan changes, except those
needed for cockpit self-separation when that responsibility has been
transferred to the flight deck\[3_205\]. As necessary for user
self-separation, the locations of obstructions in and around some
airports will be marked with ADS-B transmitters\[3_235\]. During
near-surface operations and with the flexibility of the new procedures,
there is still the ever-present potential for CFIT\[4_825\]. The
potential for CFIT is significantly reduced for aircraft equipped with
an Enhanced Ground Proximity Warning System (EGPWS) (based on Global
Positioning System (GPS)-derived position compared with a stored terrain
database) which allows the pilot to more readily monitor terrain
clearance\[4_170\].

Separation assurance in the terminal area is similar to the airport
surface. Free maneuvering operations in low-density areas will be
performed\[4_770\]. High-density areas will still require the oversight
from ATC for sequencing and primary separation assurance; \[4_775\]
however, even in the denser environments some cockpit self-separation
will be assigned to the flight crew by ATC when operationally
advantageous\[4_780\]. A common understanding of significant weather
will be shared by user and service provider, \[4_375\]thereby enhancing
safety and supporting collaborative decision making and self-separation.
In order to make these capabilities a reality, widespread integration of
weather data into automation and the NAS-wide information system
\[4_376\] is necessary.

Future terminal operations will be characterized by the use of decision
support systems that include improved capabilities for conflict alert,
conflict detection and resolution, the inclusion of the flight deck in
some separation responsibilities, and greatly enhanced weather detection
and reporting capabilities\[1_440\]. The future decision support systems
will help service providers to maintain situation awareness, identify
and resolve conflicts, and sequence and space arrival traffic\[4_465\].
As a result, separation assurance in the terminal area will undergo
changes in the following areas: aircraft-to-aircraft separation,
aircraft-to-airspace and aircraft-to-terrain/obstruction separation
\[4_470\].

Aircraft-to-aircraft separation will remain the responsibility of
service providers, and, in most traffic situations, will remain solely
their responsibility\[4_475\]. Today's practice of visual separation by
pilots in terminal areas will be expanded to allow all-weather
self-separation when deemed appropriate by the ATSP\[4_480\].
Satellite-based position data, broadcast by properly equipped aircraft,
will be 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\[4_220\].
Approach and departure visual separation spacing will be more accurately
maintained/judged by the pilot\[4_815\]. Flight crews determine the
distance between aircraft on the traffic display and relay that
information to ATC. \[6_120\]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\[6_125\]. The rules, procedures, and training for these types
of shared separation assurance \[4_221\]remain to be defined. This
separation assurance concept must account for potential on-board
navigational failure in order to maintain a robust operational
system\[4_385\]. 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\[4_390\].

To assure aircraft-to-aircraft separation, the ATSP will also use
improved tools and displays\[4_490\]. Today's situation displays and
conflict alert functions will evolve to provide more information, based
on expanded data acquisition and processing capabilities. Improved
trajectory models and analyses benefit the service provider through
highly accurate conflict detection functions and reliable conflict
resolutions that maximize safety while minimizing traffic disruption.
The addition of enhanced collision avoidance logic based on
satellite-based navigation and surveillance information will improve
collision avoidance capabilities. These conflict detection, resolution,
and collision avoidance functions will 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\[4_510\]. Specific parallel
approach collision avoidance and escape guidance logic will permit the
implementation of paired (dependent) and simultaneous (independent)
approaches to closely spaced runways in Instrument Meteorological
Conditions (IMC)\[4_710\]. This capability will also be enabled by the
improvement of real-time wake turbulence visualization in the
cockpit\[4_715\]. Adequate CDTI and collision avoidance protection
enhances safety during the reduction of the 250-knot speed
restriction\[4_805\].

Aircraft-to-airspace and aircraft-to-terrain separation will remain the
service provider's responsibility \[4_515\]. The ATSP maintains
separation between controlled aircraft and active SUAs, and between
controlled aircraft and terrain/obstructions\[4_520\]. An enhanced
safe-altitude warning function enables the ATSP to keep aircraft safely
above terrain and obstructions. \[4_525\] For airspace separation,
accurate information on SUA status and planned usage is disseminated
automatically to the service provider through the NAS-wide information
system\[4_530\]. In addition to airspace and terrain/obstruction
avoidance, the service provider has improved tools to assist pilots in
avoiding hazardous weather\[4_535\]. Enhanced weather data and weather
alerts are output on service provider displays, and simultaneously
uplinked for display on the flight deck. 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.
Some users equipped with multi-function cockpit displays will have an
enhanced ability to avoid hazardous airspace and terrain\[4_542\]. Some
DoD aircraft are configured with a collision avoidance system, along
with cockpit displays of weather, which increase aircrew situation
awareness\[4_195\].

In the future terminal area, the ATSP will:

-   clear properly equipped aircraft for free maneuvering when
    appropriate in low-density areas;

-   \[4_310\]give authority to properly equipped aircraft to maneuver as
    necessary to avoid weather cells, or to follow such aircraft using
    self-spacing procedures\[4_311\];

-   clear properly equipped aircraft to self-separate and maintain
    sequence (i.e., station keeping\[4_315\]) when appropriate; and

-   clear appropriately equipped aircraft to merge with another arrival
    stream, and/or maintain in-trail separation relative to a leading
    aircraft\[4_316\].

In the future terminal area, the pilot will:

-   conduct closely spaced independent approaches by utilizing
    surveillance data, on-board avionics and new air-ground procedures
    to ensure safe separation; and

-   \[4_350\]use collision avoidance and escape guidance logic,
    real-time wake turbulence prediction, and flight deck situation
    awareness to perform free maneuvering when allowed.

**En Route Airspace** - Separation assurance will also be enhanced in
the en route airspace. En route surveillance will be accomplished
through a combination of primary radar, beacon interrogation, and
broadcasts of aircraft position and speed\[5_220\]. As more forms of
position data become available, more traffic will be under some form of
surveillance\[5_225\]. One goal for future en route operations is to
have new displays operational in all en route facilities allowing the
service provider to have access to more accurate forecasts of potential
conflicts\[5_205\]. Decision support systems such as the conflict probe
will assist the ATSP in developing safe and effective traffic solutions.
Improving the service provider's ability to identify future conflicts
will reduce the number of potential interventions and allow the user to
fly the preferred trajectory with fewer diversions\[5_520\]. Cockpit
decision support systems will assist in conflict detection and in the
development of conflict. The use of moving maps for Controlled Flight
into Terrain (CFIT) avoidance, CDTI, and weather depiction will
begin\[5_845\].

Improved decision support tools for conflict detection, resolution, and
flow management will allow increased accommodation of user-preferred
trajectories, schedules, and flight sequences\[5_295\]. 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\[5_430\].

As in the departure and arrival operations, increased decision support
allows significant improvement in en route separation
assurance\[5_550\]. Changes will be seen in both aircraft-to-aircraft
separation and in aircraft-to-airspace separation\[5_555\]. In a related
area, there will be improved coordination between the service provider
and the flight deck to aid the flight in weather avoidance\[5_560\]. 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\[5_565\].

The ATSP will continue to issue control instructions to aircraft in
order to maintain separation\[5_570\], but primarily in high-density
airspace. Use of the ground based conflict probe will be modified to
allow for airborne procedures to resolve most conflicts, thus allowing
maximum routing flexibility with the least restrictions\[5_805\].
\[5_571\] Decision support systems will assist in conflict detection and
the development of conflict resolutions\[5_575\]. This reduces mental
workload and gives the ATSP more time for other tasks such as responding
to user requests. Improving the ATSP's ability to identify conflicts
also reduces the number of occasions when there is intervention
required, thus allowing the user to fly the proposed trajectory with
higher frequency\[5_580\]. Airlines and high-end GA will frequently
perform free maneuvering operations in low-density areas and assume
responsibility for separation. \[5_785\] High-density areas will still
require the oversight from ATC for sequencing and primary separation
assurance\[5_790\]; however,

in some high-density environments, some cockpit self-separation will be
assigned to the flight crew by ATC when operationally
advantageous\[5_810B\].

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. \[5_605\] 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\[5_610\]. 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.\[5_615\]

In the future en route area, the ATSP will:

-   Approve or deny proposed flight plan changes, except those needed
    for cockpit self-separation when that responsibility has been
    transferred to the flight deck\[5_335\].

-   Provide a static route structure when necessary

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-   For places of continuous high density

-   To provide for avoidance of terrain and active SUAs

-   For transition between areas of differing separation
    standards\[5_350\].

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-   Clear properly equipped aircraft for free maneuvering when
    appropriate in low-density areas\[5_355\].

-   **C**lear properly equipped aircraft for cockpit self-separation
    when operationally advantageous in high-density areas\[5_360\].

In the future en route area, the pilot will:

-   Perform some spacing activities that were previously performed by
    the service provider. These activities will be performed for
    metering or merging purposes

-   Monitor en route position using a GPS receiver or other area
    navigation capability with a moving map and enhanced ground
    proximity warning systems\[5_860\].

In the future en route area, the AOC will:

-   Provide additional user intent and aircraft performance data to
    decision support systems, thus improving the accuracy of
    ground-based trajectory predictions and the performance of the
    separation assurance function\[5_420\].

**Oceanic Environment** - The greatest percentage of increase in air
traffic is projected to occur across the Atlantic and Pacific Oceans.
Improvements in navigation, communications, surveillance, and weather
detection are paramount enablers of oceanic capacity
enhancements\[6_180\]. In the future oceanic environment, integration of
satellite-based surveillance and enhanced weather information into
oceanic automation systems will provide improved separation assurance
services. The ATSP will use visual displays to monitor and decision
support tools to control the traffic situation\[6_165\].

\[6_325\]

Changes in both aircraft-to-aircraft and aircraft-to-airspace separation
assurance will occur in the near future\[6_345\]. More precise
monitoring of separation and flight progression will be accomplished
through automatic dependent surveillance The oceanic service provider
will have 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\[6_350\].

Oceanic separation standards and procedures will be derived from radar
control techniques\[6_200\]. Real time position data and continuously
updated trajectory projections will virtually eliminate manual control
procedures in oceanic airspace. The oceanic service provider will
benefit from use of the same type of decision support tools available to
help en route service providers. Such tools aid in detecting and
resolving possible conflicts, and preventing controlled aircraft from
entering restricted airspace.\[6_385\] Aircraft position updates are
supplied by the aircraft's broadcast of satellite navigation-derived
position data transmissions\[6_365\].

The oceanic environment creates opportunity for the transfer of
separation assurance to the pilot for specific operations\[6_355\].
Pilots will have situation awareness of nearby traffic through a CDTI
and will use this information to enhance oceanic operations\[6_361\].
Pilots may coordinate with service providers for clearance to conduct
specified cockpit self-separation maneuvers while the pilot's view of
nearby traffic supplements the service provider's big picture of
longer-term traffic flow\[6_370\]. When operationally advantageous,
pilots may obtain approval for special maneuvers such as reduced
separation in-trail climb, in-trail descent, lead climb, lead descent,
limited duration station‑keeping as well as lateral passing
maneuvers.\[6_465\]\[6_375\] Oceanic aircraft will be permitted to
laterally pass other aircraft at the same altitude by establishing an
aircraft offset track and using self-separation\[6_196\]. The pilot's
ability to support climbs, descents, crossing and merging routes is
supplemented by the service provider's conflict probe decision support
system\[6_380\]. 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\[6_525\].
This tighter cockpit self-separation decision/control loop could allow
greatly reduced separation standards.\[6_475\]

Oceanic airspace serves space vehicles operating from coastal, island,
and sea-based launch facilities. Recovery operations are rare, and those
that occur are bound for landing facilities at coastal ranges. Due to
the lack of precise (i.e., radar-like) surveillance and direct
communications in oceanic airspace, reserved airspace volumes are used
almost exclusively to provide separation assurance for space vehicle
operations.

In the future oceanic area, the ATSP will:

-   Approve or deny proposed flight plan changes, except those needed
    for cockpit self-separation when that responsibility has been
    transferred to the flight deck. \[6_220\]

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-   Clear properly equipped aircraft for cockpit self-separation when
    operationally advantageous in high-density areas\[6_230\].

-   Provide for special maneuvers that include

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-   Reduced-separation in-trail climb and descent

-   Lead climb and descent

-   Limited-duration station-keeping

-   Lateral passing\[6_240\].

In the future oceanic area, the pilot will perform some separation and
merging activities that were previously performed by the service
provider\[6_285\].

In the future oceanic area, the AOC will provide additional user intent
and aircraft performance data to decision support systems, thus
improving the accuracy of ground-based trajectory predictions and the
reliability of conflict detection and resolution tools.

UAV/ELV/RLV Operations - The majority of launches occur from U.S. launch
bases and ranges. The FAA provides traffic management and separation
assurance to vehicles as they transition through the NAS to and from
space. ELVs and RLVs utilize airspace volumes that are dynamically
reserved and released to allow the vehicles to transition through the
NAS from sites other than the federal launch bases and ranges. The
reserved airspace volumes are selected based on performance
characteristics of the vehicle and overall safety considerations. The
airspace volumes are tailored as mission needs or NAS needs dictate, in
order to provide more flexibility than today\'s SUA.

### Separation Assurance Enhancement Benefits 

The following benefits beyond current capabilities are attributed to the
separation assurance enhancements described in the above sections:

-   Reduction in excessive and non-preferred deviations for separation
    assurance, due to:

    -   the ability of the flight crew (of appropriately equipped
        aircraft) to self-separate according to their preferences.

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    -   user-ATSP collaboration for conflict resolution maneuvers.

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-   improved CD&R capabilities of ATSP-based DSTs, enabled by
    user-supplied data on key flight parameters. ^1^

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-   Increased safety in separation assurance for all aircraft, due to
    Communications, Navigation, and Surveillance (CNS) redundancy (FD as
    primary and ATC as backup) and increased situational awareness on
    the FD of appropriately equipped aircraft. ^1^

-   Reduced ATSP workload for separation assurance, plus reduced flight
    crew workload for communications, due to distribution of
    responsibility for separation assurance between the ATSP and
    appropriately equipped FDs. ^1^

-   Increased user flexibility/efficiency in avoiding weather cells, due
    to:

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-   FD autonomy

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-   accommodation of user preferences in ATSP planning for trajectory
    deviations. ^1^

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-   Reduced ATSP workload, due to:

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-   delegation of weather avoidance and traffic separation
    responsibility to the flight crew and reduced voice communications
    resulting from elimination of vectoring instructions for free
    maneuvering aircraft.

-   improved CD&R capabilities (enabled by user-supplied data) for
    separation assurance, and intelligent user requests for trajectory
    changes that conform to local traffic and TFM constraints. ^1^

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-   Increased terminal area throughput, due to more efficient arrival
    trajectories for appropriately equipped aircraft. ^1^

-   Increased arrival capacity/throughput rate during IMC, due to
    execution of closely spaced approaches. ^1^

-   The introduction of ADS-B combined with CDTI increases the level of
    pilot situation awareness in properly equipped aircraft.\[4_130\]^2^

-   CDTI, used in conjunction with satellite-based navigation systems,
    allows reduced separation standards in oceanic airspace. \[6_145\]
    ^2^

-   The potential for CFIT has been significantly reduced for aircraft
    equipped with an EGPWS (based on GPS-derived position compared with
    a stored terrain database) which allows the pilot to more readily
    monitor terrain clearance.\[4_170\] ^2^

-   Decision support systems will increase the efficient use of airport
    assets by providing assistance in planning taxi sequences and
    spacing, in the assignment of aircraft to runways, and in arrival
    and departure sequences and spacing. ^2^

-   Improved decision support tools for conflict detection, resolution,
    and flow management allow increased accommodation of user-preferred
    trajectories, schedules, and flight sequences\[5_295\]. Airborne
    procedures enhance the availability of user-preferred routes,
    particularly for properly equipped aircraft at low
    altitudes.\[5_296\] ^2^

-   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.\[5_430\] ^2^

## Situational Awareness and Advisory Enhancement Area

Enhanced situational awareness and advisory is an essential element of
the Free Flight concept embodied in the NASA, FAA and RTCA operational
concepts. The future situational awareness and advisory services will be
based upon the enhancement of the near-term system capabilities
resulting from the "real time" sharing of information regarding the NAS,
traffic, weather, and system demand.

> \[1_415\] \[1_410\]

### Situational Awareness and Advisory Enhancement Operational Description 

For future requirements to be satisfied, pilot and controller
situational awareness and advisory services must be enhanced\[3_160\].
These services will be enhanced through the use of improved weather
radars, advanced conflict detection and prediction systems, data link,
new avionics such as ADS-B and multi-function displays, and the
implementation of decision support tools both on-board the aircraft and
in the ATC automation system. Traffic information collected by
traditional ground-based surveillance systems is transmitted to
aircraft. Enhanced weather information will be available for service
providers and users. \[1_380\] This includes automatic, simultaneous
broadcast of hazardous weather alerts for wind shear, microbursts, gust
fronts, and areas of precipitation, icing, and low visibility. Provision
of real-time, in-flight winds and temperatures aloft to the ATSP will
result in better weather information for forecasting and traffic
planning. \[1_385\] Combining 4D weather forecasts with aircraft
trajectory predictions will permit a determination of those flights that
will be affected.

The following paragraphs provide a description of the enhancements to
situational awareness and advisories on the airport surface, in the
terminal area, in en route airspace, and over the oceans.

**Airport Surface** - 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. 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. For low visibility
and zero visibility operations, participating aircraft are equipped with
a VMC-like capability to maneuver on the surface. \[3_165\]Automation to
monitor and predict the movement of ground vehicles provides further
safety enhancements through improved conflict advisories. \[3_155\] 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. \[3_320\]
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. \[3_325\] Improved knowledge of aircraft intent allows
automatic monitoring of taxi plan execution and provides alerts to the
potential for runway incursion. \[3_340\]

Airport Surface Detection Equipment (ASDE) will be used for purposes of
detecting non-ADS-B traffic and will reinforce ADS-B targets. \[3_386\]
With identification, position, speed, and heading of all surface traffic
(i.e., aircraft and vehicles), the local and ground controllers in the
tower will be able to monitor the movement of all traffic in the airport
movement area traffic relative to the airport configuration.
Satellite-based navigation, enhanced with the addition of Local Area
Augmentation System (LAAS), provides more accurate position information
on all aircraft and vehicles operating on the airport surface. GA users
will have improved versions of the hand-held or panel-mounted 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.

Airport surveillance will be enhanced with the advent of satellite-based
surveillance broadcasts \[3_345\] (ADS-B). This allows for low-cost
cockpit traffic displays, thus enhancing the pilot's perspective of
surrounding surface traffic\[3_350\]. \[3_105\] This gives the flight
crew decision support information to better evaluate the potential for
runway/taxiway incursions and ramp incidents, especially at night and in
low visibility conditions. It should be noted that this information is
of limited use unless a majority of traffic can be displayed in the
cockpit of an equipped aircraft on an appropriate airport overlay map.
\[3_680\]

A moving map display of the aircraft's position on the airport surface
will increase pilot awareness of the situation and enhance safety.
\[3_405\] 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. \[3_650\]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. Tower automation also performs
conformance monitoring of the aircraft's taxi route to ensure that
aircraft do not enter active runways without clearance.

\[3_406\]

Visual observation that service providers currently rely upon is
augmented with enhanced situation displays and surface detection
equipment \[[3_495](../OPSCON_L.XLS#_3_495)\]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. \[3_500\] Situation displays are
available for airborne and surface traffic, with appropriate overlaps
for viewing arriving and departing traffic. \[3_505\] The surface
situation displays depict the airport and nearby airspace, with data
tags for all flights and vehicles, \[3_510\]resulting in safer, more
efficient operations in low visibility. New traffic situation displays
will allow ground vehicle operators to maintain situational awareness of
all moving aircraft and vehicle traffic in their areas. This will help
ground vehicle operators avoid conflicts with aircraft. Ramp service
providers (either FAA or airline personnel) manage the movement of
aircraft across ramp areas to the gates. Where used, they 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. [Safety is enhanced by](../AATT.doc#AATT3_550) these
situation displays which include airborne and surface traffic as well as
information from the surface management information system.

Aeronautical information, 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. The ATIS information remains similar to the
system of today but will use data link for delivery. In addition to data
linked ATIS, clearance delivery, and taxi instructions, basic
meteorological information, such as current and forecast weather and
pilot reports (PIREPs), will be available in the cockpit, along with
current weather maps. Pilots will receive weather information over data
link for display inside the cockpit. These displays will be available
for both user and service provider, with automatic, simultaneous
broadcast of hazardous weather alerts to each. \[3_640\]Weather
information includes current observations, pilot reports, hazardous
phenomena in both graphic and text format, and winds aloft information.
\[3_685\] \[3_600\]ATIS information, weather information and clearance
delivery in the cockpit via data link and synthetic voice\[3_120\] will
reduce frequency congestion and miscommunication of the spoken word.
Real time updates of ATIS message components will be data linked to the
pilot. These \[3_630\] message components include Runway Visual Range
(RVR), braking action and surface condition reports, current
precipitation, runway availability, and wake turbulence and wind shear
advisories.

In the future surface operations, the ATSP will:

-   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.

-   Provide access to

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-   Arrival, departure, taxi schedules, and taxi routes

-   Airborne and surface surveillance information

-   Flight information and pilot reports

-   Weather information, including current weather maps.

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-   Provide ATIS and other weather information by data link.

-   As necessary for user self-separation, mark locations of
    obstructions in and around some airports with ADS-B transmitters.
    \[3_235\]

In the future surface operations, the pilot will use automatic dependent
surveillance, data link, and a multi-function display to enhance airport
situational awareness of surface traffic, weather, and airport
conditions.

**Terminal Area -** Enhancements to situation awareness and advisory
services are also provided in the terminal environment. 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.
The introduction of ADS-B combined with CDTI increases the level of
pilot situation awareness in properly equipped aircraft. \[4_380\] This
concept must account for potential navigational failure in order to
maintain a robust operational system. \[4_385\] 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. 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. \[4_135\]With the capability for the flight crew to see the
surrounding aircraft, modifications to service provider air traffic
management 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. 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.

DoD 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 which
increase aircrew situation awareness during the arrival and departure
phases of flight. \[4_795\] \[4_195\]

Other users are equipped with cockpit-based terrain and airspace
displays that enhance their ability to avoid hazardous airspace and
terrain. \[4_542\] Terrain data base updates, which include man-made
obstacles in addition to terrain maps, will be available to properly
equipped users. Increased use of 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. Data link
and cockpit displays permit pilots of properly equipped aircraft to
monitor all the surrounding traffic and to receive meteorological data,
real time weather information and maps, and automated hazardous weather
alerts\[4_405\] in addition to the more routine message traffic in the
cockpit. Properly equipped arriving and departing aircraft can receive
expanded airport information through data link for display in the
cockpit. Airport information includes RVR, braking action and surface
condition reports, runway availability as well as wake turbulence and
wind shear advisories. \[4_150\] \[4_465\]

Enhanced ATSP situation displays and conflict alert functions provide
more information, based on expanded data acquisition and processing
capabilities and improved trajectory modeling and analysis. \[4_495\]
Data acquisition from the flight deck, airline operations center,
service provider, and interfacing NAS systems 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.
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. \[4_375\]Improved weather
data and displays minimize disruption in departure and arrival traffic.

Available to both service providers and users, these data and displays
enhance safety and efficiency by disclosing weather severity and
location. \[4_245\] Enhanced weather data and weather alerts are output
on service provider displays, and simultaneously uplinked for display on
the flight deck. 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. \[4_540\] Decision support
systems will help service providers to maintain situation awareness,
identify and resolve conflicts, and sequence and space arrival traffic.
Improved service provider automation and displays and the use of cockpit
situation displays enhance traffic situational awareness and allow for
enhanced approaches and departures.

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.

\[4_265\]

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.

\[4_270\]

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.

\[4_275\]

Status information concerning the NAS infrastructure components that
support arrival and departure operations is shared with the flight deck.
\[4_280\]

**En Route Airspace** - En route surveillance will be accomplished
through a combination of primary radar, beacon interrogation, and
broadcasts of aircraft position and speed. As more forms of position
data become available, more traffic is under some form of surveillance.
\[5_225\] 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. FMS equipage, including coupled
navigation capabilities, also allows for more efficient flight planning
by the AOC. 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. To assist with situation awareness and advisory in
the en route environment, new ATSP displays will be operational in all
en route facilities and the service provider has access to more accurate
forecasts of potential conflicts. \[5_235\] 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.

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\[5_590\]. Improved flight-following services for VFR traffic
are also provided. \[5_595\]VFR automatic position reports combined with
flight data available via the NAS-wide information system, reduces the
workload associated with providing traffic advisories to uncontrolled
aircraft. \[5_600\]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.

\[5_630\]

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. \[5_140\] Situational awareness will be
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. \[5_435\] DoD aircraft equipped with a
CDTI will have better situation awareness throughout the cruise phase of
flight. Panel-mounted multi-function displays and data link capabilities
will become commonplace in all but the low-end GA aircraft, where
hand-held units remain the equipment of choice. \[5_830\]In addition,
satellite-based surveillance systems that enable robust multi-function
capabilities will begin to appear in GA cockpits. \[5_835\]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. \[5_165\] Multi-function
displays will begin to appear in GA aircraft, providing weather and
traffic information superimposed on a moving map.

\[5_170\] In en route airspace, the use of moving maps for CFIT
avoidance, CDTI, and weather depiction will be available. For properly
equipped aircraft, updates to navigation terrain and obstacle databases
will be provided via data link. \[5_780\]Terrain databases will be
supplemented with information on man-made obstacles. \[5_775\] \[5_190\]
As GA users begin to equip with traffic displays, safety will be further
enhanced as the potential for midair collisions is reduced. VFR
flight-following services will also be enhanced. \[5_440\]

Basic flight information services are available via data link to
properly equipped aircraft. 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\[5_490\]. This
information includes current and forecast weather, NOTAMs, and hazardous
weather warnings. \[5_495\] The pilot in en route airspace will have
better downstream weather data information in digital form, both through
automated means and through request/reply data link. \[5_275\] A pilot
will be able to obtain weather forecasts for not only the specific areas
through which the aircraft will pass, but also the specific time at
which the aircraft will pass through that area. \[5_276\] More aircraft
will provide real-time winds and temperatures aloft, resulting in better
weather information for forecasting and traffic planning. 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.

\[5_285\]

In the future en route area, the ATSP will provide traffic advisories to
uncontrolled aircraft.

-   

-   \[5_375\]

In the future en route area, the AOC will monitor the status of the NAS
and relay status information to pilots.

**Oceanic Environment -** 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. \[6_160\]Service
providers will use visual displays to monitor the traffic situation.
\[6_165\] Advanced oceanic weather detection capabilities and
integration into automation systems will provide enhanced situational
awareness. The AOC will\[6_560\]. provide additional user intent and
aircraft performance data to decision support systems, thus improving
the accuracy of ground-based trajectory predictions

Aircraft position updates are supplied by the aircraft's broadcast of
satellite navigation-derived position data transmissions. \[6_365\] 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. \[6_370\] \[6_460\]Given the higher degree of
responsibility in the cockpit, appropriate automation aids for
monitoring the traffic situation will be provided to the pilot.\[6_480\]

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\[6_400\]. Satellite navigation systems and data link
allows more accurate and frequent traffic position updates; data link
and expanded radio coverage provide direct air-to-ground
communications.\[6_195\] Satellite-based communications are also the
primary means for voice position reports.\[6_140\] Pilots have situation
awareness of nearby traffic through ADS-B/CDTI \[6_360\] and use this
information to enhance oceanic operations. This is also integrated with
improved weather information. \[6_361\] CDTI, used in conjunction with
satellite-based navigation systems, allows more relaxed separation
standards in oceanic airspace.

### Situational Awareness and Advisory Enhancement Benefits

The following benefits are attributed to the situational awareness and
advisory enhancements described in the above sections:

-   All parties involved in collaboration share a common situation
    awareness, using the best, most timely information possible.^2^

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-   Airborne and ground situation awareness is enhanced by the
    availability of Automatic Dependent Surveillance (ADS). ADS-B
    enables positive control in non-radar environments. ^2^

-   Enhanced visual acquisition of other traffic in the VFR traffic
    pattern at uncontrolled (non-tower) airports using ADS-B. ^2^

-   Retransmit position reports from all pertinent aircraft from the
    traffic information service back to the cockpit. ^2^

-   Enhanced CDTI may enable the transfer of responsibility for
    separation assurance to the flight deck for some operations. ^2^

-   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. ^2^

## Navigation and Landing Enhancement Area

The transition to GPS for oceanic, en route, terminal, and non precision
and precision approaches continues. GPS is used as the position
reference in all applications of ADS-B. Suitable backups to GPS in the
event of a failure are implemented, but as transition to GPS is
completed, some ground-based aids to navigation are decommissioned.

### Navigation and Landing Enhancement Operational 

For future requirements to be satisfied, pilot and controller navigation
and landing services must be enhanced\[3_160\]. These services will be
enhanced through the use of GPS, WAAS, and LAAS. The following
paragraphs provide a description of the navigation and landing
enhancement on the airport surface, in the terminal area, in en route
airspace, and over the oceans.

**Airport Surface -** \[3_380\] Satellite-based navigation services will
be enhanced with the addition of LAAS that enable more accurate position
information on all aircraft and vehicles operating on the airport
surface. This will lead to improved situational awareness on the airport
surface, and when combined with enhancements to separation assurance
will result in an increase in safety particularly in low-visibility
conditions. \[3_406\]Service providers will display satellite-derived
position data transmitted by selected flights upon request, while
ground-based surveillance data will be shared with users as a safety
enhancement for preventing incursions. \[3_500\]

In the near future, GA users will have improved versions of the
hand-held or panel-mounted 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. \[3_115\] ADS-B will allow for low-cost
cockpit traffic displays, thus enhancing the pilot's perspective of
surrounding surface traffic (aircraft and other vehicles in the airport
movement area).

There will be limited navigation and terrain database services to update
the databases used in the cockpit or hand-held avionics.
\[2_140\]Airport operations can continue in near zero visibility
conditions at near normal visual rates based on the implementation of
\[3_645\] accurate position information (i.e., GPS/LAAS), a cockpit
moving map overlaid with aircraft positions, and real-time data link
information. Note that this concept must account for potential
navigation system failure in order to maintain a robust operational
system. \[4_385\]

**Terminal Area -** In the future, a rapid proliferation of improved
navigation capability will occur in aircraft of all user
classifications. Improved navigation precision, coupled with changes in
service provider separation procedures will allow an improved ability to
accommodate user-preferred arrival/departure routes, climb/descent
profiles, and runway assignment. Improved departure/arrival flows based
on precision area navigation capabilities will be 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 Area Navigation (RNAV),
satellite navigation, and FMS. The implementation of GPS/LAAS will
facilitate the addition of precision approach capability to more
airports, increasing all-weather access to an increasing number of
airports. \[4_400\] \[4_660\] LAAS has the accuracy, availability,
integrity, and continuity necessary for precision approaches. These
approaches allow for optimum descent from cruise to the runway
threshold. Widespread RNAV equipage and expanded surveillance coverage
with new technology provide increased access to airports and airspace in
poor weather conditions. Many more of the smaller GA airports will have
some form of GPS based approach. \[4_665\]\[4_365\] The addition of
enhanced collision avoidance logic based on satellite-based navigation
and surveillance information will improve collision avoidance
capabilities and will provide collision protection to the ground,
including on closely spaced parallel approaches. Dependent and
independent approaches/departures in IMC may be performed at many
airports between properly equipped aircraft and by a properly trained
flight crew. \[4_180\]

Published instrument approaches based on independent navigation systems,
such as GPS/area navigation (RNAV)/inertial navigation system (INS)/FMS
will be available and can be monitored on a moving map display. Next
generation equipment and procedures (including Terminal Radar Procedures
(TERPs)) to permit the design and implementation of LAAS precision
approaches and precision departures/missed approaches to all runway ends
will be developed to support Surface/Approach operations. Expanded
departure and arrival route structures, within environmental
constraints, to allow increased usage of RNAV, satellite navigation, and
routes flown automatically by the onboard FMS.

The primary threat to GPS navigation is interference and intentional
jamming. Interference will be most disruptive in the landing phase and
any backup capability must at least support non precision approach
capabilities. Thus, \[4_200\] most major DoD aircraft will be equipped
with multi-mode receivers capable of utilizing Instrument Landing System
(ILS) and MLS as a backup to GPS (i.e., ILS/GPS, ILS/Microwave Landing
System (MLS), and ILS/MLS/GPS) for precision approaches. Eventually it
is expected that all DoD users will be equipped with augmented
satellite-based navigation capabilities, data link, GPWS, cockpit
display of traffic and weather information, and on-board collision
avoidance. \[4_795\]

In the future terminal area, the ATSP will provide for multiple arrival
and departure routes based on area navigation in high-density
terminal-areas; p\[4_300\] rovide, via data link, information regarding
routes in use to pilots in properly equipped aircraft; and provide
supporting augmentation at some airports to enable precision approaches
using satellite-based navigation

In the future terminal area, the pilot will conduct approaches using all
available navigation systems, and c\[4_335\]onduct closely spaced
independent approaches by utilizing surveillance data, on-board avionics
and new air-ground procedures to ensure safe separation. \[4_336\]

**En Route Airspace -** \[5_225\] An increasing number of aircraft will
be equipped with satellite-based navigation, digital communications, and
the capability to automatically transmit position data. 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. Many of these
aircraft will also have these capabilities coupled to an FMS. \[5_230\]
FMS equipage, including coupled navigation capabilities, also allows for
more efficient flight planning by the AOC. As a result of these
developments, flights will be routinely operated on user-preferred en
route trajectories, with fewer aircraft constrained to a fixed route
structure. These trajectories will be accommodated earlier in the flight
and continue closer to the destination than is currently allowed. As
ground based navigation aids phase out with the continued transition to
satellite navigation, the current route structure will be replaced with
a global grid of named locations. \[5_250\] These defined points will be
used for coordination purposes, including transition points for flow
initiatives, and as backup in the case of either airborne or ground
based automation failures. Point-to-point navigation that allows the NAS
airway structure to change as high altitude jet routes are phased out
and as more flights at those altitudes are conducted with area
navigation capabilities. Satellite-based navigation and augmentation
systems will greatly expand IFR access to low altitude airspace,
enhancing operations outside of radar coverage. \[5_765\]

Aircraft equipped with satellite-based navigation will be afforded lower
separation minima and procedural lateral offsets will allow passing
maneuvers that require less airspace than needed today. \[5_571\] In the
future, more GA users will employ GPS as a primary means of navigation.
Satellite-based surveillance systems that enable robust multi-function
capabilities will begin to appear in GA cockpits. Panel-mounted
multi-function displays and data link capabilities will become
commonplace in all but the low-end GA aircraft, where hand-held units
remain the equipment of choice. \[5_835\]\[5_160\] Improved awareness of
terrain and airspace separation 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. For properly equipped aircraft, updates to navigation
terrain and obstacle databases will be provided over data link. For DoD
users, the GPS will be increasingly used for en route and cruise
navigation, supplemented by, but less reliant on ground-based NAVAIDs
and inertial navigation systems.

FAA will reduce the number of ground-based navigation aids. Criteria for
identifying the aids to be shut down will be published well ahead of
time.\[7_627\] NAS infrastructure services such as navigation and
landing signals, and aeronautical information broadcasts will be
provided directly to FAA customers.

\[7_635\]

ADS-B and radar data will be integrated or fused to improve surveillance
coverage, \[7_637\] accuracy, and update rate. These capabilities will
better support automatic decision support tools and may lead to reduced
separation standards. When ADS-B data and radar data exists on the same
target, this information will be used to automatically calibrate the
radar thus reducing radar bias errors and ADS-B/radar registration
errors. \[7_639\]

The future en route roles and responsibilities for the pilot include,
but are not limited to the capability to navigate and monitor position
en route using a GPS receiver or other area navigation capability with a
moving map enhances ground proximity warning systems. \[5_860\]

**Oceanic Environment -** 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, real-time
communication and the use of full surveillance are paramount enablers of
capacity enhancement in oceanic airspace. \[6_180\] Oceanic separation
minima will be significantly reduced, allowing a corresponding increase
in traffic demand, due to the following improvements:

-   International agreements and standards for satellite-based systems
    to ensure global interoperability will be established. \[7_311\]

-   Satellite navigation systems and data link will allow more accurate
    and frequent traffic position updates

-   Aircraft position updates will be automatically supplied by the
    aircraft's broadcast of satellite navigation-derived position data.
    \[6_365\]

-   New advancements in ATC decision support tools, data link
    communications, surveillance, and navigation will facilitate merging
    domestic en route and oceanic control methods. \[6_381\]

-   Most aircraft will navigate using a global satellite navigation
    system whose improved accuracy will generate the required safety for
    reduced separation standards. \[6_540\]

-   Many aircraft will be Future Air Navigation System-1 (FANS-1)
    equipped or have the required navigation performance capability for
    reduced separation standards. \[6_110\]

-   DoD will use satellite based navigation systems to supplement
    today's inertial navigation systems.

-   Satellite-based navigation will emerge as the sole means of
    navigation, with inertial systems used as a backup.

-   

-   \[6_530\]

### Navigation and Landing Enhancement Area Benefits

Navigation and Landing enhancements are **enablers** of other
capabilities that are described in other Enhancement Areas. As such, it
is difficult to assign benefits to achieving these capabilities. Those
assignments are best done when considering individual Enhancement Areas
or applications. If a Navigation and Landing improvement supports
multiple other enhancement areas, then some method must be developed to
allocate the benefits to individual applications or Enhancement Areas.

## Traffic Management - Strategic Flow Enhancement Area

In the U.S., the air traffic management process is managed and operated
by the FAA and is intended to ensure the safe and efficient movement of
aircraft operating under IFR from takeoff to landing. Traffic flow
management is responsible for ensuring that traffic flow into major
terminal areas and other high density control areas is optimized,
particularly at times when demand either exceeds or is anticipated to
exceed the available capacity.\[1_135\] As more and more unmanned aerial
vehicles (UAVs) and expendable and reusable space launch vehicles (ELVs,
RLVs) come into use, strategic flow management will evolve to
accommodate their unique requirements.

### Traffic Management - Strategic Flow Enhancement Area Operational Environment 

Traffic Management -- Strategic Flow (TM-SF) affects all users
similarly, \[7_165\] although users with an AOC or AOC-like capability
have an opportunity to collaborate more efficiently and effectively with
TM-SF service providers to address specific flow restrictions. \[7_170\]
Therefore, unlike the preceding Enhancement Areas, the operational
concepts for TM-SF are discussed at a high level for all users.

**Improved Information -** National and local TFM service providers will
adapt to an environment of increased user flexibility, collaborative
partnership, and information sharing among themselves and with the
airspace users. \[7_650\] Users and service providers alike will begin
to experience the benefits of increased automated exchange of
information between users and service providers. Timely and consistent
information across the NAS will be made available for both user and
service provider planning purposes. \[7_100\] Improved information
exchange among users and service providers will enable shared insight
about weather, demand, and capacity conditions and allows for improved
understanding of NAS status and TFM initiatives. Airspace users will
increasingly use data link to exchange position, speed, altitude,
intent, aircraft performance parameters, and weather information with
the ATSP and AOCs. Infrastructure management will provide infrastructure
information to users. Through collaborative decision making, future
service providers will focus on providing the best, seamless service to
all users. \[7_105\] 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.

Users will be better able to plan their flight operations in
anticipation of NAS capacity and traffic conditions, and to minimize
congestion or possible delays due to the comprehensive information made
available by the NAS-wide information system. \[7_145\] Databases and
decision support systems that use these databases will enable a shared
view of traffic and weather among all parties so that proposed
strategies can be evaluated. \[7_150\] 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.
\[7_160\]\[7_110\]\[7_182\]

TM-SF includes an executive flow unit dedicated to
system-wide/international planning and coordination called the Air
Traffic Control System Command Center (ATCSCC). \[7_190\] The ATCSCC
provides oversight to minimize system impact and equitably distribute
the impact to the users. 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. 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, enhanced by more comprehensive and current information
from users and international service providers.

Site and national traffic managers' situation awareness and strategic
planning will be based on a system-wide perspective that enhances the
effectiveness of the overall NAS. Since conditions and events at one
place in the NAS are generally predictive of events several hours in the
future at other points in the NAS, the system can provide site and
national traffic managers with extensive information on national
environmental conditions, resource capacities, and traffic demand. This
information will be presented in the form of 'national profiles' that
describe national operational conditions, including the overall NAS
environment, and national capacity and demand. \[7_251\] This national
operational environment information will provide all traffic managers
with an overall view of conditions at cardinal points within the NAS
that will affect operations from the current time through several hours
into the future. National TFM service providers will continue to manage
capacity control programs (CCPs) and flow initiatives to mitigate
instances where demand exceeds capacity. \[7_580\] However, more
accurate data and user collaboration will reduce the frequency of such
initiatives. Therefore, the programs will be primarily used in the case
of infrastructure problems or when inclement weather prevails. \[7_350\]
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. \[7_355\] Decision
support systems will aid the national TFM service provider in monitoring
user adherence to assigned arrival times. \[7_360\]

Air traffic service providers at the ATCSCC monitor traffic, weather and
infrastructure across the NAS. \[7_370\] 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. \[7_375\] Continuous
evaluation of traffic management initiatives, to determine their
effectiveness and their impact on users, is the focus of these
activities.

The TFM infrastructure will be upgraded to an open client-server
infrastructure in order to support planned enhancements

**Improved Collaboration and Planning -** \[7_530\] Advance planning is
performed to develop proposed responses to future events such as air
shows, military exercises, commercial space launches, field assessments
of prototype systems, space missions, etc. \[7_531\] 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 take off \[7_535\]
(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. \[7_365\] ATCSCC service providers
also collaborate with domestic and international service providers,
including other executive flow units, to provide for end-to-end flight
planning predictability. \[7_470\] \[7_475\] The ATCSCC utilizes broader
information on international traffic and aviation equipment in support
of global traffic flow management. ATCSCC service providers play a lead
role in improving overall NAS service by managing national programs that
modify national procedures and techniques governing daily operations.
\[7_505\]

Traffic flow management is evolving to the philosophy of problem
resolution at the lowest level possible. \[7_315\] Local service
providers will 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. The ATCSCC stays informed about traffic flow restrictions
initiated locally. 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.
\[7_320\] Service providers at the national TFM level monitor traffic,
weather, and infrastructure across the NAS, \[7_325\] 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. Adjustments must
be made to the airspace structure and/or trajectories when demand
exceeds capacity. \[6_485\] In oceanic airspace, these changes are
coordinated with national and international traffic flow service
providers. The NAS service provider has access to the projected demand
information for the day \[6_495\] 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. \[7_330\] National TFM
service providers also monitor NAS performance and adjust traffic
management strategies as needed. \[7_485\]

Increased automated information exchange among domestic/international
service providers, and between service providers and users, supports
seamless global air traffic management. \[7_390\] Increased
collaboration between service providers and users in problem resolution
improves overall system effectiveness.

Airspace congestion management capabilities help the users manage their
fleets in ways that are comparable to capabilities used to manage
airport capacity imbalances. These capabilities include exchanging slots
for the constrained area among company flights as well as improved
collaborative rerouting around flow constrained areas down to the
individual flight.

**Improved Flow Management Planning -** Upon completion of the National
Airspace Review, tools and procedures will be in place for frequent
evaluation (i.e., up to several times a day) of the airspace structure
and anticipated traffic flows, with adjustments made accordingly. 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. Terminal-area route structures will be
expanded, including those flown automatically by the onboard FMS. When
the projected demand for airspace is at or near capacity and after
collaboration between users and national TFM, a temporary route
structure with transition points for moving to and from user
trajectories will be identified. Airport and airspace congestion is
managed by an allocation of the constrained resources to the users based
on scheduled demand.

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.\[1_270\] There are capabilities and
strategies to manage airspace congestion that are comparable to those
that are used to manage airport capacity imbalances. Strategic flow
initiatives move from modifying demand within the constraints of the
existing NAS resources into full realignment of NAS resources to best
meet the traffic situation. Flow-constrained areas are managed by
allocating access, collaborative rerouting, and realigning sectors and
associated resources to provide maximum flow in the adjacent areas. User
flight planning systems incorporate flow management constraints to use
when planning. Contingency planning moves from maintaining some level of
service in the face of serious infrastructure problems to maintaining
the highest level of flow given the ability to dynamically reallocate
assets. Additional improvements are expected to materialize through the
Research and Development (R&D) process.

**Improved Decision Support Tools --** In the future, 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. In addition, 'what-if' tools for
both the service provider and the NAS user will improve flow strategy
development, NAS performance monitoring and measurement, and will allow
proposed strategies to be evaluated. \[7_340\] Automation and decision
support capabilities tailored for national TFM will furnish a global
perspective and facilitate coordination among local and national traffic
flow managers, thus improving the decision-making process. \[7_210\]
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 will become
more dynamic and adaptive. \[7_215\] Better decision support systems
will help service providers visualize demand and manage the more complex
traffic flows.

\[7_220\] 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. \[7_595\] 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. 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. \[7_605\] The analysis of NAS
operations includes an assessment of the general effectiveness and
fairness of flow constraints. \[7_610\] Information from the analysis is
entered into the NAS-wide information system and helps identify
compliance issues and incentives to improve collaborative flow planning.
Information about arrival capacity allocations, reroute programs and
other restrictions is automatically recorded, as is information from
local facilities. \[7_545\] The recorded information includes both
predicted and actual conditions. \[7_550\]

During heavy traffic, a traffic management tool achieves the engineered
airport acceptance rate while minimizing aircraft delays. The ability to
plan for future flow constraints, instead of reacting to impose
restrictions will support both ARTCCs and the TRACON in achieving these
results. \[7_551\] Routes are probed for flow constraints prior to
filing, resulting in fewer reroutes. Under nominal, predictable
conditions, the traffic management tool has the ability to predict when
the volume of traffic will exceed the acceptable arrival rates well in
advance of the traffic saturating the arrival controllers.
\[7_552\]\[7_225\]

\[7_380\]

A key variation from current TM-SF 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. \[7_120\] This approach is commonly referred to as "control by
time of arrival (CTA)." For example, under this approach, if an
airport's capacity is reduced by 50%, each user is instructed to reduce
their demand by 50%. In this CTA fashion, the role of compliance is
shifted to the user so they may plan flights according to their unique
operational requirements as well as business needs. 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. \[7_125\] Improved information about capacity constraints
allows these users to adjust their operations accordingly, helping to
resolve problems without TFM intervention. \[7_130\]

Another variation 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. To anticipate where
and when demand might exceed capacity, both local and national traffic
flow managers rely on decision support systems. \[7_555\] 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. \[7_560\] 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.
\[7_565\] 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. \[7_541\]When a
demand/capacity imbalance exists, the system develops Demand Modulation
Schedules (DMS) for arrival, departure, and en route traffic. \[7_542\]
Each DMS assesses the times at which flights must depart or reach
specified resources. To modulate demand to meet the capacity of each
relevant resource, the DMS for that resource provides a Demand
Modulation Time (DMT) and a Free Flow Time (FFT) for each relevant
aircraft. DMTs are assigned to fit demand to capacity. DMTs are assigned
to fit demand to capacity at affected resources by specifying the times
at which flights must enter a sector. FFTs indicate the time the flight
would arrive at the resource under unrestricted operations. The service
providers use the initial surface movement DMTs/FFT as a guideline for
developing the most efficient queue for each runway. \[7_546\] The
system automatically determines when actual Initial Surface Movement
(ISM) times diverge from the plan, and recalculates the ISM DMTs and
departure plans of subsequent flights. \[7_115\] To assist the airlines
further, an expansion of the air route networks and increased traffic
flows particularly between regional and major hub airports will allow
airlines to respond to competition from other modes of transportation.

> \[7_395\]

Enhanced decision support systems improve NAS monitoring, performance
measurement, and strategy development. \[7_400\]

-   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.
    \[7_405\]

**Accommodation of UAVs, ELVs, and RLVs**. -- There are space
launch/reentry sites at coastal, inland, and sea-based locations. As a
result, a variety of space vehicles operate in the NAS. These vehicles
include traditional Expendable Launch Vehicles (ELVs) that operate
predominantly from U.S. federal launch ranges, and Reusable Launch
Vehicles (RLVs) that operate from a variety of launch/reentry sites
around the country. ELV and RLV operations utilize various types of ATC
clearances, as determined by vehicle characteristics such as mode of
launch and reentry, pilot technique, avionics equipage, trajectory
predictability, etc. Vehicles that perform comparably to conventional
aircraft may be handled in manner similar to those aircraft. Traditional
ELVs require dynamically reserved airspace to provide separation
assurance. SUA reservations are based on the characteristics of the
vehicles and the priority of the use.

Space transportation users request Altitude Reservations (ALTRVs), or
temporary, geographical, special use airspace from surface to unlimited.
ALTRVs are filed through the Central Altitude Reservation Facility
(CARF) which is part of the FAA Air Traffic Control System Command
Center (ATCSCC). Control of scheduling and flight planning rests with
the DoD for operations from federal launch ranges. Commercial users
exercise control of scheduling and flight planning from non-federal
launch sites.

Space vehicle flight profiles describe user needs and take into account
flow conditions and constraints. The NAS-wide information system enables
domestic and international users and service providers to access flight
profiles and associated SUA data. Launch and recovery operations are
more predictable, allowing service providers to exercise tighter
coordination of user requests for system resources. Four-dimensional
flight profiles replace surface to unlimited ALTRVs and commercial use
of previous DoD planning resources.

The majority of launches occur from U.S. launch bases and ranges. The
FAA provides traffic management and separation assurance to vehicles as
they transition through the NAS to and from space. ELVs and RLVs utilize
airspace volumes that are dynamically reserved and released to allow the
vehicles to transition through the NAS from sites other than the federal
launch bases and ranges. The reserved airspace volumes are selected
based on performance characteristics of the vehicle and overall safety
considerations. The airspace volumes are tailored as mission needs or
NAS needs dictate, in order to provide more flexibility than today\'s
SUA.

In the future traffic flow and infrastructure management area, the ATSP
will:

-   Manage programs and flow initiatives to mitigate instances where
    demand exceeds capacity. \[7_255\]

-   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. \[7_260\]

-   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. \[7_265\]

-   Monitor user compliance with traffic flow management initiatives and
    apply punitive controls as necessary. \[7_270\]

-   Apply aggregate flow directives rather than flight-specific
    strategic control when possible. \[7_275\]

-   Monitor NAS performance and adjust traffic management strategies as
    needed. \[7_280\]

-   When possible, resolve traffic flow management problems at the local
    level. \[7_285\]

In the future traffic flow and infrastructure management area, the AOC
will:

-   Resolve traffic flow management issues collaboratively. \[7_305\]

-   Identify a temporary route structure when the projected demand for
    volumes of airspace is at or near capacity.

> \[7_310\]

### Traffic Management - Strategic Flow Enhancement Benefits

The flying public and private sectors will directly benefit from reduced
transportation costs and increased schedule/connectivity. The general
public will indirectly benefit from the resulting economic growth
(national productivity and gross national product) enabled by a more
productive and efficient transportation system. \[1_421\] Another
benefit is the distribution of the cost for NAS modernization. The users
to a greater extent shall share the cost. This is likely to lead to
acceleration in the realization of benefits to all NAS stakeholders.

User efficiency will be increased through increased accommodation of
user-preferred deviations in constrained en route airspace, due to user
options for pre-emptive action and the incorporation of user
input/preferences into ATSP's management of traffic flow.^1^ Increased
user efficiency, ATSP productivity and system capacity, also result due
to the adoption of a strategic and collaborative approach to the
management of constrained en route airspace. ^1^

## Traffic Management - Synchronization Enhancement Area

Enhanced traffic management-synchronization is an essential element of
the Free Flight concept embodied in the FAA and RTCA operational
concepts. The future traffic management-synchronization services will be
based upon the enhancement of the near-term system capabilities
resulting from the "real time" sharing of information regarding the NAS,
traffic, weather, and system demand.

An increased usage of decision support systems that provide information
to support the providers in their tasks. 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.

As a result of the new systems in place, traffic demand increases
significantly without a corresponding increase in the controller
workforce. Furthermore, controller workload under peak traffic remains
equivalent to the workload controllers absorbed in the 1990s under
lighter traffic demand. This increased ATC efficiency has been achieved
through the implementation of DSTs for traffic management and control,
dynamic alteration of airspace boundaries, reduced vertical separation
minima, improved air-to-ground communications and coordination, and
enhanced ground-to-ground coordination aids. \[1_435\]

####   {#section-2 .unnumbered}

### Traffic Management - Synchronization Enhancement Operational Description

For future requirements to be satisfied, pilot and controller traffic
management-synchronization services must be enhanced. These services
will be enhanced through improved surveillance and communication
capabilities and the implementation of decision support tools both
on-board the aircraft and in the ATC automation system. The following
paragraphs provide a description of the traffic
management-synchronization enhancement on the airport surface, in the
terminal area, in en route airspace, and over the oceans.

**Airport Surface -** 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.

\[3_130\]

Cohesive taxi plans are developed to facilitate aircraft parking and the
flow of vehicular traffic. \[3_735\]

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.

\[3_145\]

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 and
gaseous emissions. This latter environmental impact will also be taken
into account when defining operational ATM improvements. 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. \[3_150\]

-   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. \[3_155\]

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 decision support systems are planned as an
integral part of the total NAS automation system. 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 related taxi plans. 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. Traffic flow service
providers oversee surface movement operations by analyzing the
operational situation and establishing initial parameters for surface
movement planning. In the process, these service providers will
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.
\[3_420\] The service provider will evaluate results and adjust
parameters as needed. Both the initial values and subsequent adjustments
will be incorporated into the surface management information system
\[3_425\] to ensure consistency and an integrated approach across
systems. At busy airports, there will be a traffic flow service provider
in the tower.

\[3_430\]

Airport surface operations include coordination with ATC regarding
pushback and departure times. Departure clearances will be issued via
data link at more airports and to more users than is feasible today. In
addition, automation functions will utilize these departure clearances,
along with aircraft location and aircraft type, to generate taxi
schedules. Thus departures will be spaced more efficiently than they are
today, resulting in reduced taxi times. 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. \[3_575\]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. However, in the near future,
ramp service providers, where used, will 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.
\[3_545\] \[3_590\] Safety will be enhanced by 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. \[3_550\] \[3_595\]DoD NAS users will continue to
receive surface movement instructions by personnel and equipment in the
ATC tower. \[3_720\]

The future NAS will become more integrated, as surface-movement decision
support systems provide real time data to the NAS-wide information
system. After proper coordination with the AOC and the air traffic
ground controller, the flight crew can push back and begin taxi to the
appropriate runway. \[3_705\] Upon pushback, the flight's time-based
trajectory will be updated in the NAS-wide information system, based on
the average taxi time at the airport under prevailing traffic
conditions. Taxi Planning will be significantly improved through timely
availability of traffic activity information. \[3_515\] 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. In the future,
as the aircraft prepares to taxi, service providers will use decision
support systems to determine taxi sequencing (based largely on user
preference), and to perform conformance monitoring and conflict
checking. \[3_320\] Since this automated planning process will share
information with the surface situation monitoring systems, the resulting
taxi plan will balance the efficiency of the movement with the
probability it can be executed without change. \[3_325\]\[3_525\] For
departures, taxi time updates and the associated estimates included in
the taxi plan will be coordinated automatically with airspace automation
to efficiently sequence ground traffic to match projected traffic flows
aloft. \[3_200\] The decision support system will incorporate departure
times, aircraft type, wake turbulence criteria, and departure routes to
safely and efficiently sequence aircraft to the departure threshold.
\[3_330\]\[3_530\] For arrivals, the decision support system will
consider the assigned gate to minimize taxi time after landing.
\[3_335\]\[3_535\] Additionally, improved knowledge of aircraft intent
will allow automatic monitoring of taxi plan execution and provides
alerts to the potential for runway incursion.

At some airports today, tower automation performs surface conflict
detection; in the future, enhancements will be made to this automation
that take advantage of the improved accuracy of satellite-based
navigation and surveillance. Tower and ground service providers at some
major airports will use tower decision support systems that facilitates
airport operations. It will contain information about the airport
environmental and operating conditions and will enable exchange of
information and requests between the tower, airport operations, and
ground service providers. The use of decision support systems to
coordinate local operations with other airport operations will improve
the efficiency of airport surface movements. Tower automation will also
provide schedules for arrivals, departures and surface traffic using
flight schedule information \[3_615\]

In the future the ATSP will:

-   Use a surface management information system that enables data
    connectivity between the service provider, flight deck, airline
    operations center, ramp, airport operator, and airport emergency
    centers. The system will provide access to:

```{=html}
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```
-   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

-   Arrival, departure, taxi schedules, and taxi routes

-   Airborne and surface surveillance information

-   Flight information and pilot reports

-   Weather information, including current weather maps

-   Clearance delivery and taxi instructions

-   Traffic management initiatives. \[3_220\]

```{=html}
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```
-   When appropriate, clear properly equipped aircraft to self-separate
    and maintain sequence on the airport surface. \[3_225\]

-   As necessary, perform taxi sequencing based on user preferences,
    conformance monitoring, and conflict checking. \[3_245\]

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

```{=html}
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```
-   Establishment of taxi-times based on weather and airport
    configurations

-   Establishment of aircraft movement times required to accomplish
    deicing with minimal delay from station to departure. \[3_250\]

-   Authorize properly equipped aircraft for lower RVR operations than
    those that are not equipped. \[3_255\]

```{=html}
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```
-   Evaluate results and adjust automation system parameters as needed.
    \[3_565\]

**Terminal Area -** Departure and arrival planning involves the
sequencing and spacing of arrivals, and the integration of departures
into the airborne traffic environment. \[4_545\] In the future, decision
support systems will help the service provider to assign runways and
merge/sequence traffic, based on accurate traffic projections and user
preferences. Improved departure flows will be achieved through tools
that provide more efficient airport surface operations, improve real
time assessment of traffic activity in departure and en route airspace,
and expand usage of flexible routes based on RNAV, satellite navigation,
and FMS. Arrival operations will also benefit from these tools.
\[4_555\] Runway assignment will be made early in the arrival phase of
flight. \[4_565\] The user's runway assignment preference will be
available through the flight object within the NAS information system,
and is used in conjunction with departure and arrival decision support
systems, such as TMA and Final Approach Spacing Tool (FAST), and the
integrated surface management tool to coordinate an optimal assignment.
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.

\[4_570\]In the final portion of the arrival phase, decision support
systems will facilitate the use of time-based metering to maximize
airspace and airport capacity. \[4_575\] Procedures may be implemented
that take advantage of additional runway and airport capacity increases
at various locations. Other tools will generate advisories to the
service provider that aid in maneuvering flights onto the final approach
in accordance with the planned traffic sequence. Improved service
provider automation and displays and the use of cockpit situation
displays will enhance traffic situational awareness and allow for
enhanced approaches and departures. \[4_580\] On final approach, the
service provider may give the pilot responsibility for station keeping
to maintain the required sequence and spacing to the runway. Dependent
and independent approaches/departures in IMC may be performed at many
airports between properly equipped aircraft and by a properly trained
flight crew. \[4_700\] As a result, increased capacity and greatly
reduced delays during IMC are realized at airports with closely spaced
parallel runways. \[4_585\] Display enhancements will also provide
benefits for planning and monitoring arrivals and departures to and from
converging runways and approach or departure waypoints. Enhanced weather
data and weather alerts will also be output on service provider
displays, and simultaneously uplinked for display on the flight deck.
These displays will improve the service provider's ability to coordinate
with the flight deck and with other service providers to ensure the
avoidance of hazardous weather. \[4_586\]

When traffic management initiatives are required, service providers will
collaborate with users to resolve congestion problems through adjustment
of user schedules and incorporation of user preferences such as desired
arrival or departure sequences. If these adjustments do not adequately
resolve the problem, the service providers will work with the national
traffic management function to solicit user input concerning flow
constraints, and these constraints will be entered into the NAS-wide
information system as planned or current operational requirements.
Systems for obtaining and distributing user input will be made available
to both service providers and NAS users. Airspace users will
increasingly use data link to exchange position, speed, altitude,
intent, aircraft performance parameters, and weather information with
the ATSP and AOCs. User-ATSP exchange of state and intent data will
improve the accuracy of, and consistency between, FMS and ground-based
trajectory predictions. Before changing a flight's trajectory, the
controller must ensure not only that the revised trajectory is free of
conflicts, but that the transition to that trajectory is also conflict
free. The system therefore provides a 'trial plan' conflict probe for
testing alternative trajectories. This will facilitates more effective
collaborative decision making, with the AOCs collaborating with ATM in
deciding TFM initiatives, which will then be data linked to the pilots.
\[4_450\]

To enhance operations during peak capacity periods, arrival operations
will be enhanced by taking advantage of aircraft FMS to enable the
Required Time of Arrival (RTA) at designated approach points.
\[4_646\]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 will be required, but may be obtained procedurally (e.g.,
assigned speeds) or with reference to the CDTI (e.g., station keeping.).
\[4_175\] Once proven in visual conditions, these approach/departure
procedures may be further developed for use in instrument meteorological
conditions. A future goal is to allow turbojet and turboprop aircraft to
plan and execute an optimal descent profile to land in a sequence that
maximizes airport capacity. \[4_455\] This will reduce exposure between
high and low performance aircraft and releases lower altitude airspace
for use by lower performance aircraft. It will also permit more
efficient operation of high performance aircraft. For sudden or
unexpected reductions in airport arrival rates, traditional airborne
holdings will continue to be used. However, its use will be
significantly reduced by enhanced arrival procedures and advanced
aircraft avionics.

\[4_721\]

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

-   Decision support systems that increase the efficient use of airport
    assets by providing assistance in arrival and departure sequences
    and spacing. This includes access to better information regarding
    the kind and amount of traffic coming into a terminal area. It also
    includes automated coordination between service providers within the
    terminal area and in neighboring facilities.

-   \[4_251\] Each flight's route, type, equipage, and destination
    define many procedurally required tasks, based on a Letter of
    Agreement and facility procedures.

-   Arrival flows and departure queues will be planned around projected
    times for runway configuration changes that cause the least traffic
    disruption.

In the future terminal area the ATSP will:

-   Assign arrival runways. \[4_295\]

-   When appropriate in low-density areas, clear properly equipped
    aircraft for free maneuvering. Properly equipped aircraft are given
    authority to maneuver as necessary to avoid weather cells, or to
    follow such aircraft using self-spacing procedures. \[4_311\]

-   In high-density areas, ATC will provide oversight for sequencing and
    primary separation assurance. \[4_775\]

-   When appropriate, clear properly equipped aircraft to self-separate
    and maintain sequence ("station-keeping."). \[4_315\] Appropriately
    equipped aircraft will be given clearance to merge with another
    arrival stream, and/or maintain in-trail separation relative to a
    leading aircraft. \[4_316\]

-   Controllers may enable a function that automatically accepts
    handoffs on flights that are projected to be conflict-free across
    the sector. \[4_326\] This function can be enabled/disabled at will.
    If this function is disabled, handoffs are processed manually. When
    enabled, the function accepts the handoff for each conflict-free
    flight at its penetration avoidance point.

In the future terminal area of traffic management-synchronization, the
Pilot will:

-   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 IMC.
    \[4_355\]

-   Be able to select preferred routing. \[4_755\] 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.

-   Fly to meet RTA, \[4_765\] thereby improving the use of airport
    assets.

###  {#section-3 .unnumbered}

**En Route Environment -** 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,
and to remain at that altitude until the point is reached from which an
optimum descent profile should commence. \[5_200\] New displays will be
operational in all en route facilities and the service provider will
have access to more accurate forecasts of potential conflicts. Decision
support systems such as the conflict probe will assist the provider in
developing safe and effective traffic solutions and will allow for
greater user flexibility in requesting and being cleared for
user-preferred routings.. \[5_210\] \[5_575\] They will also help
service providers to collaborate with users when SUA restrictions are
later removed or changed. \[5_620\] Additional intent and aircraft
performance data will be provided to decision support systems, thus
improving the accuracy of trajectory predictions. 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. The status of active and
proposed flights and NAS infrastructure will be available to NAS users
and service providers. This will facilitate more effective collaborative
decision making, allowing users to collaborate with ATM in deciding TFM
initiatives. The ATSP will also have access to a predicted demand
profile for the entire day. The profile will be produced through
improved information sharing, collaborative decision making, and the
projection of flows based on weather and wind patterns. \[5_640\] This
information will be used, in coordination with the national flow
management and other en route traffic flow facilities, to determine the
daily airspace structure. Any capacity problems due to SUA schedules,
staffing, or weather are identified.

As in previous portions of flight, complementary digital communication
systems will enable datalinking of routine communications such as
frequency changes or certain clearances. This automated coordination
will reduce the amount of time pilots and service providers spend on
routine tasks, \[5_270\] allowing more time to address other issues such
as user requests. The pilot in en route airspace will have better
downstream weather data information in digital form, both through
automated means and through request/reply data link. A pilot will be
able to obtain weather forecasts for not only the specific areas through
which the aircraft will pass, but also the specific time at which the
aircraft will pass through that area. More aircraft will provide
real-time winds and temperatures aloft, resulting in better weather
information for forecasting and traffic planning. 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. While separation assurance will remain the
responsibility of the controller, improved situation awareness in the
cockpit, enabled by the CDTI display and improved navigation precision,
will allow some separation tasks to be performed by the flight crew.
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 the aircraft to stay on the cleared route in cases where ATC
would otherwise have to vector the aircraft to achieve the desired
spacing. \[5_145\] The option to stay on route improves fuel and time
efficiency.

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. As a result, en route operations will
be characterized by the following:

-   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. \[5_330\] The
    systems and interfaces necessary to perform this continual updating
    are in place.

-   The use of en route airborne holding will be reduced with the
    implementation of other procedures that improve traffic flow
    patterns and make maximum use of available terminal capacity.
    \[5_115\]

-   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.

-   \[5_440\] There will be different separation standards depending on
    the flight's equipage and the quality of the positional data.
    Service provider displays will indicate the quality of the resulting
    aircraft positions and the appropriate equipage information.

-   Reduced or time-based separation standards will be developed based
    on technology and aircraft capability, further increasing system
    capacity and safety. \[5_530\]

-   More accurate NAS information, together with improved automation
    (ground and air) will enable user-preferred routes that will be
    routinely flown with a minimum of rerouting. \[5_450\]

-   Facility boundaries will be adjusted to accommodate dynamic changes
    in traffic flow or weather. Route structure will be an exception,
    not a rule. Static route structures will still exist only when
    necessary (e.g., places of continuous high density, to provide for
    avoidance of terrain and active SUAs, and for transition between
    areas with differing separation standards).

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. In the near
future, 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. \[5_710\]The traffic flow service provider will have
the same automation tools as those providing separation assurance.
\[5_670\] By resetting control parameters (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. By working
strategically with upstream separation assurance providers and the
users, some density problems will be mitigated 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.
\[5_685\] 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. This will allow
earlier and immediate coordination with either the pilot or the airline
operations center to provide adjustments with minimal intervention and
movement. \[5_695\] Traffic flow service providers will work with the
service provider in active communication with the pilot to re-plan the
flight trajectory. \[5_700\] 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.

In the future the ATSP will:

-   When appropriate, use a "metering spacing technique" to provide the
    user the flexibility to efficiently manage a flight. \[5_345\]

-   Provide only one clearance for metering spacing to properly equipped
    aircraft. \[5_885\]

-   When appropriate in low-density areas, clear properly equipped
    aircraft for free maneuvering. \[5_355\]

-   Maintain oversight in high-density areas for sequencing and primary
    separation assurance. \[5_790\]

-   Provide automated hand-off between US and Mexican ATC systems, and
    between US and Canadian ATC systems. \[5_370\] \[5_540\]

-   Consider AOC and flight deck preferences while assigning routes and
    controlling aircraft, \[5_125\] modified routes can be developed
    collaboratively between the AOC and the service provider and then
    data linked to the cockpit and downstream ATC facilities. \[5_740\]

In the future en route area of traffic management-synchronization, the
Pilot will:

-   Perform some spacing activities that were previously performed by
    the service provider. These activities will be performed for
    metering or merging purposes. \[5_400\]

In the future en route area of traffic management-synchronization, the
AOC will:

-   Provide additional user intent and aircraft performance data to
    decision support systems, thus improving the accuracy of
    ground-based trajectory predictions. \[5_420\]

**Oceanic Environment -** In the future, reduced separation minima and
dynamic management of route structures will help the user formulate and
request a preferred flight profile. Most aircraft will navigate using a
global satellite navigation system whose improved accuracy will generate
the required safety for reduced separation standards. Aircraft position
updates will supplied by the aircraft's broadcast of satellite
navigation-derived position data transmissions. The combination of
satellite-based communications and electronic message routing will
enable the oceanic system to be more interactive and dynamic, supporting
cooperative activities among flight crews, AOCs, and service providers.
\[6_160\] Service providers will use visual displays to monitor the
traffic situation. Advanced oceanic weather detection capabilities and
integration into automation systems will provide better situational
awareness. \[6_166\] 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. \[6_370\]
When operationally advantageous, pilots may obtain clearance to conduct
specified cockpit self-separation operations and for special maneuvers
such as station keeping with reduced spacing. \[6_375\] The pilot's
ability to support climbs, descents, crossing and merging routes will be
supplemented by the service provider's conflict probe decision support
system. In these carefully defined situations, the pilot's view of
nearby traffic will supplement the service provider's big picture of
longer-term traffic flow ATC oversight is still required for sequencing
and separation assurance, but collaborative decision making will be
greatly increased among the service provider, AOC, and the aircraft.
\[6_465\] Cockpit self-separation will provide immediate situation
assessment, communications (i.e., air to air), and decision-making. This
tighter cockpit self-separation decision/control loop may lead to
greatly reduced separation standards. Given the higher degree of
responsibility in the cockpit, appropriate automation aids for
monitoring the traffic situation are provided to the pilot. These
capabilities will allow 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.
\[6_380\] New advancements in Air Traffic Control decision support
tools, data link communications, surveillance, and navigation will
facilitate merging domestic en route and oceanic control methods. In the
near term, DoD will use satellite based navigation systems to supplement
today's inertial navigation systems. Satellite-based communications will
be also the primary means for voice position reports. \[6_140\] Cockpit
display of traffic information, used in conjunction with satellite-based
navigation systems, will allow more relaxed separation standards in
oceanic airspace.

The service provider's role in developing daily oceanic tracks will
change in the near future. 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. The airspace
structure may change dynamically based on weather, demand and user
preferences. Dynamic routing for individual user-preferred trajectories
will be the norm; oceanic fixed routes will be eliminated. Service
providers, aided by supporting automation and electronic visual
displays, will be able to acquire and view timely and reliable flight
information to dynamically address necessary changes to the airspace or
trajectories. Automation and procedural changes will help service
providers to be more strategic in solving potential conflicts, traffic
congestion, and demand for user preferred trajectories. \[6_415\]
\[6_455\] Adjustments will need to be made to the airspace structure
and/or trajectories when demand exceeds capacity. These changes will be
coordinated with all affected national and international traffic flow
service providers via electronic data transfer.

Oceanic separation minima will be significantly reduced, allowing a
corresponding increase in traffic demand, due to the following
improvements:

-   Rapid delivery of clearances by the service providers, and responses
    by the flight deck, are achieved through increasingly common use of
    data link.

-   Procedural reductions in separation standards will be facilitated
    through the improved infrastructure \[6_205\]

In the future the ATSP will:

-   Provide for special maneuvers that include

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-   Reduced-separation in-trail climb and descent

-   Lead climb and descent

-   Limited-duration station-keeping

-   Lateral passing. \[6_240\]

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-   Provide a capability for secure-encryption data link of weather and
    air traffic management information to accommodate DoD user needs.
    \[6_265\]

In the future the Pilot will:

-   Perform some separation and merging activities that were previously
    performed by the service provider. \[6_285\]

In the future the AOC will:

-   Provide additional user intent and aircraft performance data to
    decision support systems, thus improving the accuracy of
    ground-based trajectory predictions. \[6_300\]

**Handling of UAVs, ELVs, and RLVs. -** The majority of launches occur
from U.S. launch bases and ranges. The FAA provides traffic management
and separation assurance to vehicles as they transition through the NAS
to and from space. ELVs and RLVs utilize airspace volumes that are
dynamically reserved and released to allow the vehicles to transition
through the NAS from sites other than the federal launch bases and
ranges. The reserved airspace volumes are selected based on performance
characteristics of the vehicle and overall safety considerations. The
airspace volumes are tailored as mission needs or NAS needs dictate, in
order to provide more flexibility than today\'s SUA.

### Traffic Management - Synchronization Enhancement Benefits

The primary economical user-benefit of Free Flight is that it gives
users maximum opportunity to self-optimize their operations within the
dynamic constraints of the ATM system. The most obvious user benefit is
a reduction in the per-flight direct operating cost that every user
operating under IFR can obtain through real-time optimization of their
flight trajectory.

\[1_422\]

Benefits are achieved by:

-   reduced departure delay and taxi time, and due to efficient pushback
    time.^1^

-   reduced fuel consumption and emissions, due to decreased engine
    operation time on the ground (resulting from efficient pushback
    time). ^1^

-   increased taxi efficiency, due to data link capabilities which may
    decrease or eliminate the need to stop while receiving a taxi
    clearance. ^1^

-   reduced workload, due to decreased verbal communication, frequency
    congestion, and opportunities for communication errors. ^1^

-   increased departure efficiency, due to user's ability to select or
    influence their own departure trajectories. ^1^

-   reduced controller workload due to reduced voice communications,
    particularly in regions of high frequency congestion. ^1^

-   increased ATSP accommodation of user requests for trajectory
    changes, due to the user's ability to intelligently formulate
    trajectory change requests that conform to local traffic and TFM
    constraints. ^1^

-   reduced ATSP workload, due to intelligent user requests for
    trajectory changes that conform to local traffic and TFM
    constraints. ^1^

-   increased accommodation of user-preferred deviations in constrained
    en route airspace, due to user options for pre-emptive action and
    the incorporation of user input/preferences into ATSP's management
    of traffic flow. ^1^

-   increased user efficiency, ATSP productivity and system capacity,
    due to the adoption of a strategic and collaborative approach to the
    management of constrained en route airspace. ^1^

-   increased user flexibility and efficiency for arrivals in congested
    terminal airspace, due to strategic collaboration between user and
    ATSP for determining arrival times, runways and meter-fixes. ^1^

-   reduced arrival delays, due to efficient arrival metering resulting
    from improved ATSP predictions of arrival traffic load. ^1^

-   increased airline hub operating efficiencies, due AOC's ability to
    influence sequencing of flights in their arrival bank. ^1^

-   increased arrival capacity/throughput in IMC, due to:

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-   a reduction in excessive spacing buffers resulting from the ability
    of appropriately equipped aircraft to operate as if they were in
    Visual Meteorological Conditions (VMC).

-   a reduction in excessive spacing buffers resulting from the exchange
    of trajectory information between user and ATSP. ^1^

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-   reduced delays in gate arrival, due to decreased active runway
    crossing hold delays. ^1^

## Airspace Management Enhancement Area

It is important to remember that the current NAS continues to reflect
its origins as a system in which aircraft flew directly between
navigational aids 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.
\[1_105\]

### Airspace Management Enhancement Operational Description 

For future requirements to be satisfied, pilot and controller airspace
management services must be enhanced. These services will be enhanced
through the use of improved weather radars, advanced conflict detection
and prediction systems, new avionics such as ADS-B and multi-function
displays, and the implementation of decision support tools both on-board
the aircraft and in the ATC automation system. In addition, airspace
management enhancements will be required to accommodate new classes of
vehicles: the Tilt Rotor, Unmanned Aerial Vehicles (UAV), and Reusable
and Expendable Launch Vehicles (RLV, ELV). The following paragraphs
provide a description of the airspace management enhancements in the
terminal area, in en route airspace, oceanic airspace, with separate
paragraphs for enhancements to accommodate Tilt Rotor and UAV/RLV/ELV.

**Terminal Area -** Service providers currently use predetermined routes
to manage departure flows. In the near future, 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.
\[4_675\] 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 will help make more
flexible routing possible. In the future, decision support systems will
assist the service provider to assign runways and merge/sequence
traffic, based on accurate traffic projections and user preferences.
These systems will eliminate today's need for comparatively rigid
routing and airspace constraints that limit user flexibility. Tools such
as FMS, data link, and satellite navigation will allow enhanced route
flexibility by reducing voice communications and increasing navigational
precision. \[4_215\] The current ground-based navigation systems are in
transition to satellite-based systems. \[4_650\] The terminal airspace
will be modified to implement new procedures for distributing arrival
and departure waypoints, effectively reducing the level of congestion
currently experienced at larger airports. IFR and VFR transition routes
will be 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 will be afforded the use
of unused terminal airspace as traffic allows.
\[4_720\]\[4_785\]\[4_790\] For sudden or unexpected reductions in
airport arrival rates, traditional airborne holdings continue to be
used.

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. 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. \[4_760\] This flexibility, coupled with the on-board
capabilities will allow pilots to fly to meet required times of arrival,
thereby improving the use of airport assets. In addition, properly
equipped aircraft will 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 and will be
authorized for lower RVR operations than those that are not equipped.
\[3_370\]

Departure and arrival route structures will be expanded, within
environmental constraints, to allow increased usage of RNAV, satellite
navigation, and routes flown automatically by the onboard FMS.

All dynamic airspace configurations are limited to a finite number of
major variations. Aircraft arriving and departing satellite airports in
and around terminal areas remain clear of the primary airport\'s arrival
and departure routes. Within each terminal area, there are predefined
overflight area navigation (RNAV) routes that also avoid the primary
airport\'s arrival and departure routes. The routes are not
straight-line paths in situations where primary airport arrival and
departure routes dictate otherwise.

When the projected demand for airspace is at or near capacity and after
collaboration between users and national TFM, a temporary route
structure with transition points for moving to and from user
trajectories is identified. \[1_250\]

Static route structures exist only in places of continuous high density
or to provide for avoidance of terrain and active SUA. Airspace will be
managed collaboratively.

Separation standards may vary depending on equipage and the quality of
positional data for individual flights. The delegation of authority for
separation assurance is supported by the development of procedures,
\"rules of the air\", that clearly define the parameters in which the
aircraft and ground are operating without recourse to
aircraft-to-aircraft negotiations for every situation. \[4_256\]

**En Route Environment --** In the future, en route flights will
routinely operate 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. As ground based navigation aids
phase out with the continued transition to satellite navigation, the
current route structure will be replaced with a global grid of named
locations. \[5_250\] These defined points will be used for coordination
purposes, including transition points for flow initiatives, and as
backup in the case of either airborne or ground based automation
failures. Structured routes will be the exception rather than the rule,
and will 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.
\[5_315\]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. \[5_470\] In addition, Reduced Vertical Separation
Minima (RVSM) will change vertical separation above FL290 from 2,000
feet to 1,000 feet altitude increments. This will increase airspace
capacity and allow for more users to fly at optimal altitudes. \[5_100\]
Reduced horizontal separation standards in the form of time-based
separation will also provide additional capacity. With the potential for
reduced vertical separation minima and additional available altitudes,
the en route decision support systems will allow more aircraft to
operate on routes according to the most favorable winds. The airspace
structure will frequently be evaluated and adjusted in anticipation of
expected traffic flows, or in response to weather and NAS infrastructure
changes. \[5_460\]\[5_720\]

Additionally, facility boundaries will be adjusted to accommodate
dynamic changes in traffic. Static restrictions due to fixed sector
boundaries will be reduced or eliminated. \[5_455\]\[5_715\]

The en route system automation will support the more flexible airspace
structure and reduced sector boundary restrictions. 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.
Automation systems support the dynamic airspace structure with seamless
inter- and intra-facility communication and coordination that enables
airspace structure flexibility and reduced boundary restrictions.
\[5_805\] The availability of ground-based conflict probe will allow the
use of more flexible routes and altitudes. \[5_130\]

Increased collaboration between the airline AOC and the ATM system will
occur as the AOC interactively probes proposed route changes. Modified
routes will be developed collaboratively between the AOC and the service
provider and then data linked to the cockpit and downstream ATC
facilities. As a result of this automation, the traffic flow service
provider's role will change to include coordination of dynamic airspace
structuring, more strategic management of traffic, coordination of new
trajectories, and the management of major flows. \[5_625\]

The high altitude airspace structure has laterally defined sectors that
encompass much larger areas, within a Center or even to include multiple
Centers. In this new airspace structure, controllers have more room to
laterally maneuver aircraft, which reduces coordination requirements.
The airspace accommodates prevailing traffic patterns and considers the
traffic activity and kinds of flight operations within the sector (e.g.,
instantaneous traffic count, proportions of flights that are climbing,
at cruise altitude, or descending, and the direction of the flow of the
traffic).

Upon completion of the National Airspace Review, tools and procedures
are in place for frequent evaluation (i.e., up to several times a day)
of the airspace structure and anticipated traffic flows, with
adjustments to sector boundaries made accordingly. \[1_175\]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. \[1_170\]

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. The
provider will also have access to a predicted demand profile for the
entire day. The profile is produced through improved information
sharing, collaborative decision making, and the projection of flows
based on weather and wind patterns. This information is used, in
coordination with the national flow management and other en route
traffic flow facilities, to determine the daily airspace structure. The
ATSP will 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.

\[5_645\] 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. \[5_690\]\[5_610\]
This will allow earlier and immediate coordination with either the pilot
or the airline operations center to provide adjustments with minimal
intervention and movement. Traffic flow service providers will work with
the service provider in active communication with the pilot to re-plan
the flight trajectory. 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.

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
will be identified using the global location grid. \[5_255\] Systems and
procedures for creating temporary routes, and then using this gridded en
route structure will have been addressed. \[5_256\] The temporary route
structure that prevails at a given time will be available to all service
providers and users via the NAS-wide information system. \[5_260\]

Separation standards may vary depending on equipage and the quality of
positional data for individual flights. The delegation of authority for
separation assurance is supported by the development of procedures,
\"rules of the air\", that clearly define the parameters in which the
aircraft and ground are operating without recourse to
aircraft-to-aircraft negotiations for every situation.

> \[5_380\]
>
> The ATSP will implement procedural changes to enable low altitude
> direct routes, \[5_390\]greatly benefiting regional, business, general
> aviation and other users of airplanes and powered lift vehicles that
> need to operate in this regime.

**Oceanic Environment --** 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. Additionally, procedural reductions in separation
standards are facilitated through the improved infrastructure.
Automation and procedural changes will help service providers to be more
strategic in solving potential conflicts, traffic congestion, and demand
for user preferred trajectories. Oceanic separation minima in the
vertical, longitudinal and lateral axes will be significantly reduced,
\[6_190\]allowing a corresponding increase in traffic demand. Separation
standards may vary depending on equipage and the quality of positional
data for individual flights. Delegation of authority for separation
assurance is supported by the development of procedures, \"rules of the
air\", that clearly define the parameters in which the aircraft and
ground are operating without recourse to aircraft-to-aircraft
negotiations for every situation.

The oceanic environment closely resembles the domestic en route
environment in terms of waypoints, surveillance, airspace structure, and
communications. Operational gains will be accomplished by allowing
oceanic aircraft to laterally pass other aircraft at the same altitude
by establishing an aircraft offset track.\[6_196\] Route and airspace
flexibility will be achieved as oceanic airspace is integrated into the
global grid of named locations. This flexibility will be maximized
through seamless coordination within and between facilities. Oceanic
fixed routes will be eliminated. \[6_515\]User-preferred routes replace
the oceanic track system. Dynamic routing for individual user-preferred
trajectories will be the norm

Improved flexibility in trans-ocean flights will be accomplished by
increasing the choice of user operating altitudes. NAS Oceanic airspace
will be standardized to other NAS-ICAO oceanic systems. Data will be
presented to service providers in all oceanic systems in a similar
format, thus minimizing translation by the provider.

The service provider's role in developing daily oceanic tracks will
change in the future. 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. \[6_315\] A
trajectories-based airspace structure that may change dynamically based
on weather, demand, and user preferences. \[6_235\]Automated support to
produce this flexible oceanic airspace structure will be in place. These
changes will be coordinated with all affected national and international
traffic flow service providers via electronic data transfer. Service
providers, aided by supporting automation and electronic visual
displays, will be able to acquire and view timely and reliable flight
information to dynamically address necessary changes to the airspace or
trajectories. \[6_415\]\[6_455\]

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, \[6_170\] meeting the challenge of
international collaboration in day-to-day activities. Procedures for
flight planning in US domestic and oceanic airspace will be identical in
the future. Flight planning into non-US airspace will also evolve in
concert with ICAO procedures.

Adjustments will need to be made to the airspace structure and/or
trajectories when demand exceeds capacity. \[6_420\]\[6_485\]In oceanic
airspace, these changes will be coordinated with national and
international traffic flow service providers. The service provider will
have access to the NAS-wide information system as well as projected
demand for the day. The NAS service provider will 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.

\[6_510\]

\[6_236\]**Tilt Rotor Operations** - Specialized users begin operating
tilt-rotor craft having unconventional transition states that place them
in a category between helicopters and fixed wing. In the initial years
of operation, tilt-rotor craft operations tend to be few, localized, and
follow traditional traffic flow. But as additional commercial uses are
found for these vehicles, new operational regulations capitalize on
their inherent capabilities. There are tilt rotorcraft using non-runway
facilities and transition procedures from slow-speed vertical to
higher-speed horizontal flight.

**UAV/RLV/ELV Operations** -- The future NAS is intended to have
increased unmanned aerial vehicles and space launch and re-entry
operations. These types of operations will require the ability to
activate and deactivate SUA in real time for the purpose of keeping UAVs
and RLVs and domestic flight operations separate. SUA reservations are
based on the characteristics of the vehicles and the priority of the
use.

Space transportation users request Altitude Reservations (ALTRVs), or
temporary, geographical, special use airspace from surface to unlimited.
ALTRVs are filed through the Central Altitude Reservation Facility
(CARF) which is part of the FAA Air Traffic Control System Command
Center (ATCSCC). Control of scheduling and flight planning rests with
the DoD for operations from federal launch ranges. Commercial users
exercise control of scheduling and flight planning from non-federal
launch sites.

There are space launch/reentry sites at coastal, inland, and sea-based
locations. As a result, a variety of space vehicles operate in the NAS.
These vehicles include traditional ELVs that operate predominantly from
U.S. federal launch ranges, and RLVs that operate from a variety of
launch/reentry sites around the country. ELV and RLV operations utilize
various types of ATC clearances, as determined by vehicle
characteristics such as mode of launch and reentry, pilot technique,
avionics equipage, trajectory predictability, etc. Vehicles that perform
comparably to conventional aircraft may be handled in manner similar to
those aircraft. Traditional ELVs require dynamically reserved airspace
to provide separation assurance.

Space vehicles operate at dual-use facilities handling both aviation and
space operations as well as at dedicated spaceports that are established
within high density terminal airspace. Dedicated launch/reentry sites
are established within high density terminal airspace. Space vehicles
operate in accordance with the same surveillance and control techniques
used for conventional aircraft. Space vehicle flight restrictions, due
to traffic, are matched to the inherent constraints of the
mission/vehicle.

Departing and arriving space missions are time-constrained by strict
launch and reentry windows, and are by factors such as feasible
alternate landing facilities.

The majority of launches occur from U.S. launch bases and ranges. The
FAA provides traffic management and separation assurance to vehicles as
they transition through the NAS to and from space. ELVs and RLVs utilize
airspace volumes that are dynamically reserved and released to allow the
vehicles to transition through the NAS from sites other than the federal
launch bases and ranges. The reserved airspace volumes are selected
based on performance characteristics of the vehicle and overall safety
considerations. The airspace volumes are tailored as mission needs or
NAS needs dictate, in order to provide more flexibility than today\'s
SUA.

The NAS-wide information system enables domestic and international users
and service providers to access most space mission profiles and
associated SUA data.

The operation of UAVs begin. These are unconventional airborne vehicles
that are operated via data link by personnel situated in a ground
facility. They perform special missions (especially DoD and other
government agency airborne surveillance) that generally do not interact
with the air traffic system. Because these vehicles are unmanned, there
are special airspace and navigation procedures that allow for limited
operation in the NAS. These procedures tend to be by exception, at
first, and are locally coordinated between the Center/Sector and the UAV
operator.

RLVs are developed and operate at various launch and reentry locations
in the NAS. Some RLVs have operational characteristics similar to
conventional aircraft and use dynamically defined route structures to
facilitate transition to and from space. Depending on the mission and
vehicle profile, these routes are used in conjunction with reserved
airspace volumes to segregate different types of missions, to
concurrently accommodate different mission phases (e.g., launches vs.
re-entries), and to ensure safety in case of contingencies.

### Airspace Management Enhancement Benefits

###  {#section-4 .unnumbered}

The benefits of Airspace Management Enhancements include airspace
capacity increases, enhanced user flexibility and efficiency, and
reduced delays. These benefits accrue primarily through:

-   Increased ATSP productivity through improved DSTs and seamless inter
    and intra facility communication and coordination which provides
    greater flexibility to respond to user requests

-   Reduced separation standards increases airway capacity

-   More flexible routes that more closely meet user requests

-   Dynamic airspace structures make more efficient use of airspace and
    decrease bottlenecks and reduce delays

-   Ability to effectively use unique characteristics of Tilt Rotor
    aircraft

-   Ability to integrate UAV/RLV/ELV into NAS operations with minimum
    disruption.

## Emergency and Alerting Enhancement Area

Emergency alerting enhancements will be characterized by improved
Emergency Locator Transmitters (ELTs) and improved flight following
services for VFR traffic. \[5_595\]\[2_250\]

### Emergency and Alerting Enhancement Operational Description

For future requirements to be satisfied, pilot and controller emergency
and alerting services must be enhanced. These services will be enhanced
through the use of improved ELTs, enhanced DF, and flight following
services.

Improved ELTs will be in use with corresponding new standards and
rulemaking. These ELTs will utilize discreet codes and satellite based
navigation positioning information \[2_335\] to aid in search and
rescue. For aircraft equipped with these systems, the NAS-wide
information system will either identify the successful completion of the
flight or provide its last known position. \[2_340\] For search and
rescue, ELTs must transmit the aircraft\'s last known position to the
NAS-wide information system. \[2_341\] When a flight is overdue and no
ELT signal is detected, the flight's information will be readily
available to search and rescue organizations through the NAS-wide
information system to verify the need to initiate search procedures.
\[2_345\]

At the current time, many GA aircraft, both low and high end are
equipping with RNAV systems based on GPS in addition to the conventional
navigation suite which includes Automatic Direction Finder (ADF),
VOR/DME and ILS. High-end GA aircraft are frequently equipped with
inertial navigation and Flight Management Systems. Direction Finder (DF)
services are provided if the pilot is lost, the pilot requests the
service, or the advisor suggests the service and the pilot concurs. DF
may be provided to lost aircraft by either single- or multi-facility DF
services.

The availability of flight data for all flights via the NAS-wide
information system will improve the ability of the service provider to
issue traffic advisories to controlled aircraft about uncontrolled
aircraft. There will also be improved flight following services for VFR
traffic. \[5_595\]\[2_250\] 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, will reduce the workload associated with providing traffic
advisories to uncontrolled aircraft. These tools aid in preventing
controlled aircraft from entering restricted airspace and aircraft
crossing Air Defense boundaries are reported to the appropriate military
entity. \[6_390\]

There are no applications being developed for the Emergency Alerting
Enhancement Area.

### Emergency and Alerting Enhancement Benefits

Search and Rescue capabilities are enhanced by improved ELTs which
improve the survival probability for downed aircraft. ^2^ Improved
flight following services for VFR traffic assist in reducing the number
of lost aircraft and increase safety of flight. ^2^

## Infrastructure/Information Management Enhancement Area

This Enhancement Area 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.
\[7_620\] NAS infrastructure services include communications,
navigation, surveillance, weather, decision support, and environmental
services. \[7_630\] Some infrastructure services such as navigation and
landing signals, and aeronautical information broadcasts are provided
directly to FAA customers. Other services are provided from one FAA
organization to another. \[7_635\]

The overriding objective of NAS Infrastructure/Information 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. \[7_415\] Infrastructure
operations and maintenance (O&M) will be 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. \[7_435\] Close collaboration with infrastructure users will
ensure that the right service and priority is applied to service
delivery. Infrastructure operations will be performed from a national
perspective. \[7_445\] This approach ensures that uniform, nationwide
procedures are applied and infrastructure activities managed on a broad
view basis of impact across the NAS.

### Infrastructure/Information Management Enhancement Operational Description 

\[7_440\]

**New Infrastructure Management Technology -** The availability of new
technology provides opportunities for major technology infusion to
enhance infrastructure management. \[7_420\] Innovative ways of managing
the NAS infrastructure will 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.

**New CNS Infrastructure -** In the future, surveillance will be
accomplished through a combination of primary radar, beacon
interrogation, and broadcasts of aircraft position and speed. As more
forms of position data become available, more traffic will be under some
form of surveillance. An increasing number of aircraft will be 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. \[5_230\] FMS equipage,
including coupled navigation capabilities, will also allow for more
efficient flight planning by the AOC. 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. In
addition, the use of paper flight strips will be phased out since
decision support systems will display the necessary information to the
ATSP.

Routine communications will be increasingly handled by data
link.\[5_480\] 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. \[5_485\] 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. In
addition, basic flight information services will be available via data
link to those aircraft that are properly equipped. This information
includes current and forecast weather, NOTAMs, and hazardous weather
warnings. \[5_495\] Additionally, more aircraft provide real-time winds
and temperatures aloft, resulting in better weather information for
forecasting and traffic planning. \[5_500\] 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. \[5_505\]

The pilot will have better downstream weather data information in
digital form, both through automated means and through request/reply
data link. \[5_275\] A pilot will be able to obtain weather forecasts
for not only the specific areas through which the aircraft will pass,
but also the specific time at which the aircraft will pass through that
area. More aircraft will provide real-time winds and temperatures aloft,
resulting in better weather information for forecasting and traffic
planning. \[5_280\]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.
\[5_830\] Satellite-based surveillance systems that enable robust
multi-function capabilities will begin to appear in GA cockpits.

\[5_405\]

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.
Additionally, procedural reductions in separation standards are
facilitated through the improved infrastructure. Automation and
procedural changes will help service providers to be more strategic in
solving potential conflicts, traffic congestion, and demand for user
preferred trajectories. Oceanic separation minima will be significantly
reduced, allowing a corresponding increase in traffic demand.

\[6_205\]

New advancements in ATC DSTs, data link communications, surveillance,
and navigation will facilitate merging domestic en route and oceanic
control methods. \[6_381\]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.
\[6_400\]\[6_440\] The airspace structure may change dynamically based
on weather, demand and user preferences. \[6_410\]\[6_450\]Adjustments
will need to be made to the airspace structure and/or trajectories when
demand exceeds capacity. In oceanic airspace, these changes will be
coordinated with national and international traffic flow service
providers. The combination of satellite-based communications and
electronic message routing will enable the oceanic system to be more
interactive and dynamic, supporting cooperative activities among flight
crews, AOCs, and service providers. \[6_160\]

In the future, \[6_425\]\[6_490\] the oceanic service provider will have
access to the NAS-wide information system as well as projected demand
for the day. \[6_430\] Service providers will use visual displays to
monitor the traffic situation. Advanced oceanic weather detection
capabilities and integration into automation systems will provide better
situational awareness. The oceanic service provider will also benefit
from use of the same type of decision support tools available to help en
route service providers. Such tools will aid in detecting and resolving
possible conflicts, and preventing controlled aircraft from entering
restricted airspace. Aircraft crossing Air Defense boundaries are
reported to the appropriate military entity. The integration of the
military into the oceanic communications system to facilitate automatic
reporting will be in place. \[6_391\] Coordination and exchange of
information between sectors will be automated \[6_395\]to increase
productivity and efficiency of service providers.

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. \[6_540\] Many aircraft currently are FANS-1 equipped or
have the required navigation performance capability for reduced
separation standards.

In the future, the characteristics of oceanic operations will include
the following:

-   Improved inter- and intra-communications among air traffic service
    providers and NAS users facilities exchange of information and
    increases productivity and efficiency.

-   A 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.

-   \[6_335\]Procedures for flight planning in US domestic and oceanic
    airspace are identical.

-   Any changes made to the NAS portion of oceanic airspace will be
    coordinated through ICAO. Coordination and information exchange
    between adjacent flight information regions (FIR) will be provided
    by interfacility data communications. \[6_336\]

-   International communications standards for data will be established.
    \[6_246\]

-   A capability for secure-encryption data link of weather and air
    traffic management information to accommodate DoD user needs will be
    available. \[6_265\]

-   Collaboration 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.

-   The international communications structure and protocols necessary
    for this coordination/ collaboration will have been developed.
    \[6_296\]

**New Infrastructure Monitoring and Control -** Full-time monitoring and
control of NAS infrastructure service delivery and systems functioning
will be provided for efficient service and systems management.
\[7_425\]Remote monitoring and control will be increasingly used to
enhance timeliness of response to infrastructure user needs, and
increase efficiency in the use of field personnel. \[7_455\]It will also
be used to remotely collect and process status information from NAS
infrastructure resource, define authorized users, and establish access
control to the commands. \[7_456\]

Through the NAS-wide information system, service providers will also
remain informed on distant weather conditions in order to anticipate
changes to the daily traffic flow, and requests from other facilities.
\[4_620\] Data from the NAS-wide information system will allow 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. \[4_625\] This is especially important
when working with tower service providers to manage runway configuration
changes.

**New Management Methods -** The new technologies, however, also require
new management methods and operations processes to capitalize on the
opportunities. \[7_430\]NAS modeling will be used to define
relationships between NAS elements, associate a criticality level to
each resource, and provide tools to maintain a database of the
relationships.

[\[7_457\]]{.underline}

[Event Management]{.underline} will be used to classify and type events,
and track NAS maintenance activities. New information management
processes will be put in place to achieve coordination across
organizations, domains, and systems. \[7_460\] [NAS infrastructure
management support]{.underline} functions will be used to log, archive,
and analyze NAS infrastructure management tool operational data. [System
management]{.underline} activities will be effectively performed by a
prioritization scheme and responsiveness based on service performance
needs.\[7_625\] [\[7_458\]Fault Managemen]{.underline}t will be used to
generate alarms and alerts and manage actions to resolve the events that
caused the alarms. [Security Management]{.underline} will be used to
protect a NAS infrastructure management tool data via user
identification, authentication, and access control mechanisms; support
NAS-wide security management, such as detecting and logging NAS
infrastructure security violations for reporting to FAA management.
[\[7_459\]]{.underline}

-   [Maintenance Management]{.underline} will be used to match available
    maintenance resources with tasks that need to be completed.
    [\[7_461\]]{.underline}

[Support Resource Management]{.underline} will be used to maintain
information on the status of all resources required to support the NAS.

[General management]{.underline} of the allocated aeronautical
frequencies will be provided and technological developments, which
contribute to the more efficient use of these frequencies, will be
supported.

NAS infrastructure assets are assigned/reassigned dynamically to
mitigate infrastructure problems as well as in response to changes to in
sectorization and airspace assignment. All major equipment-replacement
schedules will be monitored to ensure that no two adjacent facilities
will be vulnerable at the same time. All NAS resources are registered in
the Common Reference System, and monitored and managed through the
NAS-wide information system. A common Geographical Information System
(GIS) format is used to store all NAS information including terrain,
obstacle, weather, and navigation, surveillance and communication
coverage information. This information is available via the NAS-wide
information system to all service providers and users. [Operations
management]{.underline} will shift to a paradigm where managers have
local control over resources, and use an automated information
management system to access and analyze data.

To promote efficiency of the services, the roles and responsibilities of
managers will change. \[8_145\] Some of these changes include:

-   Management resources such as training, administration support and
    labor relations are pooled across organizational boundaries for an
    equitable distribution. \[8_150\]

-   In order to make the operation efficient and successful, one
    facility manager is accountable for the air traffic services run at
    the respective field unit and the infrastructure management support
    that makes the operations possible. \[8_155\]

-   Operational managers work autonomously, with less management
    oversight from outside the facility. \[8_115\]

-   Managers have the necessary fiscal and personnel resources to
    accomplish their mission, and the authority to allocate resources as
    needed. \[8_105\]

To support the new demands on managers, appropriate training is provided
to ensure that managers have the necessary knowledge, skills, and
abilities to perform the range of management tasks and decision-making
activities expected. \[8_160\]

**New Management Information Systems -** \[8_100\]A management
information system will provide automated access to management data
about NAS operations and infrastructure. It integrates with a decision
support system to aid in managing the budget, personnel and
operations.\[8_110\] It will also provide access to a database
integrated with executive decision support tools for managing the budget
and analyzing the cost of operations. \[8_135\]Information such as cost
of operating the facility, personnel and overhead costs, overtime,
labor-management relations, and adherence to schedules can be extracted.
Based on the analyses, the manager can make educated decisions about
resource allocation and operational efficiency. \[8_140\]Business
operations will be more effectively managed and monitored by easy access
to, and analysis of data through a management information system.
\[8_120\]The management information system is national in scope,
providing information about the operations of all FAA operational
facilities. \[8_125\]This will allow managers to benchmark their
operations against other facilities, and allows the FAA to understand
and compare the operational and fiscal efficiency of all facilities.

\[8_130\]

**Increased Information Exchange and NAS-Wide Information System -**
Information management is a critical component of traffic management.
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.
\[7_105\]\[7_650\]\[7_155\]Users and service providers alike will begin
to experience the benefits of increased automated exchange of
information between users and service providers. Timely and consistent
information across the NAS will be made available for both user and
service provider planning purposes. 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.
\[7_150\] 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.

The NAS-wide information system will makes information available to all
service providers for a common understanding of situations. Hence, they
can collaboratively plan strategies that are not only more responsive to
the situation, but also consider the needs of the entire NAS. \[7_570\]
In the future, users will be better able to plan their flight operations
in anticipation of NAS capacity and traffic conditions, and to minimize
congestion or possible delays due to the comprehensive information made
available by the NAS-wide information system. \[7_175\] This system 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.
\[7_180\] There are two major inputs from the NAS-wide information
system. The first is aeronautical and weather data and the second is
aircraft tracks from the local TRACON. Service providers at the ATCSCC
will 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. These service providers will develop a
composite understanding of NAS weather and capacity conditions and make
appropriate updates to the NAS-wide information system. \[7_520\] They
use the NAS-wide information system to manage information about current
and predicted NAS conditions as well as past performance. \[7_475\]

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.
\[5_630\] The provider will also have access to a predicted demand
profile for the entire day \[5_640\]via the continually updated NAS-wide
information system. \[5_660\] More accurate NAS information via the
NAS-WIS, together with improved automation (ground and air) will enable
user-preferred routes that will be routinely flown with a minimum of
rerouting. The availability of flight data for all flights via the
NAS-wide information system will improve the ability of the service
provider to issue traffic advisories to controlled aircraft about
uncontrolled aircraft. \[5_590\] 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.
\[5_610\]There will also be improved flight following services for VFR
traffic. 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,
will reduce the workload associated with providing traffic advisories to
uncontrolled aircraft.

**Improved Weather Information and Tools -** \[4_860\]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, \[4_375\]thereby enhancing safety and
supporting collaborative decision making. In order to make these
capabilities a reality, widespread integration of weather data into
automation and the NAS-wide information system.\[4_376\] will be
necessary. Improved weather tools and displays will be used to assess
the effect of weather on departure and arrival airspace capacity. In
addition, the service provider will have improved tools to assist pilots
in avoiding hazardous weather, special use airspace, and
terrain/obstructions. Enhanced weather data and weather alerts will be
output on service provider displays, and simultaneously uplinked for
display on the flight deck. These displays will improve the service
provider's ability to coordinate with the flight deck and with other
service providers to ensure the avoidance of hazardous weather. However,
some users will be equipped with cockpit-based terrain and airspace
displays that enhance their ability to avoid hazardous airspace and
terrain.

**Information Security -** Information security is integral to the NAS
architecture. While not an obvious contribution to NAS functionality,
information security is essential to ensuring the availability,
integrity, and confidentiality of NAS operations. To protect NAS
systems, information security must be engineered so that NAS functional
performance and cost tradeoffs include appropriate protection whenever
sensitive systems are involved. \[7_464\] This management structure will
administer security processes from an operational viewpoint and
participate during the acquisition phase of the life cycle. A system
wide concept of operations for information security ensures uniform
security measures within individual systems and compatibility across
systems. \[7_466\] Users must have confidence in the data they access
and confidence that sensitive or proprietary data they provide will be
protected.

**Handling UAVs/ELVs/RLVs -** New range automation technology is used to
coordinate space vehicle flight profiles in support of launch and
reentry activities. Shared access to all commercial space operations
schedules is provided via the NAS-wide information system. Military
space operations schedules are also available to selected service
providers based on security requirements. This integrated set of
schedules allows mission planners to synchronize their operations and
mission support services. The schedules also provide the service
provider with a global view of the projected demand generated from space
operations.

Space vehicles operate from dual use facilities that accommodate both
aviation and launch/reentry operations. As \'space planes\' are
developed, they begin to operate at joint-use facilities handling both
aviation and space operations, as well as at dedicated spaceports that
are established within high density terminal airspace. Space vehicle
flight profiles are developed that accommodate user priorities while
being sensitive to flow conditions and constraints. The NAS-wide
information system enables domestic and international users and service
providers to access most space mission profiles and associated SUA data.

Space vehicles operate from an increased number of coastal, inland,
island, and sea-based locations, and recovery operations are
increasingly common. As radar-like surveillance and direct
communications become available in oceanic airspace, space vehicles
utilize the same general capabilities in oceanic airspace as used in the
en route environment.

\[3_690\] \[4_485\]

### Infrastructure/Information Management Enhancement Benefits

Along with modernization benefits, there will be economical benefits.
The flying public and private sectors will directly benefit from reduced
transportation costs and increased schedule/connectivity. The general
public will indirectly benefit from the resulting economic growth
(national productivity and gross national product) enabled by a more
productive and efficient transportation system. Another benefit is the
distribution of the cost for NAS modernization. The users to a greater
extent shall share the cost. \[1_443\] This is likely to lead to
acceleration in the realization of benefits to all NAS stakeholders.

# Summary 

The future NAS will differ dramatically from the current NAS. It will be
characterized by:

New Technologies - New technologies in communication, surveillance,
navigation, automation, and weather sensing will be provided via a
phased technology implementation. These technologies includes seamless
communications, fault-tolerant systems, and enhanced weather sensing and
forecasting capabilities.

**Improved Information** -- User and service provider situational
awareness will be increased with a common situational picture among
users and service providers. A NAS-wide information distribution system
will greatly increase the collection, distribution, and use of useful
information.

**New Roles and Responsibilities** -- There will be redistributed roles
and responsibilities for separation assurance. Collaborative
decision-making will be the rule, supported by human centered decision
support tools

**New Airspace Structures and Rules --** There will be a capability for
dynamic airspace boundary adjustments. Structure routes will be
eliminated. There will be reduced separation standards, and oceanic
airspace will closely remember domestic airspace structures and rules.

**Improved NAS Management** - There will be an improved
infrastructure/information management capability. NAS performance
measurement, facility management, and operational supervision will be
improved.

**Ability to Handle New Vehicle Classes --** The future NAS will have
the ability to efficiently handle new vehicle classes: tilt rotor,
Unmanned Aerial Vehicles (UAV), Expendable Launch Vehicles (ELV), and
Reusable Launch Vehicles (RLV).

Appendix A: References/Bibliography

 

1.  National Aeronautics and Space Administration, Aviation System
    Capacity Program, Advanced Air Transportation Technologies Project,
    *Concept Definition for Distributed Air/Ground Traffic Management
    (DAG-TM),* Version 1.0. September 30, 1999.

2.  System Resources Corporation, *Updating the AATT Concept of Air
    Traffic Management Operations*, NASA RTO-35: NAS2 98005 RTO-35.
    January 2000.

3.  Federal Aviation Administration, *Safe Flight 21 Operational
    Enhancement Applications Concept of Operations and Concept of
    Use-Draft*, December 1, 1999.

4.  The Mitre Corporation, Center for Advanced Aviation System
    Development, *User Request Evaluation Tool*, July 2000.
    [[http://www.caasd.org/proj/uret/index.html]{.underline}](http://www.caasd.org/proj/uret/index.html)

5.  Federal Aviation Administration, US Department of Transportation,
    *Safe Flight 21 Functional Specification*, Washington, DC, May 15,
    1999, p 29.

6.  Federal Aviation Administration, US Department of Transportation,
    *Free Flight Phase One*, July 2000.
    [[http://ffp1.faa.gov/metrics.HTM]{.underline}](http://ffp1.faa.gov/metrics.HTM)

7.  National Aeronautics and Space Administration, *Decision Support
    Tools of the Advanced Air Transportation Technologies Project*, May
    2000.

8.  National Aeronautics and Space Administration, Ames Research Center,
    *Center TRACON Automation System,* July 2000.
    [[www.ctas.arc.nasa.gov]{.underline}](http://www.ctas.arc.nasa.gov/)

9.  Federal Aviation Administration, US Department of Transportation,
    *National Airspace System Architecture Version 4.0*, Washington DC,
    January 1999, p20-5 to 20-6.

10. Federal Aviation Administration, US Department of Transportation,
    *Free Flight Phase One -* *Controller Pilot Datalink
    Communications*, July 2000.
    [[http://ffp1.faa.gov/cpdlc.htm]{.underline}](http://ffp1.faa.gov/cpdlc.htm)

11. Federal Aviation Administration, US Department of Transportation,
    *Safe Flight 21 Master Plan*, Version 2.0, April 2000.

12. Federal Aviation Administration, US Department of Transportation,
    *Capability Architecture Tool Suite -- Internet (CATS-I)*,
    July 2000.
    [[http://63.73.31.243/CATS/CATSI.cfm]{.underline}](http://63.73.31.243/CATS/CATSI.cfm)

13. Federal Aviation Administration, US Department of Transportation,
    *Free Flight Phase One --* *Surface Movement Advisor*, July 2000.
    [[http://ffp1.faa.gov/sma.htm]{.underline}](http://ffp1.faa.gov/sma.htm)

14. Lawson, Dennis R. Federal Aviation Administration, US Department of
    Transportation, Office of Air Traffic Systems Development, *Surface
    Movement Advisor*, July 2000.
    [[http://atm-seminar-97.eurocontrol.fr/lawson.htm]{.underline}](http://atm-seminar-97.eurocontrol.fr/lawson.htm)

[](http://atm-seminar-97.eurocontrol.fr/lawson.htm)

15. Advanced Air Transportation Technologies Project, NASA Aviation
    System Capacity Program; [*ATM Concept Definition, Version
    1.0*](../NASA/AATT.doc); NASA Ames Research Center; October 1997

16. System Resources Corporation, *AATT Concept of Air Traffic
    Management Operations for 2001*, NAS2 98005 RTO-42. January 2001.

```{=html}
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17. A Joint Government/Industry Operational Concept for the Evolution of
    Free Flight, RTCA Select Committee on Free Flight, August 1997.

18. National Airspace System Concept of Operation, RTCA Select Committee
    on Free Flight, December 2000.

19. Federal Aviation Administration, US Department of Transportation;
    *National Aviation Research Plan 2000*; April 2001

20. Federal Aviation Administration, US Department of Transportation;
    *Aviation System Capital Investment Plan*; January 2001

21. Federal Aviation Administration; *Concept of Operations for the
    National Airspace System in 2005*, *Revision 1.3*; June 1997

Appendix B: Glossary/Acronyms

This is an Air Traffic Control acronym list augmented with all acronyms
used in this report.

  ----------- -----------------------------------------------------------
  4D          Four Dimensional

  AATT        Advanced Air Transportation Technologies

  ACARS       ARINC Communications Addressing and Reporting System

  ADF         Automatic Direction Finder

  ADS         Automatic Dependent Surveillance

  ADS-A/C     Automatic Dependent Surveillance -- Addressable/Command
              Mode

  ADS-B       Automatic Dependent Surveillance - Broadcast

  aFAST       Active Final Approach Spacing Tool

  AIRMET      Airman's Meteorological Information

  AOC         Airline Operations Center

  AOP         Autonomous Operations Planner

  ARSR        Air Route Surveillance Radar

  ARTCC       Air Route Traffic Control Center

  ASDE        Airport Surface Detection Equipment

  ASR         Airport Surveillance Radar

  ATC         Air Traffic Control

  ATCSCC      Air Traffic Control System Command Center

  ATIS        Automatic Terminal Information Service

  ATM         Air Traffic Management

  ATSP        Air Traffic Service Provider

  CAASD       Center for Advanced Aviation System Development

  CAP         Collaborative Arrival Planner

  CAT-I       Category One

  CAT-II      Category Two

  CAT-III     Category Three

  CCPs        Capacity Control Programs

  CD&R        Conflict Detection and Resolution

  CDM         Collaborative Decision Making

  CDTI        Cockpit Display of Traffic Information

  CFIT        Controlled Flight into Terrain

  CNS         Communication, Navigation, and Surveillance

  CPDLC       Controller Pilot Data Link Communication

  CRCT        Collaboration Routing Coordination Tool

  CTAS        Center TRACON Automation System

  D2          Direct To

  DAG         Distributed Air/Ground

  DAG CE      Distributed Air/Ground Concept Element

  DF          Direction Finder

  DME         Distance Measuring Equipment

  DMS         Demand Module Schedule

  DMT         Demand Module Time

  DoD         Department of Defense

  DSTs        Decision Support Tools

  DUATS       Direct User Access Terminal Service

  EDA         En Route and Descent Advisor

  EDP         Expedite Departure Path

  EDX         En Route Data Exchange

  EGPWS       Enhanced Ground Proximity Warning System

  ELT         Emergency Locator Transmitter

  ETA         Estimated Time of Arrival

  FAA         Federal Aviation Administration

  FAA ASD     Federal Aviation Administration ASD

  FACET       Future ATM Concepts Enhancement Tool

  FANS        Future Air Navigation System - 1

  FBO         Fixed Base Operator

  FAST        Final Approach Spacing Tool

  FD          Flight Deck

  FFP1        Free Flight Phase 1

  FFPII       Free Flight Phase Two

  FFT         Free Flight Time

  FIR         Flight Information Region

  FIS         Flight Information Service

  FIS-B       Flight Information Service -- Broadcast

  FL          Flight Level

  FMS         Flight Management System

  FPL         Filed Flight Plan

  GA          General Aviation

  GDP         Ground Delay Program

  GDPE        Ground Delay Program Enhanced

  GPS         Global Positioning System

  GPWS        Ground Proximity Warning System

  ICAO        International Civil Aviation Organization

  IFR         Instrument Flight Rules

  IGS         Intelligent Ground System

  ILS         Instrument Landing System

  IMC         Instrument Meteorological Conditions

  INS         Inertial Navigation System

  ISM         Initial Surface Movement

  LAAS        Local Area Augmentation System

  McTMA       Multi-Center Traffic Management Advisor

  METAR       Meteorological Aviation Report

  MLS         Microwave Landing System

  MMR         Multi-Mode Receivers

  Mode S      Mode S Radar

  MSAW        Minimum Safe Altitude Warning

  MSL         Mean Sea Level

  MVMC        Marginal Visual Meteorological Conditions

  NAS         National Airspace System

  NAS-WIS     National Airspace System-Wide Information System

  NASA        National Aeronautics and Space Administration

  NAVAIDs     Navigational Aids

  NEXRAD      Next Generation Weather Radar

  NOTAM       Notice to Airmen

  NWS         National Weather Service

  O&M         Operations and Maintenance

  ONS         Operational Needs Statement

  PDC         Pre-Departure Clearance

  pFAST       Passive Final Approach Spacing Tool

  PIREP       Pilot Report

  R&D         Research and Development

  RMM         Remote Maintenance Monitoring

  RNAV        Area Navigation

  RTA         Required Time of Arrival

  RVR         Runway Visual Range

  RVSM        Reduced Vertical Separation Minima

  SAR         Search and Rescue

  SATNAV      Satellite Navigation

  SF-21       Safe Flight 21

  SFO         San Francisco Airport

  SID         Standard Instrument Departure

  SIGMET      Significant Meteorological Conditions

  SMA         Surface Movement Advisor

  SMS         Surface Management System

  SSR         Secondary Surveillance Radar

  STA         Scheduled Time of Arrival

  STARS       Standard Terminal Automation Replacement System

  STAR        Standard Terminal Arrival Route

  S/TFM       Strategic Traffic Flow Management

  SUA         Special Use Airspace

  SVFR        Special VFR

  TAFs        Terminal Area Forecasts

  TCAS        Traffic Alert and Collision Avoidance System

  TDWR        Terminal Doppler Weather Radar

  TERPs       Terminal Radar Procedures

  TIS         Traffic Information Service

  TIS-B       Traffic Information Service -- Broadcast

  TFM         Traffic Flow Management

  TM          Traffic Management

  TMA         Traffic Management Advisor

  TMA-MC      Traffic Management Advisor -- Multi Center

  TMA-SC      Traffic Management Advisor -- Single Center

  TMC         Traffic Management Coordinator

  TRACON      Terminal Radar Approach Control

  URET        User Request Evaluation Tool

  URET CCLD   User Request Evaluation Tool Core Capability Limited
              Deployment

  VFR         Visual Flight Rules

  VMC         Visual Meteorological Conditions

  VOR         Very High Frequency Omnidirectional Range

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

## Appendix C: Application Allocations to Enhancement Areas {#appendix-c-application-allocations-to-enhancement-areas .otherheading-2}

  ------------- ------------- ------------------------------------------------ -------- --------
  **Sources**                 **Application Title**                            **EA**   **App\
                                                                                        \#**

  CIP (SF21)                  Radar Augmentation with ADS-B to Support Mixed   1        1
                              Equipage in the Terminal Airspace                         

  CIP (SF21)                  Radar Augmentation with ADS-B to Achieve         1        2
                              Existing Separation Standards in Terminal                 
                              Airspace                                                  

  CIP (SF21)                  Radar Augmentation with ADS-B to Support Mixed   1        3
                              Equipage in the En-route Airspace                         

  CIP (SF21)                  Radar Augmentation with ADS-B to Achieve         1        4
                              Existing Separation Standards in En route                 
                              Airspace                                                  

  CIP (SF21)                  Enhance existing surface surveillance with ADS-B 1        5

  CIP (SF21)                  Surveillance Coverage for airports without       1        6
                              existing surface surveillance                             

  CIP                         Air Traffic Management (ATM)                     1        7

  CIP                         Advanced Technologies & Oceanic Procedures       1        8
                              (ATOP)                                                    

  CIP                         ATC/ATM Decision Support Tools                   1        9

  CIP                         En Route Controller Pilot Data Link              1        10
                              Communications (CPDLC)                                    

  CIP                         Mode Select (Mode-S)                             1        11

  CIP                         Flight Service Automation System (FSAS)          1        12
                              Operational and Supportability Implementation             
                              System (OASIS)                                            

  CIP                         Precision Runway Monitor (PRM)                   1        13

  CIP                         Standard Terminal Automation Replacement System  1        14
                              (STARS)                                                   

  CIP (FFP2)                  Controller Pilot Data Link Communication (CPDLC) 1        15

  CIP                         Air/Ground Communications Infrastructure         1        16

  CIP                         Airport Surface Detection Equipment (ASDE-3)     1        17

  CIP                         Airport Surface Detection Equipment - Model X    1        18
                              (ASDE-X)                                                  

  CIP                         Weather Systems Processor (WSP)                  1        19

  CIP                         Airport Surveillance Radar (ASR11)               1        20

  CIP                         Alaskan NAS Interfacility Communications System  1        21
                              (ANICS)                                                   

  CIP                         Automated Surface Observing System (ASOS) -      1        22
                              Automated Surface Observing System Network                
                              (ASWON)                                                   

  CIP                         Automatic Dependent Surveillance Broadcast       1        23
                              (ADS-B)                                                   

  CIP                         Integrated Terminal Weather System (ITWS)        1        24

  CIP                         Critical Telecommunications Support (CTS)        1        25

  CIP                         Gulf of Mexico Offshore Program                  1        26

  CIP                         Local Area Augmentation System (LAAS)            1        27

  CIP                         Low Level Wind Shear Alert System (LLWAS)        1        28

  CIP                         Information Security                             1        29

  CIP                         Next Generation Air/Ground (A/G) Communications  1        30
                              System (NEXCOM)                                           

  CIP                         Next Generation Weather Radar (NEXRAD) (2)       1        31

  CIP                         Runway Visual Range (RVR)                        1        32

  CIP                         Terminal Applied Engineering                     1        33

  CIP                         Tower Data link Services (TDLS)                  1        34

  CIP                         Weather and Radar Processor (WARP)               1        35

  CIP                         Wide Area Augmentation System (WAAS)             1        36

  NARP                        Airport Security Technology Integration          1        37

  NARP                        Airport Technology - Deicing                     1        38

  NARP                        Aviation Safety Risk Analysis                    1        39

  NARP                        CAASD (System Applications)                      1        40

  NARP                        Environment and Energy                           1        41

  NARP                        Flight Safety/Atmospheric Hazards Research       1        42
                              (Aircraft Icing)                                          

  NARP                        Information System Security                      1        43

  CIP                         Information Technology Integration               1        44

  NARP                        Navigation Research (WAAS/LAAS)                  1        45

                              Not Used                                         1        46

  CIP           NARP          Operational Concept Validation                   1        47

  CIP           NARP          ADS-B Data Link Evaluation                       1        48

  CIP           NARP          Software Engineering R&D                         1        49

  NARP                        Automatic Dependent Surveillance-Broadcast       1        50
                              (ADS-B) Research                                          

  CIP           NARP          System Capacity, Planning and Improvements       1        51

  CIP                         NAS Requirements Development                     1        52

  NARP                        Commercial Space Transportation Safety           1        53

  NARP                        William J. Hughes Technical Center (Formerly     1        54
                              1.54-1.57)                                                

  CIP (FFP2)                  Advanced Vortex Spacing System (AVOSS)           1        55

  CIP                         Terminal Doppler Weather Radar                   1        56

  DAG                         NAS-Constraint Considerations for                2        1
                              Schedule/Flight Optimization                              

  DAG                         Free Maneuvering for User-preferred Local TFM    2        2
                              Conformance                                               

  DAG                         Free Maneuvering for User-preferred Separation   3        1
                              Assurance                                                 

  DAG                         Trajectory Negotiation for User-preferred        3        2
                              Separation Assurance                                      

  DAG                         Free Maneuvering for Weather Avoidance           3        3

  DAG                         Trajectory Negotiation for Weather Avoidance     3        4

  DAG                         Airborne CD&R for Closely Spaced Approaches      3        5

  CIP (SF21)                  Enhanced Visual Acquisition of other Traffic for 3        6
                              See-and-Avoid (using ADS-B only)                          

  CIP (SF21)                  Enhanced Visual Acquisition of other Traffic for 3        7
                              See-and-Avoid (using ADS-B and TIS-B)                     

  CIP (SF21)                  Conflict Detection                               3        8

  CIP (SF21)                  Conflict Resolution                              3        9

  CIP (SF21)                  Delegated Air-to-Air Self-Separation for         3        10
                              One-in-One-Out Airspace                                   

  CIP (SF21)                  Center Situational Awareness with ADS-B          3        11

  CIP (SF21)                  Radar-like Services with ADS-B                   3        12

  CIP (SF21)                  Reduced Separation Standards with ADS-B          3        13

  CIP                         User Request Evaluation Tool (URET)              3        14
  (FFP1/FFP2)                                                                           

  CIP                         Runway Safety Program (RSP)                      3        15

  NARP                        CAASD (GPS based TCAS)                           3        16

  NARP                        Runway Incursion Reduction                       3        17

  CIP (SF21)                  Initial FIS-B                                    4        1

  CIP (SF21)                  Additional FIS-B Products                        4        2

  CIP (SF21)                  Low Cost Terrain Situational Awareness           4        3

  CIP (SF21)                  Increased access to terrain constrained low      4        4
                              altitude airspace                                         

  CIP (SF21)                  Pilot Situational Awareness Beyond Visual Range  4        5

  CIP (SF21)                  Runway and final approach occupancy awareness    4        6
                              (using ADS-B only)                                        

  CIP (SF21)                  Runway and final approach occupancy awareness    4        7
                              (using ADS-B and TIS-B)                                   

  CIP (SF21)                  Airport Surface Situational Awareness            4        8

  CIP (SF21)                  Center Situational Awareness with ADS-B          4        9

  CIP (SF21)                  Radar-like Services with ADS-B                   4        10

  CIP (SF21)                  Tower Situational Awareness beyond Visual Range  4        11

  CIP                         Airport Movement Area Safety System (AMASS)      4        12

  CIP                         Flight Informational Services Data Link (FISDL)  4        13

  NARP                        Air Traffic Control/Airway Facilities Human      4        14
                              Factors                                                   

  NARP                        Flight Deck/Maintenance/Systems Integration      4        15
                              Human Factors                                             

  NARP                        Weather Program                                  4        16

  CIP                         Next Generation Weather Radar (NEXRAD)           4        17

  NARP                        CAASD (Alternative for Using GPS in Free Flight) 5        1

  CIP                         Instrument Approach Procedures Automation (IAPA) 5        2

  CIP (FFP1)                  Collaborative Decision Making (CDM) - Enhanced   6        1
                              Ground Delay Program                                      

  CIP (FFP1)                  Collaborative Decision Making (CDM) - Initial    6        2
                              Collaborative Routing                                     

  CIP (FFP2)                  Collaborative Routing Coordination Tool (CRCT)   6        3

  AATT                        Traffic Flow Automation System (TFAS)            6        4

  CIP (FFP2)                  Collaborative Decision Making (CDM) Enhancements 6        5

  CIP (FFP2)                  Equitable Allocation of Limited Resources        6        6

  AATT          CIP (FFP2)    Active Final Approach Spacing Tool (aFAST)       7        1

  AATT                        Collaborative Arrival Planner (CAP)              7        2

  AATT          CIP (FFP2)    Direct-to (D2)                                   7        3

  AATT          CIP (FFP2)    En Route and Descent Advisor (EDA)               7        4

  AATT          CIP (FFP2)    Expedite Departure Path (EDP)                    7        5

  AATT          CIP (FFP2)    Multi-Center Traffic Management Advisor (TMA MC) 7        6

  AATT          CIP           Passive Final Approach Spacing Tool (pFAST)      7        7
                (FFP1/FFP2)                                                             

  AATT          CIP           Surface Management Advisor (SMA)                 7        8
                (FFP1/FFP2)                                                             

  AATT          CIP (FFP2)    Surface Management System (SMS)                  7        9

  AATT          CIP           Traffic Management Advisor (TMA)                 7        10
                (FFP1/FFP2)                                                             

  DAG                         Intelligent Routing for Efficient Active-Runway  7        11
                              Crossing and Taxi                                         

  DAG                         Free Maneuvering for User Preferred Departures   7        12

  DAG                         Trajectory Negotiation for User Preferred        7        13
                              Departures                                                

  DAG                         Trajectory Negotiation for User-preferred Local  7        14
                              TFM Conformance                                           

  DAG                         Collaboration for Mitigating Local TFM           7        15
                              Constraints due to Weather, SUA, Complexity               

  DAG                         Collaboration for User-Preferred Arrival         7        16
                              Metering                                                  

  DAG                         Self Spacing for Merging and In-Trail Separation 7        17

  DAG                         Trajectory Exchange for Merging and In-Trail     7        18
                              Separation                                                

  DAG                         Intelligent Routing for Efficient Pushback Times 7        19
                              and Taxi                                                  

  CIP (SF21)                  Enhanced Visual Approaches (Visual acquisition   7        20
                              with existing procedures, ADS-B only)                     

  CIP (SF21)                  Enhanced Visual Approaches (with new procedures  7        21
                              using ADS-B only)                                         

  CIP (SF21)                  Enhanced Visual Approaches (with new procedures  7        22
                              using ADS-B and TIS-B)                                    

  CIP (SF21)                  Approach Spacing for Visual Approaches           7        23

  CIP (SF21)                  Approach Spacing for Instrument Approaches       7        24

  CIP (SF21)                  Enhanced Parallel Approaches in VMC/MVMC         7        25

  CIP (SF21)                  Departure Spacing/Clearance (VMC in radar)       7        26

  CIP (SF21)                  Approaches to Closely Space Parallel Runways     7        27

  CIP (SF21)                  Closer Climb and Descent in Non-Radar Airspace   7        28

  CIP (SF21)                  In-Trail Spacing in En Route Airspace            7        29

  CIP (SF21)                  Merging in En Route Airspace                     7        30

  CIP (SF21)                  Passing Maneuvers in En Route Airspace           7        31

  CIP (SF21)                  Enhanced IMC Airport Surface Operations          7        32

  CIP (SF21)                  Radar-like Services with ADS-B                   7        33

  NARP                        CAASD (Evaluation of FFP1 Tools)                 7        34

  CIP (FFP2)                  Problem Analysis Resolution and Ranking (PARR)   7        35

  CIP (SF21)                  Reduced Separation Standards with ADS-B          8        1

  CIP                         Houston Area Air Traffic System                  8        2

  CIP                         Northern California TRACON                       8        3

  CIP                         Potomac TRACON                                   8        4

  CIP                         DoD/FAA ATC Facility Transfer                    8        5

  CIP           NARP          Airspace Management Laboratory                   8        6

  NARP                        CAASD (Airspace Redesign Enhancements)           8        7

  NARP          CIP           General Aviation and Vertical Flight Technology  8        8
                              Program                                                   

  NARP          CIP           Separation Standards                             8        9

  NARP                        Domestic Reduced Vertical Separation Minima      8        10

  DAG                         Information Access/Exchange for Enhanced         10       1
                              Decision Support                                          

  CIP (FFP1)                  Collaborative Decision Making (CDM) - NAS Status 10       2
                              Information                                               

  CIP                         FAA Telecommunications Infrastructure (FTI)      10       3

  CIP                         Integrated Flight Quality Assurance (IFQA)       10       4

  CIP                         Air Traffic Operations Management System (ATOMS) 10       5

  CIP                         Aviation Safety Analysis System (ASAS)           10       6

  CIP                         Facility Security Risk Management                10       7

  CIP                         Frequency and Spectrum Engineering               10       8

  CIP                         NAS Infrastructure Management System (NIMS)      10       9

  CIP                         NAS Management Automation Program (NASMAP)       10       10

  CIP                         National Aviation Safety Data Analysis Center    10       11
                              (NASDAC)                                                  

  CIP                         Operational Data Management System (ODMS)        10       12

  CIP                         Safety Performance Analysis System (SPAS)        10       13

  AATT                        En Route Data Exchange (EDX)                     10       14
  ------------- ------------- ------------------------------------------------ -------- --------