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

# Volume Two: Application Descriptions {#volume-two-application-descriptions .unnumbered}

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

NAS2-98005

TECHNICAL RESEARCH IN ADVANCED AIR TRANSPORTATION TECHNOLOGIES

Final

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

**Volume Two**

**Application Descriptions**

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-31-2002-1 .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**

![](media/image1.jpeg){width="5.416666666666667in" height="0.75in"}

[]{#__RefHeading___Toc526666177 .anchor}Preface

This document was authored by Edmund Koenke, Paul Abramson, Ted Hsu, and
Stephen DePascale. 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.

[]{#__RefHeading___Toc526666178 .anchor}Overview

This document is the second volume of a two volume \"AATT Operational
Concept for ATM -- Year 2002 Update (AATT02).\" It provides an update to
the concept of operations for the National Airspace System (NAS).

Volume One defines ten Enhancement Areas 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.

Volume Two provides a description of the applications contained within
each Enhancement Area, with a bibliography for each. Appendix A is a
table of acronyms and abbreviations. Appendix B is the complete
bibliography. The entries include scholarly papers, conference
presentations, and government and private organization World Wide Web
(WWW) publications. They are available in Microsoft Office formats,
Portable Document Format (PDF) or Hypertext Markup Language (HTML).
Appendix C is an Applications cross reference table that lists all of
the Applications, sorted by Enhancement Area, indicating the source
document from which the Application was derived. Also included is the
hyperlinked page number where the description of the Application can be
found within Volume Two.

[]{#__RefHeading___Toc526666179 .anchor}Table of Contents

Preface [ii](#__RefHeading___Toc526666177)

Overview [iii](#__RefHeading___Toc526666178)

Table of Contents [iv](#__RefHeading___Toc526666179)

1 System Capabilities Enhancement Area
[1](#system-capabilities-enhancement-area)

1.1 Radar Augmentation with ADS-B to Support Mixed Equipage in the
Terminal Airspace
[2](#radar-augmentation-with-ads-b-to-support-mixed-equipage-in-the-terminal-airspace)

1.2 Radar Augmentation with ADS-B to Achieve Existing Separation
Standards in Terminal Airspace
[2](#radar-augmentation-with-ads-b-to-achieve-existing-separation-standards-in-terminal-airspace)

1.3 Radar Augmentation with ADS-B to Support Mixed Equipage in the
En-Route Airspace
[3](#radar-augmentation-with-ads-b-to-support-mixed-equipage-in-the-en-route-airspace)

1.4 Radar Augmentation with ADS-B to Achieve Existing Separation
Standards in En Route Airspace
[4](#radar-augmentation-with-ads-b-to-achieve-existing-separation-standards-in-en-route-airspace)

1.5 Enhance Existing Surface Surveillance with ADS-B
[4](#enhance-existing-surface-surveillance-with-ads-b)

1.6 Surveillance Coverage for Airports without Existing Surface
Surveillance
[5](#surveillance-coverage-for-airports-without-existing-surface-surveillance)

1.7 Air Traffic Management [5](#air-traffic-management)

1.8 Advanced Technologies & Oceanic Procedures (ATOP)
[5](#advanced-technologies-oceanic-procedures-atop)

1.9 ATC/ATM Decision Support Tools [6](#atcatm-decision-support-tools)

1.10 En Route Controller Pilot Data Link Communications (CPDLC)
[6](#en-route-controller-pilot-data-link-communications-cpdlc)

1.11 Mode Select (Mode-S) [7](#mode-select-mode-s)

1.12 Flight Service Automation System (FSAS) Operational and
Supportability Implementation system (OASIS)
[7](#flight-service-automation-system-fsas-operational-and-supportability-implementation-system-oasis)

1.13 Precision Runway Monitor (PRM) [8](#precision-runway-monitor-prm)

1.14 Standard Terminal Automation Replacement System (STARS)
[9](#standard-terminal-automation-replacement-system-stars)

1.15 Controller Pilot Data Link Communication (CPDLC)
[9](#controller-pilot-data-link-communication-cpdlc)

1.16 Air/Ground Communications Infrastructure
[12](#airground-communications-infrastructure)

1.17 Airport Surface Detection Equipment (ASDE-3)
[13](#airport-surface-detection-equipment-asde-3)

1.18 Airport Surface Detection Equipment - Model X (ASDE-X)
[13](#airport-surface-detection-equipment---model-x-asde-x)

1.19 Weather Systems Processor (WSP)
[13](#weather-systems-processor-wsp)

1.20 Airport Surveillance Radar (ASR11)
[14](#airport-surveillance-radar-asr11)

1.21 Alaskan NAS Interfacility Communications System (ANICS)
[15](#alaskan-nas-interfacility-communications-system-anics)

1.22 Automated Surface Observing System (ASOS) - Automated Surface
Observing System Network (ASWON)
[15](#automated-surface-observing-system-asos---automated-surface-observing-system-network-aswon)

1.23 Automatic Dependent Surveillance Broadcast (ADS-B)
[16](#automatic-dependent-surveillance-broadcast-ads-b)

1.24 Integrated Terminal Weather System (ITWS)
[16](#integrated-terminal-weather-system-itws)

1.25 Critical Telecommunications Support (CTS)
[17](#critical-telecommunications-support-cts)

1.26 Gulf of Mexico Offshore Program
[18](#gulf-of-mexico-offshore-program)

1.27 Local Area Augmentation System (LAAS)
[19](#local-area-augmentation-system-laas)

1.28 Low Level Wind Shear Alert System (LLWAS)
[20](#low-level-wind-shear-alert-system-llwas)

1.29 Information Security [20](#information-security)

1.30 Next Generation Air/Ground (A/G) Communications System (NEXCOM)
[21](#next-generation-airground-ag-communications-system-nexcom)

1.31 Next Generation Weather Radar (NEXRAD)
[23](#next-generation-weather-radar-nexrad)

1.32 Runway Visual Range (RVR) [24](#runway-visual-range-rvr)

1.33 Terminal Applied Engineering [24](#terminal-applied-engineering)

1.34 Tower Data link Services (TDLS)
[25](#tower-data-link-services-tdls)

1.35 Weather and Radar Processor (WARP)
[25](#weather-and-radar-processor-warp)

1.36 Wide Area Augmentation System (WAAS)
[26](#wide-area-augmentation-system-waas)

1.37 Airport Security Technology Integration
[27](#airport-security-technology-integration)

1.38 Airport Technology (Deicing) [27](#airport-technology-deicing)

1.39 Aviation Safety Risk Analysis [28](#aviation-safety-risk-analysis)

1.40 System Applications [29](#system-applications)

1.41 Environment and Energy [29](#environment-and-energy)

1.42 Flight Safety/Atmospheric Hazards Research (Aircraft Icing)
[30](#flight-safetyatmospheric-hazards-research-aircraft-icing)

1.43 Information System Security [31](#information-system-security)

1.44 Information Technology Integration
[32](#information-technology-integration)

1.45 Navigation Research (WAAS/LAAS) [32](#navigation-research-waaslaas)

1.46 This section intentionally left blank.
[33](#this-section-intentionally-left-blank.)

1.47 Operations Concept Validation [34](#operations-concept-validation)

1.48 ADS-B Data Link Evaluation [34](#ads-b-data-link-evaluation)

1.49 Software Engineering Research [35](#software-engineering-research)

1.50 Automatic Dependent Surveillance Broadcast (ADS-B) Research
[36](#automatic-dependent-surveillance-broadcast-ads-b-research)

1.51 System Capacity, Planning and Improvements
[36](#system-capacity-planning-and-improvements)

1.52 NAS Requirements Development [37](#nas-requirements-development)

1.53 Commercial Space Transportation Safety
[38](#commercial-space-transportation-safety)

1.54 William J. Hughes Technical Center
[39](#william-j.-hughes-technical-center)

1.55 Advanced Vortex Spacing System
[44](#advanced-vortex-spacing-system)

1.56 Terminal Weather Doppler Radar (TDWR) - Provide
[45](#terminal-weather-doppler-radar-tdwr---provide)

2 Flight Planning Enhancement Area
[46](#flight-planning-enhancement-area)

2.1 NAS-Constraint Considerations for Schedule/Flight Optimization
[46](#nas-constraint-considerations-for-scheduleflight-optimization)

2.2 Free Maneuvering for User-preferred Local TFM Conformance
[46](#free-maneuvering-for-user-preferred-local-tfm-conformance)

3 Separation Assurance Enhancement Area
[49](#separation-assurance-enhancement-area)

3.1 Free Maneuvering for User-preferred Separation Assurance
[49](#free-maneuvering-for-user-preferred-separation-assurance)

3.2 Trajectory Negotiation for User-preferred Separation Assurance
[51](#trajectory-negotiation-for-user-preferred-separation-assurance)

3.3 Free Maneuvering for Weather Avoidance
[54](#free-maneuvering-for-weather-avoidance)

3.4 Trajectory Negotiation for Weather Avoidance
[55](#trajectory-negotiation-for-weather-avoidance)

3.5 Airborne CD&R for Closely Spaced Approaches
[55](#airborne-cdr-for-closely-spaced-approaches)

3.6 Enhanced Visual Acquisition of Other Traffic for See-and-Avoid
(Using ADS-B Only)
[56](#enhanced-visual-acquisition-of-other-traffic-for-see-and-avoid-using-ads-b-only)

3.7 Enhanced Visual Acquisition of Other Traffic for See-and-Avoid
(Using ADS-B and TIS-B)
[56](#enhanced-visual-acquisition-of-other-traffic-for-see-and-avoid-using-ads-b-and-tis-b)

3.8 Conflict Detection [57](#conflict-detection)

3.9 Conflict Resolution [57](#conflict-resolution)

3.10 Delegated Air-to-Air Self-Separation for One-In-One Out Airspace
[58](#delegated-air-to-air-self-separation-for-one-in-one-out-airspace)

3.11 Center Situational Awareness with ADS-B
[58](#center-situational-awareness-with-ads-b)

3.12 Radar Like Services with ADS-B
[59](#radar-like-services-with-ads-b)

3.13 Reduced Separation Standards with ADS-B
[59](#reduced-separation-standards-with-ads-b)

3.14 User Request Evaluation Tool (URET)
[60](#user-request-evaluation-tool-uret)

3.15 Runway Safety Program (RSP) [61](#runway-safety-program-rsp)

3.16 GPS Based TCAS [62](#gps-based-tcas)

3.17 Runway Incursion Reduction [62](#runway-incursion-reduction)

4 Situational Awareness and Advisory Enhancement Area
[63](#situational-awareness-and-advisory-enhancement-area)

4.1 Initial FIS [63](#initial-fis)

4.2 Additional FIS-B Products [64](#additional-fis-b-products)

4.3 Low Cost Terrain Situational Awareness
[65](#low-cost-terrain-situational-awareness)

4.4 Increased Access to Terrain Constrained Low Altitude Airspace
[65](#increased-access-to-terrain-constrained-low-altitude-airspace)

4.5 Pilot Situational Awareness Beyond Visual Range
[66](#pilot-situational-awareness-beyond-visual-range)

4.6 Runway & Final Approach Occupancy Awareness (using ADS-B only)
[66](#runway-final-approach-occupancy-awareness-using-ads-b-only)

4.7 Runway & Final Approach Occupancy Awareness (using ADS-B and TIS-B)
[67](#runway-final-approach-occupancy-awareness-using-ads-b-and-tis-b)

4.8 Airport Surface Situational Awareness
[67](#airport-surface-situational-awareness)

4.9 Center Situational Awareness with ADS-B
[68](#center-situational-awareness-with-ads-b-1)

4.10 Radar Like Services with ADS-B
[68](#radar-like-services-with-ads-b-1)

4.11 Tower Situational Awareness beyond Visual Range
[69](#tower-situational-awareness-beyond-visual-range)

4.12 Airport Movement Area Safety System (AMASS)
[69](#airport-movement-area-safety-system-amass)

4.13 Flight Informational Services Data Link (FISDL)
[70](#flight-informational-services-data-link-fisdl)

4.14 Air Traffic Control/Airway Facilities Human Factors
[70](#air-traffic-controlairway-facilities-human-factors)

4.15 Flight Deck/Maintenance/System Integration Human Factors
[72](#flight-deckmaintenancesystem-integration-human-factors)

4.16 Weather Program [73](#weather-program)

4.17 Next Generation Weather Radar (NEXRAD)
[74](#next-generation-weather-radar-nexrad-1)

5 Navigation and Landing Enhancement Area
[76](#navigation-and-landing-enhancement-area)

5.1 Alternatives for Using GPS in Free Flight
[76](#alternatives-for-using-gps-in-free-flight)

5.2 Instrument Approach Procedures Automation (IAPA)
[76](#instrument-approach-procedures-automation-iapa)

6 Traffic Management - Strategic Flow Enhancement Area
[77](#traffic-management---strategic-flow-enhancement-area)

6.1 Collaborative Decision Making (CDM)-Enhanced Ground Delay Program
(GDP)
[77](#collaborative-decision-making-cdm-enhanced-ground-delay-program-gdp)

6.2 Collaborative Decision Making (CDM)-Initial Collaborative Routing
[78](#collaborative-decision-making-cdm-initial-collaborative-routing)

6.3 Collaborative Routing Coordination Tool
[78](#collaborative-routing-coordination-tool)

6.4 TFAS - Traffic Flow Automation System
[80](#tfas---traffic-flow-automation-system)

6.5 Collaborative Decision Making (CDM) Enhancements
[81](#collaborative-decision-making-cdm-enhancements)

6.6 Equitabile Allocation of Limited Resources
[82](#equitable-allocation-of-limited-resources)

7 Traffic Management - Synchronization Enhancement Area
[83](#traffic-management---synchronization-enhancement-area)

7.1 Active Final Approach Spacing Tool (aFAST)
[84](#active-final-approach-spacing-tool-afast)

7.2 Collaborative Arrival Planner (CAP)
[86](#collaborative-arrival-planner-cap)

7.3 Direct-To (D2) [87](#direct-to-d2)

7.4 En Route & Descent Advisor (EDA) [89](#en-route-descent-advisor-eda)

7.5 Expedite Departure Path (EDP) [91](#expedite-departure-path-edp)

7.6 Multi-Center Traffic Management Advisor (TMA MC)
[93](#multi-center-traffic-management-advisor-tma-mc)

7.7 Passive Final Approach Spacing Tool (pFAST )
[94](#passive-final-approach-spacing-tool-pfast)

7.8 Surface Movement Advisor (SMA) [96](#surface-movement-advisor-sma)

7.9 Surface Management System (SMS) [97](#surface-management-system-sms)

7.10 Traffic Management Advisor (TMA)
[98](#traffic-management-advisor-tma)

7.11 Intelligent Routing for Efficient Pushback Times & Taxi
[99](#intelligent-routing-for-efficient-pushback-times-taxi)

7.12 Free Maneuvering for User Preferred Departures
[100](#free-maneuvering-for-user-preferred-departures)

7.13 Trajectory Negotiation for User Preferred Departures
[100](#trajectory-negotiation-for-user-preferred-departures)

7.14 Trajectory Negotiation for User-Preferred Local TFM Conformance
[100](#trajectory-negotiation-for-user-preferred-local-tfm-conformance)

7.15 Collaboration for Mitigating Local TFM Constraints due to Weather,
SUA, Complexity
[104](#collaboration-for-mitigating-local-tfm-constraints-due-to-weather-sua-complexity)

7.16 Collaboration for User-Preferred Arrival Metering
[105](#collaboration-for-user-preferred-arrival-metering)

7.17 Self Spacing for Merging & In-Trail Separation
[105](#self-spacing-for-merging-in-trail-separation)

7.18 Trajectory Exchange for Merging & In-Trail Separation
[108](#trajectory-exchange-for-merging-in-trail-separation)

7.19 Intelligent Routing for Efficient Active-Runway Crossing & Taxi
[108](#intelligent-routing-for-efficient-active-runway-crossing-taxi)

7.20 Enhanced Visual Approaches (Visual acquisition with existing
procedures, ADS-B only)
[109](#enhanced-visual-approaches-visual-acquisition-with-existing-procedures-ads-b-only)

7.21 Enhanced Visual Approaches (with new procedures using ADS-B only)
[110](#enhanced-visual-approaches-with-new-procedures-using-ads-b-only)

7.22 Enhanced Visual Approaches (with new procedures using ADS-B and
TIS-B)
[111](#enhanced-visual-approaches-with-new-procedures-using-ads-b-and-tis-b)

7.23 Approach Spacing (for Visual Approaches)
[111](#approach-spacing-for-visual-approaches)

7.24 Approach Spacing (for Instrument Approaches)
[112](#approach-spacing-for-instrument-approaches)

7.25 Enhanced Parallel Approaches in VMC/MVMC
[113](#enhanced-parallel-approaches-in-vmcmvmc)

7.26 Departure Spacing/Clearance (VMC in Radar)
[113](#departure-spacingclearance-vmc-in-radar)

7.27 Approaches to Closely Space Parallel Runways
[114](#approaches-to-closely-space-parallel-runways)

7.28 Closer Climb and Descent in Non-Radar Airspace
[114](#closer-climb-and-descent-in-non-radar-airspace)

7.29 In-Trail Spacing in En Route Airspace
[114](#in-trail-spacing-in-en-route-airspace)

7.30 Merging in En Route Airspace [115](#merging-in-en-route-airspace)

7.31 Passing Maneuvers in En Route Airspace
[115](#passing-maneuvers-in-en-route-airspace)

7.32 Enhanced IMC Airport Surface Operations
[115](#enhanced-imc-airport-surface-operations)

7.33 Radar Like Services with ADS-B
[116](#radar-like-services-with-ads-b-2)

7.34 Evaluation of FFPI Tools [116](#evaluation-of-ffpi-tools)

7.35 Problem Analysis Resolution and Ranking (PARR)
[116](#problem-analysis-resolution-and-ranking-parr)

8 Airspace Management Enhancement Area
[118](#airspace-management-enhancement-area)

8.1 Reduced Separation Standards with ADS-B
[118](#reduced-separation-standards-with-ads-b-1)

8.2 Houston Area Air Traffic System
[119](#houston-area-air-traffic-system)

8.3 Northern California TRACON [119](#northern-california-tracon)

8.4 Potomac TRACON [120](#potomac-tracon)

8.5 (DoD)/FAA ATC Facility Transfer [120](#dodfaa-atc-facility-transfer)

8.6 Airspace Management Laboratory
[120](#airspace-management-laboratory)

8.7 Airspace Redesign Enhancements
[121](#airspace-redesign-enhancements)

8.8 General Aviation and Vertical Flight Technology Program
[121](#general-aviation-and-vertical-flight-technology-program)

8.9 Separation Standards [122](#separation-standards)

8.10 Domestic Reduced Vertical Separation Minima
[123](#domestic-reduced-vertical-separation-minima)

9 Emergency and Alerting Enhancement Area
[124](#emergency-and-alerting-enhancement-area)

10 Infrastructure /Information Management Enhancement Area
[125](#infrastructure-information-management-enhancement-area)

10.1 Information Access/Exchange for Enhanced Decision Support
[125](#information-accessexchange-for-enhanced-decision-support)

10.2 Collaborative Decision Making (CDM)-NAS Status Information
[126](#collaborative-decision-making-cdm-nas-status-information)

10.3 FAA Telecommunications Infrastructure (FTI)
[127](#faa-telecommunications-infrastructure-fti)

10.4 Integrated Flight Quality Assurance (IFQA)
[127](#integrated-flight-quality-assurance-ifqa)

10.5 Air Traffic Operations Management System (ATOMS)
[128](#air-traffic-operations-management-system-atoms)

10.6 Aviation Safety Analysis System (ASAS)
[128](#aviation-safety-analysis-system-asas)

10.7 Facility Security Risk Management
[129](#facility-security-risk-management)

10.8 Frequency and Spectrum Engineering
[129](#frequency-and-spectrum-engineering)

10.9 NAS Infrastructure Management System (NIMS)
[131](#nas-infrastructure-management-system-nims)

10.10 NAS Management Automation Program (NASMAP)
[132](#nas-management-automation-program-nasmap)

10.11 National Aviation Safety Data Analysis Center (NASDAC)
[132](#national-aviation-safety-data-analysis-center-nasdac)

10.12 Operational Data Management System (ODMS)
[133](#operational-data-management-system-odms)

10.13 Safety Performance Analysis System (SPAS)
[133](#safety-performance-analysis-system-spas)

10.14 En Route Data Exchange (EDX) [135](#en-route-data-exchange-edx)

Appendix A: Acronyms and Abbreviations
A-[1](#__RefHeading___Toc526666349)

Appendix B: Bibliography B-[1](#__RefHeading___Toc526666350)

Appendix C: Applications by Enhancement Areas
C-[1](#__RefHeading___Toc526666351)

# 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; 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. It 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.

The System Capabilities Enhancement Area consists of 56 applications,
listed below in order of appearance.

1.1 Radar Augmentation with ADS-B to Support Mixed Equipage in the
Terminal Airspace

1.2 Radar Augmentation with ADS-B to Achieve Existing Separation
Standards in Terminal Airspace

1.3 Radar Augmentation with ADS-B to Support Mixed Equipage in the
En-Route Airspace

1.4 Radar Augmentation with ADS-B to Achieve Existing Separation
Standards in En Route Airspace

1.5 Enhance Existing Surface Surveillance with ADS-B

1.6 Surveillance Coverage for Airports without Existing Surface
Surveillance

1.7 Air Traffic Management

1.8 Advanced Technologies & Oceanic Procedures (ATOP)

1.9 ATC/ATM Decision Support Tools

1.10 En Route Controller Pilot Data Link Communications (CPDLC)

1.11 Mode Select (Mode-S)

1.12 Flight Service Automation System (FSAS) Operational and
Supportability Implementation system (OASIS)

1.13 Precision Runway Monitor (PRM)

1.14 Standard Terminal Automation Replacement System (STARS)

1.15 Controller Pilot Data Link Communication (CPDLC)

1.16 Air/Ground Communications Infrastructure

1.17 Airport Surface Detection Equipment (ASDE-3)

1.18 Airport Surface Detection Equipment - Model X (ASDE-X)

1.19 Weather Systems Processor (WSP)

1.20 Airport Surveillance Radar (ASR11)

1.21 Alaskan NAS Interfacility Communications System (ANICS)

1.22 Automated Surface Observing System (ASOS) - Automated Surface
Observing System Network (ASWON)

1.23 Automatic Dependent Surveillance Broadcast (ADS-B)

1.24 Integrated Terminal Weather System (ITWS)

1.25 Critical Telecommunications Support (CTS)

1.26 Gulf of Mexico Offshore Program

1.27 Local Area Augmentation System (LAAS)

1.28 Low Level Wind Shear Alert System (LLWAS)

1.29 Information Security

1.30 Next Generation Air/Ground (A/G) Communications System (NEXCOM)

1.31 Next Generation Weather Radar (NEXRAD)

1.32 Runway Visual Range (RVR)

1.33 Terminal Applied Engineering

1.34 Tower Data link Services (TDLS)

1.35 Weather and Radar Processor (WARP)

1.36 Wide Area Augmentation System (WAAS)

1.37 Airport Security Technology Integration

1.38 Airport Technology (Deicing)

1.39 Aviation Safety Risk Analysis

1.40 System Applications

1.41 Environment and Energy

1.42 Flight Safety/Atmospheric Hazards Research (Aircraft Icing)

1.43 Information System Security

1.44 Information Technology Integration

1.45 Navigation Research (WAAS/LAAS)

1.46 LAAS

1.47 Operations Concept Validation

1.48 ADS-B Data Link Evaluation

1.49 Software Engineering Research

1.50 Automatic Dependent Surveillance Broadcast (ADS-B) Research

1.51 System Capacity, Planning and Improvements

1.52 NAS Requirements Development

1.53 Commercial Space Transportation Safety

1.54 William J. Hughes Technical Center

55. Advanced Vortex Spacing System (AVOSS)

1.56 Terminal Doppler Weather Radar (TDWR) - Provide

Detailed descriptions of each are provided where available.

## Radar Augmentation with ADS-B to Support Mixed Equipage in the Terminal Airspace

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p. 3-10; April 2000

###  DESCRIPTION

This application integrates ADS-B data with radar data to increase the
accuracy and availability of multi-sensor surveillance information in
the terminal airspace. Air-to-ground ADS-B messages will contribute to
the identification and tracking of ADS-B equipped aircraft when data
from multiple sensors is processed for display to the controller. ADS-B
will also provide a back up to radar sensors in the event of sensor
outage. This application will evaluate the ADS-B accuracy, integrity,
and availability for provision of radar-like services as well as the
procedures that deal with mixed equipage airspace.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Radar Augmentation with ADS-B to Achieve Existing Separation Standards in Terminal Airspace

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Safe Flight 21 Operational Enhancement Applications
Concept of Operations and Concept of
Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.14; December 1999

###  DESCRIPTION

The current terminal primary radar and SSR systems could benefit from
the fusion of ADS-B surveillance information. This augmenting of the
current system would provide an independent source for verifying radar
surveillance as well as provide more accurate surveillance data, higher
update rates, and additional intent information. This better information
may improve safety by enabling improved conflict alerting to
controllers. Current separation standards would be used with this
application.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc), p. xiii; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Radar Augmentation with ADS-B to Support Mixed Equipage in the En-Route Airspace

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p.3-11; April 2000

###  DESCRIPTION

As confidence is gained in the fusion of radar and ADS-B data and in the
procedures that depend on this fused data, the separation standards
might be reduced. The safety of the system would have to be proven not
to be adversely impacted by this reduction. The benefit would be an
increase in throughput through the en route and terminal areas.

The current en route primary radar and SSR systems could benefit from
the fusion of ADS-B surveillance information. This augmenting of the
current system would provide an independent source for verifying radar
surveillance as well as provide more accurate surveillance data, higher
update rates, and additional intent information. This better information
may improve safety by enabling improved conflict alerting to
controllers. Current separation standards would be used with this
application.

Increase the accuracy and availability of multi-sensor (radar) displays
by incorporating ADS-B data. Air-to-ground ADS-B messages contribute to
the identification and tracking of ADS-B equipped aircraft when data
from multiple sensors is processed for display to the controller. ADS-B
also provides a back up to radar sensors in the event of sensor outage.
ADS-B accuracy, integrity, and availability will be evaluated for
provision of radar-like services and towards potential reductions in
separation that may be possible from improved surveillance.

### BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Radar Augmentation with ADS-B to Achieve Existing Separation Standards in En Route Airspace

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Safe Flight 21 Operational Enhancement Applications
Concept of Operations and Concept of
Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.14; December 1999

###  DESCRIPTION

The current en route primary radar and SSR systems could benefit from
the fusion of ADS-B surveillance information. This augmenting of the
current system would provide an independent source for verifying radar
surveillance as well as provide more accurate surveillance data, higher
update rates, and additional intent information. This better information
may improve safety by enabling improved conflict alerting to
controllers. Current separation standards would be used with this
application.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc), p. xiii; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Enhance Existing Surface Surveillance with ADS-B

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Safe Flight 21 Operational Enhancement Applications
Concept of Operations and Concept of
Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.12; December 1999

###  DESCRIPTION

Ground automation would receive GPS derived positions from equipped
aircraft and ground vehicles on the airport movement area. For those
locations with Airport Surface Detection Equipment (ASDE) this will
provide the position, identification, and speed of all equipped aircraft
and fill gaps in ASDE coverage. The local and ground controllers in the
tower would then monitor the position and speeds of all the traffic.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Surveillance Coverage for Airports without Existing Surface Surveillance 

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Safe Flight 21 Operational Enhancement Applications
Concept of Operations and Concept of
Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.12; December 1999

###  DESCRIPTION

ASDE provides increased safety at airports during low visibility
conditions by monitoring aircraft positions and reducing the chance of
collisions on the surface. ADS-B and multilateration of other radars
could be cost effective means of implementing ASDE-like capabilities at
airports without ASDE. This would increase safety monitoring, enhance
crash, fire, and rescue capabilities, as well as improve ground ATC.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Air Traffic Management

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National Airspace System Capital Investment Plan
Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-32 -- B-33; April
2001

###  DESCRIPTION

This application maintains and upgrades the existing traffic flow
management infrastructure to continue mission critical Traffic Flow
Management (TFM) operations in 80 ATC facilities.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National Airspace System Capital Investment Plan
    Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-32 -- B-33; April
    2001

## Advanced Technologies & Oceanic Procedures (ATOP)

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-11; April 2001

###  DESCRIPTION

New acquisition to address long-term Oceanic automation requirements.
This acquisition will provided new hardware and software with related
NAS benefits, and provide the best value for the government. Oceanic
modernization program will also provide improved controller pilot data
link communications (CPDLC), Air Traffic Services Interfacility
Communications (AIDC), automatic dependent surveillance addressable
(ADS-A) and enhanced controller tools.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-11; April
    2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet Version*; p. A-21; 9 August
    2000](../FAA/cip2000.pdf)

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Oceanic Procedures
    Branch*](http://www.faa.gov/ats/ato/130.htm); September 2001

## ATC/ATM Decision Support Tools

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-27; April 2001

###  DESCRIPTION

This application will:

-   Build Test scenario for TMA Multi-Center;

-   Data collection in Problem Analysis, Resolution, and Ranking (PARR)
    Concept Demonstration;

-   Assessment of Surface Automation Concept alternatives;

-   Simulations Support.

```{=html}
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-   Support of NASA TMA Multi-Center concept exploration prototypes;

-   Build test scenario for PARR concept validation;

-   Model impact of sensor technology on Surface Management System (SMS)
    performance;

-   Simulations Support.

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```
-   Operational evaluation of future NASA and MITRE Center for Advanced
    Aviation System Development (CAASD) ATC controller decision support
    concept development products to include En-route Descent Advisor,
    Dynamic Resectorization and Common Trajectory Modeler.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-27; April
    2001

2.  **Titan Systems Corporation, Air Traffic Systems Division**;
    *[Overview Description, Multi-Center Traffic Management Advisor
    (McTMA)](../NASA/DST_ovrvw/McTMA_o.doc);* Prepared Under RTO-62,
    AATT Operational Concept for ATM -- Year 2002 Update, May 2001

3.  **Titan Systems Corporation, Air Traffic Systems Division**;
    *[General Description, Multi-Center Traffic Management Advisor
    (McTMA)](../NASA/DST_gnral/McTMA_g.doc);* Prepared Under RTO-62,
    AATT Operational Concept for ATM -- Year 2002 Update, May 2001

4.  **National Aeronautics and Space Administration**; [*AATT ATM-SDI
    CTO-5 Statement of Objectives*](../NASA/SMSCTO5.doc); p.1; September
    2000

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. 26, B-15 --
    B-16; April 2001

6.  **Green, S., Vivona, R.**; [*AATT En route Descent Advisor (EDA)
    Concept, NASA AATT Milestone
    5.10*](../NASA/EDA_Milestone_5.10_(V1.0)_dist); NASA Ames Research
    Center; September 1999

7.  **Titan Systems Corporation, Air Traffic Systems Division**;
    *[General Description, EDA (En Route Descent
    Advisor)](../NASA/DST_gnral/EDA_g.doc)* Prepared Under RTO-62, AATT
    Operational Concept for ATM -- Year 2002 Update, August 2001

## En Route Controller Pilot Data Link Communications (CPDLC)

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-13; April 2001

###  DESCRIPTION

This Application provides a two-way digital exchange of Aeronautical
Telecommunication Network compliant air traffic control messages between
ground and air.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-13; April
    2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-23; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; Free Flight Phase 2 WWW Site;
    <http://ffp1.faa.gov/about/about_ffp2.asp>

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*FACT SHEET: Controller Pilot Data Link System
    (CPDLC)*](../FAA/fact2Oct.htm); October 2000

5.  **Williams, James H.**; [*EN ROUTE CONTROLLER PILOT DATA LINK
    COMMUNICATIONS STATUS
    OVERVIEW*](../FAA/ADL/industry_day_01061999_01.ppt); January 1999

6.  **Tron, San**; [*EN ROUTE CONTROLLER PILOT DATA LINK COMMUNICATIONS
    BUILD I SCHEDULE*](../FAA/ADL/industry_day_01061999_07.ppt); January
    1999

## Mode Select (Mode-S)

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2001-2005 Internet Version*](../FAA/cip2000.pdf); p. A-31;
9 August 2000

###  DESCRIPTION

Installation of hardware circuit card assemblies and software to deploy
Traffic Information Systems, and Dynamic Reflectors.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-31; 9 August 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-45; April
    2001

3.  **Federal Aviation Administration, US Department of
    Transportation;** William J. Hughes Technical Center; *[Mode Select
    Beacon](../FAA/modes.pdf) (Mode S)*
    (http://www.tc.faa.gov/its/cmd/visitors/data/ACT-300/modes.pdf)

## Flight Service Automation System (FSAS) Operational and Supportability Implementation system (OASIS)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Automation-15](../FAA/CIP1999/auto.pdf); January 1999

###  DESCRIPTION

The Flight Service Automation System (FSAS) provides general aviation
pilots with weather briefings and graphics, notices to airmen (NOTAM),
and simplified flight plan filing. It cannot be expanded or enhanced to
accommodate future functional requirements and has reached the end of
its life cycle.

This application replaces the FSAS Model 1 Full Capacity (M1FC) at 61
Automated Flight Service Station (AFSS) facilities with a leased
service. OASIS will consolidate the functionality of the Direct User
Access Terminal (DUAT) service with the functionality of M1FC and the
interim Graphic Weather Display System (GWDS). OASIS will initially
import weather text and graphics products from commercial sources;
eventually, it will be modified through pre-planned product improvements
to obtain weather graphics from the Weather and Radar Processor. OASIS
will be provided as a service from a contractor and includes a reliable,
open systems compliant, commercial-off-the-shelf
(COTS)/non-developmental item (NDI) hardware and software system
configuration. In addition, the OASIS contractor will supply all of the
engineering, second- and third-level maintenance, logistics, and
training services.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Automation-15](../FAA/CIP1999/auto.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-33; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-49; April
    2001

## Precision Runway Monitor (PRM)

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Surveillance-8 - 9](../FAA/CIP1999/surveillance.pdf); January 1999

###  DESCRIPTION

During instrument meteorological conditions (IMC), airports with
parallel runways spaced less than 4,300 feet apart cannot conduct
independent simultaneous operations due to existing equipment
limitations. This results in decreased capacity during inclement
weather. Congress mandated that FAA procure and install five precision
runway monitor systems (PRM) to address this issue at qualifying
airports.

This application resulted in the development of a high-update-rate radar
and computer predictive displays that enable controllers to monitor
simultaneous independent operations during IFR/IMC to dual and triple
parallel runways spaced less than 4,300 feet apart.

The PRM electronically scanned antenna system provides a faster update
rate than conventional radars because it uses a computer-controlled
electronic scanning sensor beam. The required update rate requirement
for parallel runways spaced 3,400 feet apart is 2.4 seconds or less. The
five production systems procured under a sole-source contract include a
1.0 second update rate with a capacity of 35 aircraft tracks.

The FAA has awarded a sole-source contract for five limited production
electronically scanned units. These systems have a 1.0 second update
rate with capacity of 35 aircraft tracks, which will enable airports to
maintain capacity, avoid or reduce delays, and save fuel during reduced
visibility. The FAA has determined that Minneapolis-St. Paul, St. Louis,
JFK, Philadelphia, and Atlanta airports qualify for a PRM system.
Installations at Philadelphia and Atlanta airports are contingent on
each completing a new runway.

Development and simulation of air traffic control procedures for
independent approaches to dual parallel runways spaced 3,000 feet apart
have been completed. Results of the real-time simulations showed that
PRM will support and benefit these approaches if one of the approaches
contains a localizer offset of at least 2.5 degrees.

Future alternatives to the E-Scan PRM system may include automatic
dependent surveillance broadcast (ADS-B) or multilateration systems or a
combination of both. Analysis and simulations of these alternatives will
be performed in their respective projects. No further analysis will be
performed under this project.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Surveillance-8 - 9](../FAA/CIP1999/surveillance.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-7; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-46; April
    2001

4.  **Federal Aviation Administration, US Department of
    Transportation**, William J. Hughes Technical Center; [*Precision
    Runway
    Monitor*](http://www.tc.faa.gov/act310/projects/prm/page1.htm);
    April 1997

## Standard Terminal Automation Replacement System (STARS)

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; *National* *Airspace System Capital Investment Plan
Fiscal Years 2002-2006*; p. B-16; April 2001

###  DESCRIPTION

This application develops and deploys a new system to replace Automated
Radar Tracking System (ARTS). It will provide a digital capable system
to meet expanding ATC needs beyond the year 2000. The STARS system will
provide new computer workstations with high-resolution color displays
and commercially based software to allow the FAA to move toward a
uniform configuration at all terminal facilities.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-16; April
    2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Automation-8 -- 9](../FAA/CIP1999/auto.pdf); January 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-24; 9 August 2000

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*STARS: Standard Terminal Automation Replacement
    System*](http://www.faa.gov/aua/ipt_prod/terminal/ex-stars.htm)

## Controller Pilot Data Link Communication (CPDLC)

Last Revised: September 2001

Description Source: Federal Aviation Administration, US Department of
Transportation; [***FACT SHEET: Controller Pilot Data Link System
(CPDLC)***](../FAA/fact2Oct.htm); October 2000

###  DESCRIPTION

CPDLC is a promising technology that could reduce frequency congestion
and delays. A joint FAA/Industry Initiative, CPDLC will provide faster,
more reliable communication between controller and cockpit. It will
enable pilots to choose the most efficient routing while allowing
controllers to safely manage the increasing volume.

In July 2000, the FAA elevated the priority of the CPDLC program by
including it in the Free Flight Phase 2 program
(www.faa.gov/freeflight). As an enabling technology, CPDLC is expected
to multiply the benefits of the previously implemented free flight
tools, resulting in synergistic improvements in the management of
congested airspace. Initial Operating Capability is scheduled to begin
in Miami in 2002 with expansion to additional en route facilities
between 2003 and 2005.

It essentially supplements the party line with a dedicated
communications link for routine messages that make up to half of all
controller/pilot communications. Multiple data messages can be sent out
simultaneously compared to one-at-a-time method with voice-only
communications. This not only reduces frequency congestion but will
reduce many of the miscommunications between pilots and controllers that
are common including:

-   Stuck microphones

-   Read-back, hear-back mistakes

-   Language and dialect differences

-   Missed clearances

-   Other communications delays and operational errors. Indeed, voice
    communication errors lead to about 27% of all operational errors.

Tests at FAA's William J. Hughes Technical Center in 1995 simulating the
Atlanta Air Route Traffic Control Center and the Newark area of the New
York Terminal Radar Approach Control, using a 90% fleet equipage rate,
yielded dramatic decreases in ground and flight delays. In Atlanta, the
high altitude en-route departure and arrival sector was a problem. With
both voice and data link capability, controllers were able to halve the
number of voice messages clogging the frequency. The efficiencies
afforded by data link also reduced the time the frequency was used from
55 to 20 minutes out of an hour.

For the departure sector a combination of voice and data link enabled
controllers to halve the miles in trail (MIT) separation from 20 miles
to minimum in-trail with no loss of safety. Experience with the system
ultimately yielded a 10% increase in departures cutting delays from
1,795 minutes to 687 minutes. This test also yielded a reduction of
flight time and distance for all aircraft of 20%.

For the arrival sector the combination of voice and data link increased
the volume of arrivals between 10% and 40% without having to impose a
hold, a safety valve used by controllers when there is too much pressure
on the system. FAA estimates a total annual cost savings to airlines of
\$8.9 million using data link in these two sectors alone.

**Background**

Studies predicted that early in the this century, increases in flight
operations would fuel the demand for air traffic services beyond the
capability of the communications systems now in place. Aeronautical Data
Link, in general, and Controller-Pilot Data Link Communications in
particular, will assist Air Traffic in meeting this increased demand for
services.

CPDLC augments voice communications for limited number of air traffic
messages and will provide a second communications channel for use by the
pilot and controller. It will augment the current voice communications
capability, not replace it. While in development, the FAA is studying
the impact of CPDLC on both flight and control room procedures as well
as human factors issues.

The first two phases of CPDLC implementation, Builds-I and -IA have been
approved for implementation. Beginning with Build-I, CPDLC will use the
Aeronautical Telecommunication Network (ATN), as defined by the
International Civil Aviation Organization. When fully implemented, CPDLC
will provide a global, seamless, secure, and error-free communications
application for air-ground-based systems.

**BENEFITS**

-   Shifting routine transmissions from voice to data link would reduce
    delays

-   Reduce the number of miscommunications and operational errors
    resulting from miscommunications.

-   Ease controller workload

-   Reduce frequency congestion

**ACCOMPLISHMENTS**

**November 1998**

Initiated with government/industry working group including FAA, ATNSI,
ACI, American Airlines, ARINC and

Rockwell Collins.

Roadmap for Human Factors activities completed.

**January 2000**

-   RTCA Principles of Operation document approved

-   Contract for CPDLC Build IA software development awarded to Computer
    Science Corporation (CSC)

**February 2000**

-   ATNSI Router Reference Implementation (RRI) software package
    delivered to FAA. This package will facilitate Aeronautical
    Telecommunications Network (ATN) access throughout the Air Traffic
    Management system.

**MILESTONES**

-   Human factors operational demonstration planned for February 2001 at
    FAA's William J. Hughes Technical Center in Atlantic City as part of
    third annual CPDLC Industry Day. The program will demonstrate:

    -   Engineering research simulator (ERS) and American Airlines
        training simulator

    -   Controller DSR Lab

    -   Simulated ATN and VDL Mode 2 Network

    -   CPDLC controller and flight crew interactive training systems

    -   Review human factors results and findings

-   CPDLC Build I begins year-long test with Initial Operating
    Capability (IOC) in Miami in June 2002.

-   Build I is being done with American Airlines which will devote four
    long-range 767s and 24 737s to this program.

-   Encompasses Miami airspace using ARINC VDL Mode 2 network, its
    replacement for ACARS.

-   CPDLC will deliver four basic services encompassing largest number
    of routine messages including:

    -   Initial sector contact, aircraft entering sector

    -   Transfer of communications from one sector to another

    -   Altimeter settings

    -   Free text, i.e.;

        -   Check for stuck mike

        -   Expect light turbulence

-   CPDLC Build IA provides for program expansion to additional en route
    facilities with more services assigned to CPDLC begins in 2003 and
    continues through 2005.

**Evolution of Data Link**

Data link services are in operation at airports across the country and
are well accepted by the users. They uplink information to the aircraft
using existing communication service providers and require no reply from
the flight deck.

Tower Data Link Services (TDLS), such as Digital Automatic Terminal
Information System (D-ATIS) and Pre-Departure Clearance (PDC)
applications, are implemented at 57 airports where voice frequency
congestion is considered a serious problem. These applications uplink
information via the Aircraft Communications Addressing and Reporting
System (ACARS) and VHF, and have significantly reduced communications
traffic on crowded voice frequencies.

Another step in the evolution provides a request-reply functionality
initiated by the flight deck. In the case of Flight Information Services
(FIS), a ground-based service provider can receive a downlinked request
for weather products, compile the requested information, and uplink it
to the requesting aircraft for display.

In the mid-1990\'s, FAA responded to a request by a core group of users
and began implementing Oceanic Data Link. These services operate on
ACARS using satellites to communicate with aircraft equipped with Future
Air Navigation System (FANS)-1 avionics. These avionics include, among
other features, a CPDLC message set as well as the Automatic Dependent
Surveillance functionality use for flight following beyond radar
coverage. FANS-1 CPDLC is now available in both Pacific and Atlantic
Oceanic sectors. Considerable data about the operational use of FANS-1
has been collected and studied during the last few years. The lessons
learned from the FANS-1 pioneering work are being applied to the
implementation of domestic data link services.

###  BIBLIOGRAPHY

1.  Federal Aviation Administration, US Department of Transportation,
    Washington DC; [***FACT SHEET: Controller Pilot Data Link System
    (CPDLC)***](../FAA/fact2Oct.htm); October 2000

2.  **Federal Aviation Administration, US Department of Transportation,
    Washington DC**; *National Airspace System Architecture Version
    4.0*; January 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-13, B-15 --
    B-16; April 2001

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-23; 9 August 2000

5.  **Williams, James H., Federal Aviation Administration**;
    [*Controller Pilot Data Link Communications
    (CPDLC)*](../FAA/ADL/JimWilliamsFAA.PDF); CPDLC Industry Day 2000;
    February 2000

6.  **Wandels, Alex, EUROCONTROL**; [*CPDLC in Europe - Development,
    Trials and Implementation*](../FAA/ADL/AlexWandelsEC.pdf); CPDLC
    Industry Day 2000; February 2000

7.  **Horton, Daniel, Federal Aviation Administration**; [*Oceanic Data
    Link Status Briefing*](../FAA/ADL/DanHortonFAA.PDF); CPDLC Industry
    Day 2000; February 2000

8.  **Pierce, Jim**, **ARINC**; [*GLOBALink CPDLC's Information
    Superhighway*](../FAA/ADL/JimPierceARINC.PDF); CPDLC Industry Day
    2000; February 2000

9.  **Murphy, Mike, ATNSI**; [*ATNSI Software
    Delivery*](../FAA/ADL/MikeMurphyATNSI.PDF); CPDLC Industry Day 2000;
    February 2000

10. **Williams, James H., Federal Aviation Administration**; [*CPDLC
    Enabling Technology for Free
    Flight*](../FAA/ADL/JW_Atca_Symposium_12799.pdf); October 1999

11. **Hancock, Tim, Federal Aviation Administration**; [*Worldwide
    Benefits of Air Traffic Control Data
    Link*](../FAA/ADL/TH_Atca_Symposium_12799.pdf); December 1999

12. **Jenny, Margaret, ARINC**; [*CPDLC: Getting There Through
    Government/Industry Partnership and
    Commitment*](../FAA/ADL/MJennyPresentation12799.pdf); December 1999

13. **Morgan, Ronald E., Federal Aviation Administration**; [*The
    Benefits and Challenges of Controller Pilot Data Link Communications
    Implementation*](../FAA/ADL/rmorgan.pdf); Air Traffic Control
    Association Symposium; December 1999

14. **Hawthorne, Michael, Skipper, Steve and Hancock, Tim**;
    [*Controller-Pilot Data Link Communications: A Data Communications
    Evolution for Air Traffic Management*](../FAA/ADL/atcajnlf.doc);
    *The Journal of Air Traffic Control*; April-June 1999

15. **Williams, James H.**; [*EN ROUTE CONTROLLER PILOT DATA LINK
    COMMUNICATIONS STATUS
    OVERVIEW*](../FAA/ADL/industry_day_01061999_01.ppt); January 1999

16. **Tron, San**; [*EN ROUTE CONTROLLER PILOT DATA LINK COMMUNICATIONS
    BUILD I SCHEDULE*](../FAA/ADL/industry_day_01061999_07.ppt); January
    1999

17. **Abbott, Dr. Kathy and Jim Williams**; [*CPDLC HUMAN FACTORS
    ASSESSMENT & PLAN*](../FAA/ADL/industry_day_01061999_02.ppt);
    January 1999

18. **Hawthorne, Michael***; [Aeronautical Data Link 2005+ : CPDLC Build
    II & Decision Support System
    Services](../FAA/ADL/CPDLC_Hawthorn.ppt)*; June 1999

19. **Federal Aviation Administration, US Department of
    Transportation**; Free Flight Phase 2 WWW Site;
    <http://ffp1.faa.gov/about/about_ffp2.asp>

## Air/Ground Communications Infrastructure

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2001-2005 Internet Version*](../FAA/cip2000.pdf); p. A-27;
9 August 2000

###  DESCRIPTION

Planned improvements to the air/ground communications infrastructure
that include replacement of aging and increasingly unreliable equipment,
associates site and facility improvements, including the establishment
of new facilities intended to broaden communications coverage.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-27; 9 August 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-35; April
    2001

## Airport Surface Detection Equipment (ASDE-3)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; p.
Surveillance-3](../FAA/CIP1999/surveillance.pdf); January 1999

###  DESCRIPTION

This application acquires and installs the ASDE-3 radar system at 34
high-activity airports. ASDE-3 detects and displays aircraft and vehicle
movement on the airport surface, allowing controllers to effectively
manage airport surface operations during low-visibility conditions, such
as rain, fog, and night operations. The ASDE antenna may be located atop
the ATCT or remotely on its own tower. Installation on existing ATCT's
may require structural modifications.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; p.
    Surveillance-3](../FAA/CIP1999/surveillance.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-6; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-39; April
    2001

## Airport Surface Detection Equipment - Model X (ASDE-X)

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2001-2005 Internet Version*](../FAA/cip2000.pdf); p. A-8; 9
August 2000

###  DESCRIPTION

Airport Surface Detection Equipment (ASDE-X) provides seamless airport
surface surveillance coverage at up to an additional 66 airports not
covered by the ASDE-3 and AMASS.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-8; 9 August 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-46; April
    2001

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*RIRP Project: Airport Surface Detection
    Equipment -- Model X
    (ASDE-X)*](http://www.faa.gov/faa_office/rirp/HTML/ASDE-X/)

## Weather Systems Processor (WSP)

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Weather-10 - 11](../FAA/CIP1999/weather.pdf); January 1999

###  DESCRIPTION

The Terminal Doppler Weather Radar (TDWR) System or the Integrated
Terminal Weather System (ITWS) provides warning of hazardous weather
conditions for large airports, but it is not cost-effective to install
these systems at low-activity airports. This is the fifth year of a
multiyear program to provide warnings of hazardous weather at airports
that do not warrant a TDWR. This program was initiated in response to
National Transportation Safety Board Recommendation A-90-84. ASR-WSP
will be deployed at airports with Airport Surveillance Radars, ASR-9,
which do not have a TDWR. The ASR-9 weather channel is modified by
adding a modular data processing unit that detects hazardous windshear
and microburst events near airport runways. The unit also detects and
predicts the arrival of gust fronts and detects storm cells. The unit
and associated algorithms have been implemented on a production radar
and demonstrated during tests conducted at Kansas City, Mo.; Orlando,
Fla.; and Albuquerque, N. Mex.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Weather-10 - 11](../FAA/CIP1999/weather.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-7; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-44; April
    2001

4.  **Federal Aviation Administration, US Department of Transportation,
    William J. Hughes Technical Center**; [*Weather Systems
    Processor*](../FAA/wsp.pdf)

## Airport Surveillance Radar (ASR11)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Surveillance-5 -- 6](../FAA/CIP1999/surveillance.pdf); January 1999

### DESCRIPTION

The FAA plans radar surveillance systems in the terminal area to provide
separation services. The older terminal radar systems do not meet air
traffic requirements for coverage and capacity. Also, they are
logistically unsupportable and are incompatible with the new terminal
automation system, which requires digital surveillance inputs.

After completing the ASR-9 project, many terminal areas still have aging
analog ASR-7/-8 radars and inadequate weather detection capabilities.
The ASR-7/-8 radars also will not provide digitized radar data suitable
for use with the standard terminal automated radar system (STARS)
equipment.

The ASR-11 Terminal Radar Program will replace ASR-7's and ASR-8's. The
ASR-11 is a nondevelopmental digital terminal radar system with an
integrated monopulse secondary surveillance radar system. It will be
acquired through a joint acquisition with DOD. The system will provide
digitized radar data and weather data. The program will also pro-vide,
on an as-needed basis, interim digitizers to ASR-8 sites, which will
receive STARS in advance of the ASR-11.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Surveillance-5 -- 6](../FAA/CIP1999/surveillance.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-30; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-43; April
    2001

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*The ASR-11 Radar
    System*](http://www.faa.gov/and/and400/and440/asr11/main.htm);
    January 2000

## Alaskan NAS Interfacility Communications System (ANICS)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Communications-12 -- 13](../FAA/CIP1999/comm.pdf); January 1999

###  DESCRIPTION

The FAA plans reliable telecommunications circuits for interfacility
communications in Alaska. These circuits must support critical air
traffic control services as well as remote maintenance monitoring and
other routine operational communications. Unlike in the lower 48 states,
the commercial telecommunications infrastructure is insufficient to
satisfy FAA requirements.

This application supports the FAA strategy for cost-effective
interfacility communication transmission and fulfills the requirements
of FAA Order 6000.36, Communications Diversity. It provides redundant
alternative routes, and avoids single points of failure through circuit
diversity to meet NAS service availability and message-quality
requirements in the expanding air traffic control environment. The
system parallels the radio communications link system and the leased NAS
interfacility communications system functions that were not implemented
in Alaska due to geographical considerations.

Commercial-off-the-shelf satellite earth stations and associated
equipment are being used to establish a voice and data network in Alaska
to meet NAS telecommunications requirements. A network monitoring and
control system enables rerouting circuits and monitoring circuit
quality. The network control center is located in the Anchorage air
route traffic control center (ARTCC).

The Alaskan network will be established in three phases: Phase 1
established satellite earth stations at 51 critical facilities needed to
support the instrument flight rules portion of the Alaska air traffic
control system. Phase 1 also set up the network control center in the
Anchorage center to support NAS facility monitor and control functions.
Phase 2 introduces additional earth stations into the network to support
essential NAS services, such as weather dissemination, flight planning,
etc. Phase 3 implements non-FAA circuit station requirements from other
eligible Government agencies (Department of Defense and National Weather
Service NAS support requirements). These circuits or facilities will be
funded by the requesting agency.

Begun in July 1993, the equipment procurement is for a 10-year period.
System maintenance and operations were transferred to the FAA in July
1997.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Communications-12 -- 13](../FAA/CIP1999/comm.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-37; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-57; April
    2001

## Automated Surface Observing System (ASOS) - Automated Surface Observing System Network (ASWON)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National Airspace System Capital Investment Plan
Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-48 -- B-49; April
2001

###  DESCRIPTION

The purpose of ASWON is to support FAA and National Weather Service
(NWS) modernization by automating the surface weather observations for
pilots, operators, and air traffic personnel. ASWON includes the AWOS,
ASOS, Automated Weather Sensors Systems (AWSS), Stand Alone Weather
Sensors (SAWS), and ASOS Controller Equipment Information Display System
(ACE-IDS).

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National Airspace System Capital Investment Plan
    Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-48 -- B-49;
    April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National Airspace System Capital Investment Plan
    Fiscal Years 2001-2005 Internet Version*](../FAA/cip2000.pdf); p.
    A-8; 9 August 2000

##  Automatic Dependent Surveillance Broadcast (ADS-B)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Surveillance-11 -- 12](../FAA/CIP1999/surveillance.pdf); January 1999

###  DESCRIPTION

ADS-B is a technique for reporting aircraft position information from an
onboard global navigation satellite system (GNSS) receiver or other
backup source of navigation data. Aircraft identity, altitude, velocity,
and position are broadcast directly to ground receivers and to nearby
aircraft. Transmitted ADS-B messages received by nearby aircraft are
processed, displayed on an airborne cockpit display of traffic
information (CDTI), and used for situational awareness, conflict
detection, and Free Flight capabilities. Accurate and timely reports
from ADS-B minimize runway incursions and improve safety by increasing
pilot situational awareness of nearby aircraft and improve efficiency
and airspace capacity by potentially reducing current separation
standards. ADS-B's modular design and cooperative nature offer a
low-cost alternative for surveillance coverage in existing nonradar
areas and potentially, in the long term, in some areas currently served
by radars. ADS-B has been identified by both the FAA and the aviation
industry as an enabling technology for Free Flight. This project will
develop standards for ADS-B avionics, CDTI, and transponders. Future
efforts will include procurement specifications for ground systems,
deployment of system prototypes, and revised operational procedures.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Surveillance-11 -- 12](../FAA/CIP1999/surveillance.pdf); January
    1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-4; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-25 -- B-26;
    April 2001

## Integrated Terminal Weather System (ITWS)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Weather-9 -- 10](../FAA/CIP1999/weather.pdf); January 1999

###  DESCRIPTION

Weather is responsible for 65 percent of all delays and causes 40
percent of accidents. Air traffic personnel in tower cabs and Terminal
Radar Approach Control (TRACON) facilities rely on several terminal area
weather sensors to provide weather data. Data interpretation is
performed manually and is labor intensive, and data from the various
sensors may be conflicting.

The main shortcoming of the present system is the lack of a weather
processor that integrates these data and provides predictions of
short-term weather changes, such as windshear, microbursts,
thunderstorms, ceiling, and visibility that affect safety, capacity, and
efficiency in the terminal area. Consequently, air traffic management
cannot make the most efficient use of terminal airspace resources.

The Integrated Terminal Weather System (ITWS) will provide graphic and
text displays that characterize the current terminal weather situation
to service providers and users, as well as provide near-term
(approximately 30-minute) forecasts for the terminal area. Products
generated by ITWS include windshear and microburst predictions, storm
cell and lightning information, gust front movement, and terminal area
winds aloft. The preplanned product improvement products include storm
growth and decay, and terminal area ceiling and visibility predictions.

The ITWS will be installed at 34 TRACON facilities, which will cover 45
high-traffic airports that experience significant convective weather.
The ITWS situation displays (SD) at tower cabs, TRACON's, and their
associated ARTCC's (traffic management units and center weather service
units) will facilitate a common situational awareness of severe weather
phenomena among air traffic control personnel.

The ATCSCC will likely receive ITWS SD's to monitor weather at the major
hubs. An ITWS will also be installed at each of the following locations:
FAA Academy, FAA Technical Center, and ITWS Program Support Facility.
Some data will also be made available to airlines. Prototype systems are
currently located at Memphis, Tenn.; Orlando, Fla.; and Dallas-Ft.
Worth, Tex. A fourth prototype has been procured by the New York/New
Jersey Port Authority for the New York area.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Weather-9 -- 10](../FAA/CIP1999/weather.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-3; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006 Internet
    Version*](../FAA/CIP2001.pdf); p. B-36; April 2001

##  Critical Telecommunications Support (CTS)

Last Revised: July 2001\
Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Communications-10 -- 11](../FAA/CIP1999/comm.pdf); January 1999

###  DESCRIPTION

NAS interfacility telecommunications network configurations that connect
surveillance, weather, and communication sites installed by F&E
programs---such as airport traffic control tower/terminal radar approach
control (ATCT/TRACON), airport surveillance radar (ASR), air route
surveillance radar (ARSR), and radio communication air/ground
(RCAG)---undergo continual change.

Ongoing telecommunication network reconfigurations, capacity upgrades,
and enhancements to improve reliability and capability are necessary to
accommodate new or modified air traffic interface and location
requirements to sustain/improve network performance, and to control
operating costs. This creates additional local termination and
interfacility connectivity requirements. Examples are: relocating or
installing new circuits to establish connectivity to new sites or
satisfy new sector boundaries, installing new circuits for connectivity
diversity, replacing circuits destroyed by natural disaster, and
expanding equipment and circuit capabilities to prevent traffic
overloading from service growth.

The FAA plans a flexible method to support these regional operational
telecommunication changes within the NAS, as requirements can be
unanticipated. The application provides local telecommunication
planning, engineering, acquisition, installation, site preparation,
testing, and verification for four discrete project activities. Regional
offices identify requirements by project type for CTS during annual
planning activities to support future installations and other planned
events. These requirements are evaluated and prioritized at the national
level. Funds to support the highest priority projects are transferred to
national contracts or to regions for local procurement of project
telecommunication hardware, software, and services.

Today\' s leased circuits are carried on extremely high-density trunks,
some with a capacity in excess of 20,000 circuits. Documented (through
monthly performance reports such as the LINCS CDRL F08) availability for
circuits that connect such major facilities as ARTCC's, Level 4 and 5
ATCT's, and consolidated TRACON's use circuits exceeding 0.99999. These
circuits are not the focus of the program. All circuits that do not ride
this "backbone" and connect remote communication, navigation, and
weather systems to major facilities through a single transmission path
are documented to have availability that runs in the 0.997 to 0.988
range. This translates into outages, as there is no alternate path to
which to switch services when the circuit fails.

This is the primary focus of the CTS application. Trunk failure can
prevent voice and radar data transmission, producing coverage gaps,
decreasing safety, and in-creasing delays and maintenance costs. To
minimize outages, a second interfacility connection or "diverse path"
and A/B switch technology is installed. The CTS program provides leased
microwave and terrestrial solutions to add redundancy and increase
availability.

This application provides the FAA with the ability to transition
telecommunication systems and equipment at existing facilities to
support new air traffic sector boundaries, increased bandwidth demands
between facilities, facility relocations, and the introduction of new
navigation, weather, and communication services/facilities onto existing
networks. Activities include circuit consolidations to reduce operating
costs and improve performance, relocation of circuits, circuit removal,
and expansions.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Communications-10 -- 11](../FAA/CIP1999/comm.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-25; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-33; April
    2001

##  Gulf of Mexico Offshore Program

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Communications-19 -- 20](../FAA/CIP1999/comm.pdf); January 1999

###  DESCRIPTION

Line-of-sight limitations prevent land-based radios from providing
direct air/ground very high frequency (VHF) radio communications
coverage in the Gulf of Mexico flight information region (FIR). As a
result, separation standards cannot be reduced and increasing traffic
demand cannot be met.

The solution is to provide a system of land- and water-based radios to
complete the communication link in the Gulf FIR. The Gulf of Mexico
program (GOMP) will deploy four VHF extended range network (VERN)
land-based radios, two in Mexico and two in the United States. The
Mexican sites are located at Cancun and Merida, while the U.S. sites are
at Venice, La., and Key West, Fla.

To ensure complete coverage and to complement the land-based coverage,
the buoy communications system (BCS) is currently scheduled for
deployment after a prototype demonstration validates the concept of
operation. VHF radios on each buoy are used to communicate with aircraft
and the information is then relayed to the Houston air route traffic
control center (ARTCC) via satellite. GOMP will allow reduced aircraft
separation, thereby increasing the ability to handle current and
projected traffic demand. Remote maintenance monitoring will be used for
both the VERN and BCS, and BCS certification will be accomplished
remotely.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Communications-19 -- 20](../FAA/CIP1999/comm.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National Airspace System Capital Investment Plan
    Fiscal Years 2001-2005 Internet Version*](../FAA/cip2000.pdf); p.
    A-35; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-51 -- B-52;
    April 2001

##  Local Area Augmentation System (LAAS) 

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Navigation and Landing-10 -- 13](../FAA/CIP1999/navlan.pdf); January
1999

###  DESCRIPTION

The Global Positioning System (GPS) provides a practical starting point
for eventual development of a seamless global navigation satellite
system. However, GPS, as designed, developed, and deployed by the
Department of Defense (DOD), will not satisfy all civil aviation
requirements for navigation and landing. For use in civil aviation,
augmentations will be required to:

-   Improve GPS accuracy for precision approaches

-   Provide integrity and continuity for all phases of flight

-   Provide the necessary availability to meet radio navigation
    requirements

The first step in this augmentation is the Wide Area Augmentation System
(WAAS), designed to provide a navigation and landing capability down to
or near the lowest Category I decision height of 200 feet, depending on
obstacle clearance and runway lighting.

The second step is the Local Area Augmentation System (LAAS), being
designed to fulfill navigation and landing requirements for Category I
at locations where WAAS cannot, and to meet the more stringent Category
II/III requirements.

This application is being developed to fulfill navigation and landing
requirements (such as availability) at locations where WAAS is unable to
provide Category I precision approach, and to provide Category II/III
precision approach requirements. LAAS is also expected to enable users
to safely taxi aircraft in low-visibility situations. A Government and
Industry Partnership (GIP) has been established to develop LAAS for
navigation and precision approach of aircraft. This partnership provides
in-kind services for developing a certified Category I LAAS. The
partnership is a three-stage effort:

-   Standards Development

-   Full-Scale Development (FSD) for Category I

-   FSD for Category III

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Navigation and Landing-10 -- 13](../FAA/CIP1999/navlan.pdf); January
    1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-47; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-17; April
    2001

##  Low Level Wind Shear Alert System (LLWAS) 

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Weather-7 -- 8](../FAA/CIP1999/weather.pdf); January 1999

###  DESCRIPTION

LLWAS provides real-time detection algorithms and notification of
hazardous weather events (microbursts and windshear) in the terminal
area at 110 airports. The system\'s sensors are most effective in open
spaces because obstacles like trees and buildings degrade sensor
accuracy, which results in false readings. LLWAS sensors at many
airports need to be relocated in order to provide accurate windshear
information. Also, the system\'s hardware and software are obsolete and
extremely difficult to support.

This application consists of three distinct efforts:

Expanding the LLWAS network at nine airports will upgrade systems by
improving detection algorithms and modifying microburst and windshear
alert displays. Weather information will be presented in a
runway-oriented format and the number of weather sensors increased.

This network expansion also provides interfaces to Terminal Doppler
Weather Radar (TDWR) and remote maintenance monitoring equipment.

This application will sustain sensors at 39 sites, replacing aging
electronics, reducing support costs, and extending the service life by
15 years. The effort will also incorporate remote maintenance monitoring
equipment.

This application will relocate weather sensors at selected airports to
restore LLWAS detection effectiveness. The effort provides a national
contract to acquire sensor poles and provides funding and technical
support for regional implementation.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Weather-7 -- 8](../FAA/CIP1999/weather.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-9; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-52; April
    2001

##  Information Security

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Mission Support-33 -- 34](../FAA/CIP1999/mission.pdf); January 1999

###  DESCRIPTION

As the NAS migrates to an open system architecture, NAS information will
become more vulnerable to tampering or malicious destruction. NAS safety
must be maintained, and the FAA must comply with Federal statutes and
policies that require protection of information.

This application implements a life-cycle approach for NAS information
security. In addition to developing information security requirements,
the program performs a comprehensive vulnerability analysis; surveys
commercially available countermeasures; implements a security
engineering process; develops a concept for security management; and
updates the FAA's information security policy.

This application concentrates on three areas:

**NAS Architecture and Engineering**:

-   Supports definition of NAS-wide information security (INFOSEC)
    services as part of the NAS Architecture. The work involves
    formulation of INFOSEC standards, requirements, policies, and
    guidelines for NAS systems, including coordination with industry as
    required. Engineering support involves product assessments, testing,
    conducting vulnerability assessments, and delivery of expert INFOSEC
    engineering assistance to integrated product teams (IPT). This work
    also supports NAS INFOSEC investment analysis.

**Integrated Product Team INFOSEC Engineering**:

-   Supports IPT INFOSEC services of common concern and for individual
    systems. The work includes INFOSEC engineering services for system
    requirements, design, development, test, vulnerability analyses, and
    INFOSEC certification. The work also includes INFOSEC hardware and
    software acquisitions to meet systems requirements. NAS automation,
    communications, navigation, and surveillance systems benefit from
    this protection.

**INFOSEC Policy Compliance**:

-   Enhances the FAA's INFOSEC capabilities in policy compliance,
    including review and approval of INFOSEC plans for individual NAS
    systems. It includes risk assessments and assurance monitoring of
    systems under assessment and those systems in the formal
    certification process. This project also develops an incident
    collection and reporting capability for the NAS.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Mission Support-33 -- 34](../FAA/CIP1999/mission.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-17; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-70s; April
    2001

##  Next Generation Air/Ground (A/G) Communications System (NEXCOM)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Communications-18 -- 19](../FAA/CIP1999/comm.pdf); January 1999

###  DESCRIPTION

The FAA requires air/ground radio communications for air traffic
control. Very high frequency (VHF) and ultra high frequency (UHF)
air/ground radio communication links support all phases of flight.

NOTE: Military aircraft use only UHF frequencies for tactical
communications.

The current voice system lacks the channel capacity for near-term air
traffic control voice communication demands. Three major problem areas
are:

-   Accommodating the increasing numbers of channels associated with new
    sectors and services within the limited radio spectrum bandwidth

-   Accommodating the need for integrated data link communications
    capability to all classes of users (including general aviation)

-   Addressing air/ground radio frequency interference and
    communications security to identify unauthorized users

Domestic passenger emplanements are forecast to grow by about 4 percent
per year through 2002 and beyond. Left unchanged, the existing
air/ground radio communications system will approach its limits to
support this growth in air traffic capacity by 2005; sooner in certain
high-traffic density areas like metropolitan Atlanta, New York, Chicago,
and Los Angeles.

The air/ground communications system capacity must be expanded to
support any additional sectors (channels) and services. Deficiencies in
the existing communications system include:

-   Lack of available channels for voice services

-   Lack of support for data link

-   Degraded ability to improve NAS safety and efficiency

-   Increasing radio frequency interference

-   Outdated equipment and infrastructure

-   Maintainability and supportability problems with existing radio
    equipment

-   Security problems with unauthorized (phantom controllers) users

The NEXCOM program will design, implement, and install a new air/ground
communications system to address current system deficiencies.

NEXCOM capabilities will:

-   Meet future air traffic system requirements

-   Be based on International Civil Aviation Organization (ICAO) VHF
    digital link standards

-   Be backward compatible with the current analog radio system, both
    air and ground

-   Include capabilities to minimize circuit blockage, increase
    security, reduce circuit congestion, and provide automatic circuit
    management

-   Permit rapid failure detection and recovery

-   Meet air/ground service availability requirements

-   Provide compatible interfaces with voice switches and aeronautical
    telecommunications network elements at control facilities

The application will be completed in three phases or segments.
Currently, only the first segment has been approved by the Joint
Resources Council (JRC).

Segment 1 will increase voice channel capacity in the VHF spectrum by
providing new multimode, analog, and digital voice radio system
equipment.

At first, these radios will be operated in the analog mode, as they are
today. As user equipage increases, ground equipment will be switched to
the digital voice mode. Switching to digital communications allows some
frequencies to be recovered and reused in problem terminal areas.

Segment 2 will introduce an integrated data link capability into these
same facilities, following deployment of the ground network
infrastructure.

Segment 3 (and beyond) will deploy multimode radios in low en route and
selected high-density terminal airspace (57 tower data link services
(TDLS) airports and associated terminal radar approach control (TRACON)
facilities) and transition to integrated digital voice and data link in
these areas:

-   Procure equipment that supports (sustains) the current system and
    adds the very high frequency digital link-3 (VDL 3) system

-   Replace, following completion of the communications facilities
    expansion (CFE) initial deployment, most of the existing air/ground
    communications systems, such as radio control equipment (RCE),
    backup emergency communications (BUEC), and UHF analog radios. NOTE:
    Communications facility improvements will require a continuing
    separately funded line item.

The resulting single-digital radio type will be a flexible
communications system offering users voice and data capability to match
their needs during the transition period and beyond. During the
transition, the analog system and the digital system will operate side
by side. Spectrum relief will begin with decommissioning of analog
channels and their reassignment to the new digital radio system.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Communications-18 -- 19](../FAA/CIP1999/comm.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-21 - 22; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-11; April
    2001

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-8.pdf); p. 2-206; April 2001

##  Next Generation Weather Radar (NEXRAD) 

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Weather-4 -- 5](../FAA/CIP1999/weather.pdf); January 1999

### DESCRIPTION

The Departments of Commerce, Transportation, and Defense provide a
national network of next-generation weather radars (NEXRAD) that detect,
process, distribute, and display hazardous and routine weather
information. The FAA\'s contributions under this program are the cost
share funding of the entire system and acquisition and installation of
12 NEXRAD radars in Alaska, Hawaii, and Puerto Rico. These remote
locations required modifications, such as power-conditioning systems,
lightning grounding, bonding, shielding, and remote maintenance
monitoring modules unique to the FAA.

A triagency operational support facility (OSF) has been established in
Norman, Okla., and is responsible for system modifications,
enhancements, and product improvements to the network. OSF also provides
such services as software maintenance, problem resolution, and
configuration management.

OSF has implemented new software algorithms to alleviate anomalous
propagation problems. Efforts are also underway to enhance algorithms
that will improve the detection capability of aviation weather hazards
and will be installed in future NEXRAD Builds. These enhancements will
improve the effectiveness of NEXRAD data for aviation users and extend
the data's useful life.

Also planned are sequential upgrades to the NEXRAD radar product
generator (RPG) processor and the radar data acquisition (RDA) unit.
This upgrade will consist of reconfiguring the RPG and RDA to a
state-of-the-art, open-system architecture. The upgrade will replace the
existing computer system to increase processing capacity and improve
logistics supportability.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Weather-4 -- 5](../FAA/CIP1999/weather.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-5; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace Capital Investment Plan
    Fiscal Years 2002 - 2006*](../FAA/CIP2001.pdf); p. B-30; April 2001

##  Runway Visual Range (RVR) 

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Navigation and Landing-8 -- 9](../FAA/CIP1999/navlan.pdf); January 1999

###  DESCRIPTION

RVR equipment provides a standardized, accurate means of measuring
runway visibility during instrument meteorological conditions. Earlier
RVR systems do not support Category IIIb instrument approach procedures,
which limits capacity at many airports. Additionally, blowing rain or
snow may degrade the performance of earlier systems. This application
procures new-generation RVR systems that will support all precision
instrument approaches (Category I/II/IIIa/b), are not affected by
adverse weather, and incorporate remote maintenance monitoring. The new
RVR\'s are mounted on frangible structures that improve safety by
mitigating aircraft damage from accidental impacts.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Navigation and Landing-8 -- 9](../FAA/CIP1999/navlan.pdf); January
    1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-9; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace Capital Investment Plan
    Fiscal Years 2002 - 2006*](../FAA/CIP2001.pdf); p. B-53; April 2001

## Terminal Applied Engineering

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace Capital Investment Plan Fiscal
Years 2002 - 2006*](../FAA/CIP2001.pdf); p. B-45; April 2001

###  DESCRIPTION

This application provides up front planning and will determine how best
to integrate the modernization of 40 ATC systems at over 400 terminal
facilities into the NAS by the year 2007.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace Capital Investment Plan
    Fiscal Years 2002 - 2006*](../FAA/CIP2001.pdf); p. B-45; April 2001

##  Tower Data link Services (TDLS)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace Capital Investment Plan Fiscal
Years 2002 - 2006*](../FAA/CIP2001.pdf); p. B-14; April 2001

###  DESCRIPTION

Tower Data link Services (TDLS) provides data link capabilities and
associated benefits to 58 high density airport traffic control towers
(ATCTs).

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace Capital Investment Plan
    Fiscal Years 2002 - 2006*](../FAA/CIP2001.pdf); p. B-14; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-23; 9 August 2000

##  Weather and Radar Processor (WARP)

Last Revised: April 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Weather-6 -- 7](../FAA/CIP1999/weather.pdf); January 1999

###  DESCRIPTION

Air traffic controllers in the en route environment currently obtain
weather radar information from the long-range surveillance radars, which
are not well suited for this purpose. Next generation weather radars
(NEXRAD) will replace long-range surveillance radars as the source of
weather data.

Currently, NEXRAD weather data cannot be displayed on existing en route
controllers\' consoles due to digital-to-analog compatibility problems.
Also, Center Weather Service Unit (CWSU) meteorologists do not have an
integrated system for collecting and displaying multiple weather inputs.
Human interpretation is required, which can be time consuming and
inefficient.

WARP is a state-of-the-art automated system that collects, processes,
and disseminates NEXRAD data and other weather data to controllers,
traffic management specialists, area supervisors, meteorologists, and
other users. The system provides mosaics of multiple NEXRAD images to
the controller's display system replacement (DSR) workstation for
display with aircraft targets. This will enable air traffic controllers
to optimize flight routing and reduce en route air traffic delays. WARP
will also provide CWSU meteorologists with automated workstations, which
will greatly enhance their ability to analyze rapidly changing,
potentially hazardous weather conditions.

Development and deployment will occur in three stages. The initial
stage, Stage 0, leases commercial hardware/software components to
replace the Meteorological Weather Processor. Stage 1/2 will be an
FAA-owned system that will be upgraded to receive and process NEXRAD
data, and distribute it to controller consoles via DSR. Stage 3
implements upgraded National Weather Service (NWS) gridded model data
algorithms, enabling WARP to "ingest" higher resolutions, and develops
additional NAS interfaces for cost-effective weather data sharing. This
facilitates a common situational awareness within the en route
environment. Stage 3 also leverages the FAA\'s investment in aviation
weather research to develop those upgraded algorithms, providing
enhanced weather displays to controllers via DSR and to CWSU
meteorologists.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Weather-6 -- 7](../FAA/CIP1999/weather.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-6; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace Capital Investment Plan
    Fiscal Years 2002 - 2006*](../FAA/CIP2001.pdf); p. B-31; April 2001

##  Wide Area Augmentation System (WAAS)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Navigation and Landing-10 -- 13](../FAA/CIP1999/navlan.pdf); January
1999

###  DESCRIPTION

The Global Positioning System (GPS) provides a practical starting point
for eventual development of a seamless global navigation satellite
system. However, GPS, as designed, developed, and deployed by the
Department of Defense (DOD), will not satisfy all civil aviation
requirements for navigation and landing. For use in civil aviation,
augmentations will be required to:

-   Improve GPS accuracy for precision approaches

-   Provide integrity and continuity for all phases of flight

-   Provide the necessary availability to meet radio navigation
    requirements

The first step in this augmentation is the Wide Area Augmentation System
(WAAS), designed to provide a navigation and landing capability down to
or near the lowest Category I decision height of 200 feet, depending on
obstacle clearance and runway lighting.

The second step is the Local Area Augmentation System (LAAS), being
designed to fulfill navigation and landing requirements for Category I
at locations where WAAS cannot, and to meet the more stringent Category
II/III requirements.

This application will provide the augmentation needed to make GPS fully
usable for en route, terminal, nonprecision, and Category I precision
approaches. WAAS will provide the required accuracy, availability,
continuity, and operational integrity augmentations to GPS.

WAAS consists of a network of precisely located monitors over North
America that determines the integrity and accuracy of each visible GPS
satellite. Augmentation equipment will generate error correction data
and broadcast a signal integrity and position correction message to
users via geostationary communications satellites. Broadcasts from the
geostationary satellites are on the same frequency as GPS and are
suitable for ranging.

The WAAS project also supports development of standards, certification,
facilities, and procedures for operational use of WAAS in the NAS. This
includes requirements such as GPS procedures for use by air traffic,
unique approach procedures for each location, obstacle clearance
requirements, aircraft separation standards, airport surveys, support
for training programs for civil pilots, and the revision of FAA
regulations and documents to reflect satellite navigation use.

To facilitate implementing preplanned product improvements (P^3^I) and
technology enhancements, a phased approach to system development is
being used. Phase 1 will deliver an initial operational capability.
Delivery of additional capability is contingent on two factors: (1)
results of an independent risk assessment, and (2) results of an ongoing
alternatives analysis.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Navigation and Landing-10 -- 13](../FAA/CIP1999/navlan.pdf); January
    1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-4; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace Capital Investment Plan
    Fiscal Years 2002 - 2006*](../FAA/CIP2001.pdf); p. B-18; April 2001

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research
    Plan*](../FAA/NARP2001/2-1.pdf); pp. 2-36 -- 2-41; April 2001

##  Airport Security Technology Integration 

Last Revised: May 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-4.pdf); pp. 2-131 to 2-135; April 2001

###  DESCRIPTION

The Airport Security Technology Integration (ASTI) program supports the
mission goal of security in the FAA Strategic Plan: "Prevent security
incidents in the aviation system.\" This multi-faceted program addresses
integration issues associated with a broad spectrum of current and next
generation security equipment and technology in the airport environment.
These issues include personnel access, physical security, intrusion
detection, positive passenger bag match, and passengers and baggage
throughput at the various checkpoint sensors. The intended outcome of
the ASTI program is the availability of fully integrated security
systems that minimally impact the movement of passengers and baggage
through related airport systems.

The ASTI program aims to address integration issues through
incorporating engineering disciplines---such as reliability,
maintainability, availability and suitability--- early in the security
technologies research and development process. Through modeling and
simulation of different security technologies in varying configurations,
the program strives to accent a design that meets specific security
requirements. Quantitative data reinforces the achievement of this
design, and operational evaluations at established testbed sites ensure
a smoother transition of equipment from the laboratory into the field.
Overall, ASTI's goal is to reduce cost and time to develop security
systems while improving quality and operability.

The ASTI program provides data and analyses of technical information,
such as airport vulnerability assessments and threats to civil aviation,
to aid the overall FAA rulemaking process. The program provides the
civil aviation security community with improved methods and
technologies. In addition, the ASTI program provides the systems
engineering activities to ensure that equipment certified for detection
of explosives will be more operationally suitable and transition rapidly
upon certification or approval for initial airport use.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-4.pdf); pp. 2-131 to 2-135; April 2001

2.  **National Aeronautics and Space Administration**; [Airport Security
    Technology](http://www.aero-space.nasa.gov/library/chicago/ast.htm)

##  Airport Technology (Deicing)

Last Revised: May 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-2.pdf); pp. 2-73 to 2-77; April 2001

###  DESCRIPTION

The Airport Technology program began operations of an aircraft deicing
facility using infrared energy at a major hub airport. The program will
publish specifications for aircraft infrared de-icing system.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-2.pdf); pp. 2-73 to 2-77; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*FAA R&D Overview: Aircraft Deicing
    Technology*](http://www.aero-space.nasa.gov/library/nasao/faaover/sld019.htm);
    September 1999

## Aviation Safety Risk Analysis 

Last Revised: May 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-3.pdf); pp. 2-113 to 2-117; April 2001

###  DESCRIPTION

The Aviation Safety Risk Analysis (ASRA) Program focuses primarily on:

-   Design/Development and/or enhancement of risk management/decision
    support tools embedded in FAA analytical systems, e.g., flight
    standards service Safety Performance Analysis System (SPAS), and the
    aircraft certification service safety management program products.
    These tools encompass particulars about air carriers, aircraft
    design, aircraft maintenance, discrepancy reports, repair stations
    (both domestic and foreign) aviation training schools, and air
    personnel.

-   Development of advanced risk assessment indicators/ safety
    performance measures and graphical techniques. These allow the FAA
    to more effectively and efficiently use information contained in
    various FAA and industry databases.

-   Establishment of a forum with industry to exchange aviation risk
    assessment/risk management and safety performance measures models
    and methodologies.

-   Development of an improved safety analysis methodology that will be
    used to certify new products by including human factors and
    operational issues.

Current activities include the following:

Risk Management Decision Support

-   Continue to develop, test, and validate new and enhanced risk
    analysis models and capabilities. aircraft systems safety analysis.

-   Complete the development of risk assessment indicators and safety
    critical performance measures using enhancements to the system
    engineering and system safety models based on Parts 121, 142, and
    145 in conjunction with industry.

-   Release the Repair Station Module.

-   Initiate the development of a system engineering model based on FAR
    Part 135 operations.

-   Continue workshops with industry to discuss aviation risk analysis
    and safety performance measurement models and methods.

-   Continue the development of the Aviation Safety Risk Management
    System.

-   Continue the design of decision support system options analysis.

-   Continue the development of Risk/Hazard/ Accident models and tools.

Safety Analysis Methodology

-   Complete the development of a probabilistic safety assessment
    methodology that addresses aircraft systems safety analysis.

-   Complete the ACSEP improvement of a methodology that incorporates
    inspection results into the policy development process.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-3.pdf); pp. 2-113 to 2-117; April 2001

## System Applications

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

###  DESCRIPTION

NEXCOM Plan

-   Developed an integrated detailed next-generation air/ground
    communication system program plan that has widespread buy-in from
    the airspace user community.

Safety, Separation Standards, and Operational Capability

-   Define relationships among safety, separation standards, and
    operational capability to enhance safety management

ATM and ATC Concepts

-   Research new air traffic management and control operating concepts
    evaluation and/or infrastructure replacements

Free Flight Concepts and Capabilities

-   Define and develop requirements for advanced free flight concepts
    and capabilities that will be needed beyond Free Flight Phase

DSS Requirements Integration

-   Integrate DSS requirements with FAA and industry technology
    applications

Enhanced Information Systems

-   Continue investigating procedures, user needs, system requirements,
    and architecture implications for enhanced information systems

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace Capital Investment Plan
    Fiscal Years 2002 - 2006*](../FAA/CIP2001.pdf); p. B-11; April 2001

## Environment and Energy

Last Revised: May 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-6.pdf); pp. 2-178 to 2-182; April 2001

###  DESCRIPTION

The applications supported by this program, and their activities, are
the following:

Aircraft Noise Reduction & Control

-   Reduction Technology, Certification Standards & Procedures

-   Harmonized FAA/European Noise Certification Regulations

-   Report to Congress on FAA/NASA Subsonic Jet Noise Reduction Research

-   Final Assessment of FAA/NASA Light Propeller-Driven Airplane Noise
    Reduction Technology Research

-   Publish Advisory Circular (AC) 36-4d

```{=html}
<!-- -->
```
-   New Noise Standard for Large Subsonic Airplanes

-   Complete Rulemaking to Amend Helicopter Certification Requirements
    in 14 CFR Part 36

Engine Emissions Reduction & Control

-   Engine Exhaust Emissions Reduction Technologies, Standards and
    Procedures, and Impact Assessments

-   Updated the FAA Engine Exhaust Emissions Databank to be Consistent
    with the ICAO Data Base

-   Assessment of ICAO Emission Standards Taking into Account the
    Required Technological and Scientific Bases

-   Develop a Harmonized, Simplified Engine Exhaust Emissions
    Certification Test Procedure

-   Complete Development of Advisory Circular 34-1A, Including
    Harmonization of Regulatory and Guidance Material Differences with
    the European Joint Aviation Authorities

-   Update Certification Regulation and Guidance Document, AC 34-1, for
    Consideration of Climb/Cruise Conditions

Aviation Emissions Analysis

-   Develop Air Quality Assessment Methodologies

-   New Emissions and Dispersion Modeling System

-   Publish Revised Handbook on Procedures for Airport Air Quality
    Analyses

-   Draft Guidance Document for Reducing Emissions from Ground Support
    Equipment and Auxiliary Power Units

-   Develop Global Emissions Assessment Methodologies

-   Complete Prototype Model System for Assessing Aviation's Global
    Emissions (SAGE)

-   Forecast of National and Global Emissions Burden

Aviation Noise Analysis

-   Develop Noise Assessment Methodologies

-   Released Integrated Noise Model (INM) Version 6

-   Completed the First Phase of the Validation of the Grand Canyon
    National Park Aircraft Overflight Noise Model

-   Validation of the Methodologies Used to Assess Aircraft Noise
    Exposure and Impact

-   Release INM Version 7

-   New Helicopter Modeling Methodology and Expanded Helicopter Database

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-6.pdf); pp. 2-178 to 2-182; April 2001

## Flight Safety/Atmospheric Hazards Research (Aircraft Icing)

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-3.pdf); pp. 2-99 to 2-102; April 2001

###  DESCRIPTION

In the area of aircraft icing, the Flight Safety/Atmospheric Hazards
Research program focuses on establishing operating rules and procedures
for deicing and anti-icing to ensure a clean aircraft at takeoff. It
also focuses on developing technology to determine the existence of
frozen contamination and the failure of anti-icing fluids on critical
aircraft surfaces. It addresses characterization of the atmospheric
icing environment by collecting and analyzing supercooled cloud and
precipitation data. It also develops technology (ice protection and
detection), certification requirements, and advisory material to ensure
that aircraft meet performance, stability, and control safety standards
during or after in-flight operation in icing conditions.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-3.pdf); pp. 2-99 to 2-102; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation;** William J. Hughes Technical Center; [*Aircraft
    Icing*](../FAA/ac_icing.pdf)

3.  **National Aeronautics and Space Administration;** [Aircraft Icing
    Research](http://www.grc.nasa.gov/Other_Groups/PAO/html/airicing.htm)

## Information System Security 

Last Revised: May 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-8.pdf); pp. 2-207 to 2-211; April 2001

###  DESCRIPTION

The FAA will improve information systems security by developing and
evaluating new technologies, technical information, and procedures that
can be applied in both NAS and system support information systems, both
new and legacy to improve the security posture of FAA systems against
both active and passive attacks.

The applications supported by this program, and their activities, are
the following:

**Real Time Intrusion Detection and Monitoring**

-   Significant engineering shortfalls complicate the building and
    deployment of Intrusion Detection (ID) systems for large,
    heterogeneous systems such as the NAS. Current ID systems cannot
    effectively function within the unique NAS environment due to the
    system's unique traffic flows and heavy demand for integration with
    a large number of partners and stakeholders such as the airlines,
    airports, etc. Current technology results in high false alarm rates
    and missed detection of actual intruders. The volume of audit data
    for the NAS requires a large personnel staff to analyze the reports
    and determine and develop effective ID algorithms. Integrating
    security data from the very large number of separate NAS subsystems
    will provide an unparalleled technical challenge. A research and
    development program is needed to develop intrusion detection
    technology tailored to FAA requirements and to integrate and tailor
    state-of-the-art commercial intrusion detection technology into FAA
    information systems. This effort will leverage on-going efforts by
    the USAF and the SEI and accelerate technology insertion into both
    legacy and new FAA systems.

**Architecture**

-   FAA's information infrastructure is one of the largest and most
    complex in the world. Current techniques to architect the security
    of information systems need to be significantly improved to ensure
    that the points of greatest vulnerability have the greatest
    protection and that those protections remain as the information
    systems evolve. A research and development program is needed to
    develop new architectural approaches and to integrate those state of
    the art approaches into the FAA's information systems security
    architecture. According to our interactions with the National
    Information Assurance Partnership (NIAP) and MITRE, the FAA has been
    judged to be in the forefront of these efforts and cannot depend on
    commercial efforts to continue to provide the best protection to our
    future networks without continued R, E&D funding.

**Public Key Infrastructure (PKI)**

-   The FAA will improve information systems security by researching and
    developing technologies, technical information, and procedures for
    public key infrastructure. Such improvements will enable secure
    transactions over the Internet, intranet, and in non-TCP/IP based
    networks such as used in air-to-ground communications via the
    Controller Pilot Data Link Communications program. Current concern
    is to develop new PKI concepts that can meet FAA unique requirements
    due to the mobile environment and situational awareness needs
    demanded by the agency's safety and security goals.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-8.pdf); pp. 2-207 to 2-211; April 2001

## Information Technology Integration 

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace Capital Investment Plan Fiscal
Years 2002 - 2006*](../FAA/CIP2001.pdf); pp. B-63 to B-64; April 2001

###  DESCRIPTION

This budget line item supports the FAA Chief Information Officer
initiatives designed to improve the way the agency manages Information
Technology (IT) investment. This effort supports the development and
implementation of FAA's IT Strategy to improve processes and optimize IT
investments; and to architect, acquire, develop and maintain high
quality, mission critical systems within established targets of cost,
schedule and risk. It also entails the streamlining of certification
processes for airborne and ground systems and continued work toward the
implementation of an agency-wide data management program.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-63 to B-64;
    April 2001

## Navigation Research (WAAS/LAAS)

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-1.pdf); pp. 2-36 to 2-41; April 2001

###  DESCRIPTION

\[WAAS\]

The FAA uses the National Satellite Test Bed (NSTB) as the foundation
for all current research and development activities associated with
implementing the Wide Area Augmentation System (WAAS). The NSTB is
essential to the development and implementation of Global Positioning
System (GPS) and its WAAS augmentations. Findings from the NSTB help the
FAA develop required user equipment through avionics manufacturers,
continue development of GPS user procedures, and gain international
acceptance of a seamless Global Navigation Satellite System (GNSS).

Using the NSTB as a prototype system, the program is developing and
implementing the capability to monitor and evaluate system performance
of both the basic GPS service and the WAAS during implementation
activities. During these evaluations, large quantities of complex
technical data will be collected, analyzed, and archived.

The data will be made available to the FAA and other Government Agencies
(as well as to industry, academia, and international entities) to
facilitate information exchange, foster cooperation around the world,
and achieve a seamless global air navigation system.

The results of this "live" data collection and analysis will assist the
FAA in: (1) analyzing and defining the satellite-based navigation
technology requirements of air traffic and airway facilities; and (2)
determining connectivity and interoperability requirements for
international augmentation systems being developed by other countries.
The information obtained from these performance evaluations will also
allow the FAA to monitor the WAAS system contractor performance.

When the Phase I WAAS becomes operational, the FAA plans to approve the
use of GPS as a primary means of navigation for en route through
non-precision approaches. Initial WAAS capability will provide Lateral
Navigation/ Vertical Navigation (LNAV/VNAV) capabilities. Future phases
of WAAS are expected to provide precision approach capabilities, which
will increase the numbers of airfields with a precision approach
capability, and potentially enable the decommissioning of some existing
ground-based navigation equipment throughout the U.S.

\[LAAS\]

The Local Area Augmentation System (LAAS) Test Prototype (LTP) system is
being used to test and validate the expected performance of LAAS
systems. The LAAS is intended to complement the WAAS, and the systems
function together to supply users of the NAS with seamless
satellite-based navigation for all phases of flight. The LAAS will be
used to meet Category I Precision Approach requirements at those
locations where WAAS is unable to meet those requirements. LAAS will
also be used to meet the more stringent Category II/III requirements at
selected locations throughout the U.S. LAAS will yield the extremely
high accuracy, availability, and integrity necessary for Category II/III
precision approaches. It is fully expected that the end-state
configuration will pinpoint an aircraft's position to within one meter
or less.

The FAA has developed and provided a functional Category I LAAS
specification, architecture, and Minimum Operational Performance
Standards (MOPS) to industry for implementing local area systems across
the United States. The FAA will validate the capability to perform
Category II/III precision approaches through continued research and
development efforts associated with the LAAS Program. An LTP has been
developed, and is being used to conduct nationwide flight tests in
cooperation with several end-state users of LAAS technology including
United Parcel Service (UPS) and Federal Express (FedEx).

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-36 to 2-41; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*FAA Fact Sheet: Wide Area Augmentation System
    (WAAS), Local Area Augmentation System
    (LAAS)*](http://www.faa.gov/apa/Factsheet/2000/fact1Oct.htm); OCT
    2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Local Area Augmentation
    System*](http://gps.faa.gov/Programs/LAAS/laas.htm); GPS Programs

4.  **Federal Aviation Administration, US Department of
    Transportation**; [Satellite Navigation: Local Area Augmentation
    System](http://www.caasd.org/proj/satnav/laas.html); CAASD Featured
    Projects; May 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [Satellite Navigation: Wide Area Augmentation
    System](http://www.caasd.org/proj/satnav/waas.html), CAASD Featured
    Projects, May 2001

6.  **Gustafson, David M., Alexander E. Smith, and Rick Cassell**;
    Rannoch Corporation, Alexandria, Virginia; [*COST BENEFIT ANALYSIS
    OF THE COMBINED WAAS/LAAS
    SYSTEM*](http://www.aviationtoday.com/reports/costbenefit.pdf);
    October 1998

7.  **Pullen, Samuel P., Per K. Enge, and Bradford W. Parkinson**;
    Department of Aeronautics and Astronautics, Stanford University;
    [*Simulation-Based Evaluation of WAAS Performance: Risk and
    Integrity Factors*](../OTHER/waas_raim_spp94.pdf); September 1994

8.  Pervan, Boris S., Samuel P. Pullen, et. al.; [*Development,
    Implementation, and Testing of a Prototype LAAS
    Architecture*](../OTHER/prototype_laas_bsp97.pdf); Department of
    Aeronautics and Astronautics, Stanford University; April 1997

## This section intentionally left blank.

## Operations Concept Validation

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-1.pdf); pp. 2-27 to 2-30; April 2001

The applications supported by this program, and their activities, are
the following:

Operational concept development

-   Developed detailed concepts for Flight Intent.

-   Developed detailed concepts for Information Management of airspace
    resources to facilitate improved flight planning and impact
    assessment.

-   Develop detailed concepts of operations for the interaction of
    service providers in en route and terminal airspace to support the
    validation of the FAA's Airspace Management Concept.

-   Develop detailed concept of operations for the evolution of Traffic
    Flow Management.

-   Develop concept and potential measures for Required Total System
    Performance (RTSP).

Concept validation

-   Developed testbed for modernization.

-   Performed airspace assessment of gridded airspace uniform ultra-high
    sectors, ultra-high centers.

-   Developed information flow model to translate concepts into
    interface requirements.

-   Establish the Validation Data Repository to capture all activities
    and results associated with concept and concept of use validation
    activities in the FAA. Establish metrics to allow comparability of
    results across program validation efforts in the U.S. and Europe.

-   Conduct SWIM --System Wide Information Management (SWIM) concept
    validation.

-   Validate the flight intent concept of use to assure completeness and
    harmonization of the definition for integration into ground and
    airborne decision support systems in the US and Europe.

**Concept system design**

-   Conducted closed-loop modeling of changes in airspace/airports and
    user demand.

-   Extend closed-loop system dynamic modeling of decisions and demand
    dynamics related to scheduling and management of aircraft in
    congested en route airspace.

-   Leverage the work in the human factors research and the human
    factors and the operational validations experimentation to define
    the information type, update rate, and display requirements that
    needed to support the agreed to operational improvements of the NAS
    concept of operations through 2010.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-27 to 2-30; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-23; April
    2001

## ADS-B Data Link Evaluation 

Last Revised: May 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 to 2-26; April 2001

###  DESCRIPTION

The following activities are being performed under this application:

-   Evaluating the three ADS-B links (1090MHz, Universal Access
    Transceiver (UAT), and VHF Datalink (VDL) Mode 4).

-   Completed preliminary analysis for NAS-wide implementation of ADS-B,
    begun in FY 2000.

-   Updated the Operational Safety Assessments (OSA) of SF-21
    Enhancements that use ADS-B, which will include an assessment of
    each hazard identified in the existing OSA (each of which will be
    evaluated in the context of the Safe Flight 21 ADS-B applications).

-   Conducted a Preliminary Hazard Assessment (PHA) of ADS-B technology,
    which will include updating and modifying the existing ADS-B Initial
    Hazard Analysis (IHA) to meet the requirements for a PHA in
    accordance with the NAS Modernization System Safety Program Plan
    (SSMP).

-   Start Investment Analysis for NAS-wide ADS-B implementation

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 to 2-26; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

## Software Engineering Research

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-1.pdf); pp. 2-31 to 2-34; April 2001

###  DESCRIPTION

The FAA intends to improve NAS and avionics safety and reduce NAS and
avionics acquisition, development, and maintenance costs by developing
and implementing improved software processes and procedures. These
actions will directly benefit passengers (as well as all elements of air
transportation) and greatly contribute to a safe, secure, and efficient
NAS.

The FAA Software Engineering Resource Center (SERC), established in June
1998, is a focal point for research on FAA software-intensive systems.
The SERC is an FAA-wide resource that addresses strategic software
technology problems impacting the mission performance and enhancement of
FAA in-house software/systems engineering competencies. The primary SERC
facilities are located at the William J. Hughes Technical Center.

The principal products of SERC efforts include a series of standards,
guidelines, models, research papers, and "evolvable" prototypes. They
demonstrate, validate, and verify the safety properties, performance,
and other critical attributes of anticipated new NAS technologies. The
SERC also evaluates and validates improved software processes, methods,
and engineering tools that enhance architecture and systems, as well as
engineering, testing, and certification functions for the life cycle of
NAS systems software. The SERC brings together recognized experts and
FAA personnel to solve problems related to Commercial
Off-The-Shelf/Nondevelopmental Item (COTS/NDI) and the next generation
architecture. These activities transfer skills to and increase the
technical competency of the FAA workforce.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-31 to 2-34; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-23 - B-24;
    April 2001

## Automatic Dependent Surveillance Broadcast (ADS-B) Research

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-1.pdf); pp. 2-42 to 2-45; April 2001

###  DESCRIPTION

The FAA plans to improve system efficiency and safety by implementing a
low-cost surveillance system that enables Free Flight capabilities and
enhances safety and efficiency. This program develops domestic and
international Automatic Dependent Surveillance -Broadcast (ADS-B)
standards to facilitate global system interoperability. It also
evaluates specific applications and technologies of ADS-B to support
standards development.

Current efforts focus on developing standards for the system's avionics,
its applications, and display (CDTI) system. Standardization efforts
include RTCA minimum aviation system performance standards (MASPS),
minimum operational performance standards (MOPS), technical standard
orders, and design criteria. Analyses and evaluations will be conducted
to provide technical inputs to RTCA MASPS/MOPS on ADS-B links, airborne
surveillance and separation assurance processing, and other surveillance
system sources necessary to support ADS-B applications. International
standards such as the International Civil Aviation Organization's (ICAO)
Standards and Recommended Practices (SARPS) will also be developed.
These standards must be developed and maintained in order for the
designs of avionics, ground and other systems to be compatible and
capable of operating together.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-42 to 2-45; April 2001

2.  **Sensis Corporation**; [*Automatic Dependent Surveillance
    --Broadcast*](http://www.sensis.com/docs/9/)

3.  **ADS-B**; [1999 ADS-B Op.-Eval Final
    Report](http://www.ads-b.com/content/index.htm); February 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [Automatic Dependent Surveillance
    (ADS-B)](http://www.faa.gov/and/and300/datalink/navsur/adsb.htm)

5.  **Eurocontrol;** [Automatic Dependent Surveillance
    (ADS)](http://www.eurocontrol.int/eatmp/work/ads.html); August 2001

6.  **RTCA, SC-186**; [Automatic Dependent Surveillance --
    Broadcast](http://www.rtca.org/comm/sc186.asp)

## System Capacity, Planning and Improvements 

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-1.pdf); pp. 2-10 to 2-17; April 2001

###  DESCRIPTION

The applications supported by this program, and their activities, are
the following:

Capacity Improvement Initiatives

-   Conduct airport capacity improvement demonstration projects at
    selected airports

-   Develop new IFR approach and departure concepts

Architecture Deployment Support

-   Develop Along Track Separation procedures at selected airports

-   Develop Simultaneous Offset Instrument Approach procedures at
    selected airports

-   Develop Required Navigational Performance (RNP) operational
    standards and procedures for air carrier aircraft

NAS Performance Measurement

-   Develop, refine, and/or enhance high-level outcome performance
    metrics that were then integrated into processes supporting GPRA
    requirements and investment decision making Conduct ATS cost and
    performance benchmarking and causal analysis

-   Expand facility level metrics equipment analysis to AAT Regions

-   Implement NAS performance measurement analysis capabilities in AAT
    Regions

Airport Development

-   Conduct airport design studies at selected airports

-   Conduct a NAS integration study of new NAS technology

-   Conduct airport analysis and development studies

NAS Architecture/ACE Plan Integration

-   Develop Aviation Capacity Enhancement (ACE) plans

-   Perform capacity impact analysis of equipment location priorities in
    the NAS architecture

-   Perform capacity impact analysis of selected NAS architecture
    capabilities

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-10 to 2-17; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-20 -- B-22;
    April 2001

## NAS Requirements Development

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-1.pdf); pp. 2-59 to 2-62; April 2001

###  DESCRIPTION

This application will support mission analysis (MA) and NAS requirements
development efforts. It will fund studies and other efforts to prepare
and validate strategies and proposals designed to increase overall NAS
efficiency. Also, it will support the FAA System Efficiency mission goal
to *"provide an aerospace transportation system that meets the needs of
users and is efficient in the application of FAA and aerospace
resource*s."

As part of the Agency's Acquisition Management System (AMS) process, the
FAA routinely examines current and projected needs within the NAS, with
the goal of defining requirements to meet identified needs. This budget
line item provides, on a recurring basis, the means to independently
investigate the particulars of selected programs (service or system) or
technologies. Such investigations assist in determining and selecting
only those programs or technologies best suited to advance overall NAS
system efficiency.

Current specific activities under this program include:

-   Define and conduct requirements activities in support of
    developmental programs

-   Develop ARS En Route requirements for the NAS Design Tool.

-   Maximize value of En Route investments

-   Evaluate use of Collaborative Convective Forecast Product (CCFP) as
    a tool within the Collaborative Decision Making (CDM) program

-   Support requirements definition and development of research
    demonstration program for the Traffic Management Units (TMU)

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-59 to 2-62; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-28; April
    2001

## Commercial Space Transportation Safety

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-7.pdf); pp. 2-186 to 2-192; April 2001

###  DESCRIPTION

The applications supported by this program, and their activities, are
the following:

Commercial Space Integration into the NAS

-   The FAA intends to investigate and analyze means to integrate
    commercial space transportation operations seamlessly into the
    National Airspace System (NAS) in order to minimize impacts on
    overall NAS efficiency. Specifically, the FAA's Space and Air
    Traffic Management System initiative, as led by the Commercial Space
    Transportation (CST) line of business, seeks to examine methods to
    integrate new spaceport and vehicle operations in the NAS in a safe
    and efficient manner.

Reusable Launch Vehicles Operation and Maintenance

-   The FAA intends to investigate and analyze standards and processes
    applicable to commercial Reusable Launch Vehicle (RLV) Operations
    and Maintenance (O&M) activities to ensure these activities are
    conducted with adequate protection of public safety. A thorough
    review of the Space Shuttle operations and maintenance activities
    will be conducted to determine the "best practices" used by the
    world's only reusable launch vehicle and their applicability to
    commercial RLV O&M activities. The FAA will also study the airline
    industry to determine which "best practices" and "lessons learned"
    from the aircraft industry could be applicable to commercial RLV
    activities in terms of their operations and maintenance activities
    and the effects on safety.

Criteria for Determining "Unproven" vs. "Proven" RLVs

-   The FAA intends to improve public safety regarding the operation of
    unproven and proven commercial RLVs by the development of criteria
    that formulate a basic methodology to assist in the determination of
    when an RLV progresses from an "unproven" to "proven" status. The
    major objectives of this program are to:

    -   Continue public safety that is associated with RLV activities by
        providing additional criteria for the safe operation of RLVs.
        dwell time over densely populated areas.

    -   Ensure that for unproven RLVs:

    -   The projected instantaneous impact point (IIP) of the vehicle
        does not have substantial dwell time over populated areas; or

    -   The expected average number of casualties to members of the
        public does not exceed 30 x 10^-6^ (E c \< 30 x 10^-6^ ) given a
        probability of vehicle failure equal to 1 (p f =1) at any time
        the IIP is over a populated area.

    -   Provide criteria that can be used to assist in judging the
        public safety relevance of methodologies associated with proven
        RLV.

Reentry Vehicle Maneuverability and its Effect on Public Safety

-   The FAA intends to improve public safety regarding reentry of RLVs
    and reentry vehicles (RV) by understanding the safety issues
    associated with the level of maneuverability of the vehicle
    reentering earth. The foremost issue is the differentiation between
    maneuverable and non-maneuverable reentry vehicles. Although many
    trajectory analyses should be performed for both maneuverable and
    non-maneuverable RVs/ RLVs, the results of the analyses and their
    relative importance toward public safety may differ greatly
    depending upon the maneuverability capability of the vehicle. The
    major outcomes from this program include:

    -   Continue improvement of public safety from RLV activities.

    -   Refine the RLV regulations to improve public safety and keeping
        with development of regulations that are not overly burdensome.

    -   Establish guidance and understanding of a vehicle's reentry 3
        left and right, minimum, and maximum Instantaneous Impact Point
        (IIP) trajectories that will indicate where a non-maneuverable
        vehicle will start its landing cycle (i.e., deploy its
        parachute) and land.

    -   Establish guidance and understanding of a maneuverable vehicle's
        reentry of limiting trajectories and the "maneuverability
        landing ellipse" for the vehicle.

    -   Develop criteria that address maneuverable vehicles landing
        ellipse borders defined as a group of termination (impact)
        points for trajectories from which the vehicle could still
        maneuver sufficiently to attain a nominal landing location.

    -   Determine what trajectory information would be required to
        evaluate non-maneuverable and maneuverable RLVs/RVs.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-7.pdf); pp. 2-186 to 2-192; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Concept of Operations for Commercial Space
    Transportation in the National Airspace System: Narrative Version
    2.0*](../FAA/cst_nas.pdf); May 2001

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Information Page: Associate Administrator for
    Commercial Space
    Transportation*](http://www.faa.gov/programs_rsvp2/smart/faa_home_page/space/)

## William J. Hughes Technical Center

Last Revised: September 2001

Description Sources: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-8.pdf); pp. 2-200 to 2-202; April 2001;
**Federal Aviation Administration, US Department of Transportation**;
William J. Hughes Technical Center, Laboratory Management Division
Website (<http://act400.tc.faa.gov/>); July 2001; **Federal Aviation
Administration, US Department of Transportation**; William J. Hughes
Technical Center, *Air Traffic Control Human Factors: Research and
Development Human Factors Laboratory Fact Sheet*
(<http://www.tc.faa.gov/its/cmd/visitors/data/ACT-500/atchf.pdf>); July
2001; **Federal Aviation Administration, US Department of
Transportation**; William J. Hughes Technical Center Personnel Input;
July 2001; **Federal Aviation Administration, US Department of
Transportation;** William J. Hughes Technical Center; *Airway Facilities
Human Factors: Research and Development Human Factors Laboratory Fact
Sheet*
(<http://www.tc.faa.gov/its/cmd/visitors/data/ACT-500/airways.pdf>);
July 2001; **Federal Aviation Administration, US Department of
Transportation**; William J. Hughes Technical Center; *NAS Advanced
Concepts Branch, ACT540 Fact Sheet*
(<http://www.tc.faa.gov/its/cmd/visitors/data/ACT-500/advanced.pdf>);
July 2001

###  DESCRIPTION

**System Support Laboratory**

The System Support Laboratory area consists of the En Route System
Support, Terminal System Support, Flight Service, and Scan Radars
laboratories at the FAA William J. Hughes Technical Center. Overall,
this collection of individual laboratories are jointly responsible for
activities related to Free Flight Phase 1, NAS operational concept
validation, NAS capacity initiatives, and information security. Each
component laboratory is described below.

Enroute System Support Laboratory (ESSL)

-   The Enroute System Support Laboratory (ESSL) provides a controlled
    environment for testing NAS EnRoute systems and subsystems in
    simulated ATC topographies. The ESSL is capable of replicating each
    of the FAA's EnRoute ARTCC environments, (using site specific
    adaptation) and is used to support extensive field-testing of
    planned Program Trouble Reports (PTRs), and approved National Change
    Proposals (NCPs). The ESSL further encompasses several other NAS
    subsystems, including: the Host Computer System (HCS); the Enhanced
    Direct Access Radar Channel (EDARC); the Peripheral Adapter Module
    Replacement Item (PAMRI); the Display System Replacement (DSR); and
    the Display Channel Complex Rehost (DCCR).

-   The systems comprising the ESSL are further capable of interfacing
    with other systems/subsystems and laboratories, both internal and
    external to WJHTC, to provide a realistic and platform (using both
    simulated and live data) upon which extensive NAS system changes can
    be evaluated. Projects tested within the ESSL will be used to
    evaluate changes to existing systems, as well as to eventually
    replace aging ATC equipment. Such evaluations will allow continued
    system growth, while resulting in a safe, effective, and efficient
    air traffic control system.

Terminal System Support Laboratory (TSSL)

-   The Terminal System Support Laboratory (TSSL) reflects the FAA\'s
    commitment to improving automation capabilities in airport
    terminals. The TSSL projects involve developing and testing hardware
    and software that will address the current problem of terminal ATC
    capacity, while also meeting the needs of increased capacity in the
    future. The centerpiece of the TSSL consists of a series of terminal
    air traffic control systems, including the Automated Radar Terminal
    System (ARTSII, III, IIIA, EARTS, and NYTracon), a mock air traffic
    control (ATC) tower, and the Standard Terminal Automation
    Replacement System (STARS).

Flight Service Laboratory

-   The Automated Flight Service Station (AFSS) Computer Operations
    Laboratory provides weather information for preflight and in-flight,
    flight plan processing for coordination between Air Traffic Control
    Towers and Pilots.

-   The AFSS Laboratory, (housed in building 300) consists of six
    operating systems. There are two developmental systems used for the
    development of all new software to be released to the field sites,
    two Flight Service Data Processing (FSDPS) Systems, and two Aviation
    Weather Processing (AWP) Systems. Each FSDPS and AWP system is used
    for testing both current software corrections, as well as future NAS
    NCP enhancements.

-   The AFSS Laboratory employs six Computer Operators on two shifts.
    The operations staff, which consists of both senior and junior
    operators, has a number of responsibilities, including:

    -   National Data Base Tape generation and shipment

    -   Yearly, bimonthly and monthly software releases

    -   Full system backups

    -   Assist with test procedures

    -   System preparation and maintenance

    -   Software management

Scan Radar Laboratory

-   The Scan Radar Laboratory (SRL) supports the development and testing
    of state-of-the-art surveillance, radar, and ground-to-air-to-ground
    equipment. Housed in three locations throughout the WJHTC, the
    laboratory utilizes radar equipment such as Airport Surveillance
    Radar (ASR); the Mode Select (Mode S) Beacon System; the Air Traffic
    Control Beacon Interrogator (ATCBI-5/6); and the Air Route
    Surveillance Radar (ARSR-2).

**Research and Development Laboratory**

The Research & Development Laboratory area consists of the Target
Generator Facility, Cockpit Simulator, Auto Tracking, and Technical
Computer Data Center laboratories at the FAA William J. Hughes Technical
Center. Overall, this collection of individual laboratories is jointly
responsible for activities related to approach procedures, Free Flight
Phase 1, separation standards, operational concept validation, GPS and
augmentation, ADS-B, and STARS. Each component laboratory is described
below.

Target Generator Facility (NAS Simulation Branch (ACT-510)

-   The Target Generation Facility (TGF) generates realistic digital
    radar messages for targets in a simulated airspace environment that
    can be adapted to simulate actual NAS EnRoute and ARTS
    characteristics by including radar and environmental characteristics
    of specific FAA ATC facilities. The TGF also has the capability of
    integrating cockpit simulators from the FAA, NASA, EuroControl, and
    private airlines (i.e., Boeing and TWA) as required within the same
    simulation airspace, and as simulated aircraft. Therefore, testing
    within the TGF can use live, simulated, or a combination of both
    live and simulated data to provide a more realistic environment.

-   Scenarios used within the TGF provide ATC systems with realistic
    radar returns for simulated aircraft following flight plans. Air
    Traffic Controllers are brought in and sat at Planned View Displays
    (radar scopes) in one area of the TGF, while Air Traffic Assistants
    (ATAs) sit at simulator-terminals in another area. In response to
    \"real-time\" ATA/pilot commands radar is generated by keystrokes on
    the Simulation Pilot Workstation, (SPW) and is then transmitted to
    the controller's PVD. These scenarios and data can be adapted to
    simulate actual, imaginary or generic facilities as required. The
    TGF further provides complete data recording and reduction
    capabilities that support post-simulation analysis.

-   Simultaneous simulations in different environments and in different
    laboratories at the WJHTC can be supported and can run concurrently.
    For example, a TGF simulation exercise can include both the NAS En
    Route, and the Automated Radar Terminal System (ARTS)
    systems/laboratories.

-   New TGF InterFacility (IF) communication capabilities have been
    implemented that also allows the TGF to simulate two adjacent ATC
    facilities. As a result, the TGF is able to respond to requests from
    both the NAS and ARTS laboratories, while allowing communications
    with two or more facilities.

Cockpit Simulator

-   The current cockpit simulator used by ACT-510 replicates a Cessna
    421 and has been used in flying studies within the TGF. The current
    cockpit simulator can be used in combination with, or independently
    of the TGF (to perform pilot checkout/familiarization). A second
    propeller aircraft simulator is under construction, and is planned
    to be in the same class as a Beechcraft 1900.

Auto Tracking

-   Auto Tracking is the capability whereby a given NAS systems (i.e.,
    EnRoute or Terminal) can correlate the input of RADAR data received,
    with a flight plan that has been entered into that same system. As
    used for testing NAS systems, simulated radar returns are
    generated/created from simulation input data/tapes containing only
    flight plan related inputs. When such flight plans are entered into
    the Simulation program, the program then develops liken RADAR data,
    to simulate the intended flight path of given aircraft based only on
    the entered flight plan. When the output from the Simulation program
    (now containing both the flight plan inputs, and the generated RADAR
    data) is read through the TGF, the respective NAS system (EnRoute or
    Terminal) correlates the RADAR data received, with the flight plan
    data, to provide auto tracking. TGF makes extensive use of the
    Simulation program to create such flight plan and RADAR data tapes,
    to support NAS simulation testing.

Technical Computer Data Center (TCDC)

-   The Technical Computer Data Center (TCDC) is a research and
    development facility that provides software engineering support,
    systems analysis, computer operations, multiple-platform Automated
    Data Processing (ADP) services, and computer mainframe resources for
    users throughout the FAA. The TCDC houses a large-scale IBM 9672-G5
    mainframe system that runs the OS/390 operating system. Peripheral
    devices include local communications controllers, 16 dialup lines, a
    Cisco RSP7000 router, 4245 high-speed printers, HP plotter, an
    automated tape silo, and a comprehensive network test bed. Database
    products include DB2 and Oracle. Accessible worldwide 24 hours a
    day, 5 days a week via the Internet or modem, the Centeis Y2K
    compliant and holds a Department of Defense B2 security rating

**Aviation Support Laboratory**

The Aviation Support Laboratory area consists of the Aircraft laboratory
at the FAA William J. Hughes Technical Center. Overall, this component
laboratory is responsible for activities related to the satellite
communications and navigation programs, separation standards, Capstone
(Safe Flight 21), GPS signal augmentation, terminal area procedures
(TERPS), datalink, runway incursion, ADS-B, and aircraft safety.

Aircraft Laboratory

No description about this specific laboratory is available.

**Human Factors Laboratory**

The Human Factors Laboratory area consists of the Research Development
and Human Factors Laboratory, which engages in human factors research in
the context of air traffic control, airway facilities, and operational
concept validation. This section describes each of the three research
areas.

Air Traffic Control Human Factors

-   The air traffic control (ATC) concept and acquisition supports the
    human factors program examines current issues and advanced concepts
    that relate to human performance in the National Airspace System.

-   Research professionals at the FAA William J. Hughes Technical Center
    focus on the development and improvement of person-machine
    relationships in the National Airspace System (NAS). These
    scientists with the NAS Human Factors Branch and the Research and
    Development Human Factors Laboratory (RDHFL) work directly with the
    user community to maximize the potential of new and modified
    equipment as well as study operational concepts.

-   Human Factors specialists and engineers study both future air
    traffic control concepts and current technology that the FAA is
    considering. They employ state-of-the-art air traffic control
    simulation and prototyping capabilities, creating a high fidelity
    environment that mirrors current and future implementation.

-   Controllers visit the laboratory and participate directly in the
    studies experiencing, in simulation, everything they will see if a
    concept or new technology is fielded. This provides a reliable and
    valid test bed for drawing conclusions about how the FAA can employ
    technology to its maximum potential.

-   The laboratory can do approach control and enroute prototyping as
    well as simulation research. It is highly flexible and can be
    reconfigured to meet current needs. Researchers can monitor and
    measure everything that occurs in a simulation. Over the past 40
    years, the William J. Hughes Technical Center has been an industry
    leader in the development of air traffic control performance metrics
    for use in systems evaluation. The following paragraphs describe
    some of this work.

-   Researchers have designed a new performance rating form for
    over-the-shoulder observational evaluations. Form designers assessed
    reliability and validity against objective system measures in
    real-time simulations. Researchers have also developed multiple
    measures of controller workload. The Human Factors Branch
    consolidated ATC measurements tools into a database, which is
    available to researchers working on any current or future systems
    issues.

-   The Human Factors Laboratory uses state-of-the-art eye-tracking
    equipment to evaluate scanning behavior. Controller visual scanning
    is a potential source of human error. Controller scanning patterns
    change over time, as a function of systems loads and as influenced
    by overflights that the controller is not actively controlling.
    Controllers obtain the majority of their visual information only
    when looking directly at and fixating a specific object or event.
    Eye-tracking equipment can be used to evaluate the impact of new
    displays on controller scanning behavior.

-   Researchers at the RDHFL have completed several simulation studies
    to investigate the effects of new operational concepts, such as user
    preferred routes and shared separation responsibility, on air
    traffic controller performance, situation awareness, and workload.

Airway Facilities Human Factors

-   The Airway Facilities (AF) organization is responsible for
    maintaining all FAA navigation and surveillance equipment to ensure
    the efficient and safe operation of the traffic control system.

-   The role of the AF Human Factors (AFHF) program is to consider AF
    human factors in a well-planned, coordinated manner. The objectives
    are to ensure that equipment, systems procedures, and organizational
    concepts maximize human productivity; improve training concepts and
    methods; reduce stressful work environments; and minimize errors.
    The following are descriptions of some current AF projects.

Human Factors Design Guide

-   The AFHF program produced a comprehensive set of human factors
    guidelines for AF applications. The AF Human Factors Design Guide
    provides an exhaustive compilation of human factors design practices
    and principles integral to the procurement, design, development, and
    testing of FAA systems, facilities, and equipment. The Human Factors
    Design Guide primarily focuses on FAA ground systems, such as those
    that are managed by AF, as well as having a general applicability. A
    compact disk version has just been published and the Design Guide is
    available on the Internet.

Symbology

-   The AFHF program is conducting several studies on symbols and icons
    representing AF facilities and equipment. The goal is to develop a
    standard set of visual symbols and color codes that will be used on
    new AF displays. This is particularly important given the trend to
    consolidate the monitoring of AF systems into centralized locations
    where several displays may be combined.

-   The AFHF program is also managing an auditory symbology study to
    review alerting and status sounds now used in AF equipment.

-   Human factors recommendations will be developed for the use of sound
    in new systems. Reducing the risk of operator errors in new AF
    systems is important. Human factors researchers are trying to
    anticipate sources of errors in integrated, centralized AF
    monitoring systems. Recently, an AF Error Mitigation Working Group
    generated an initial working paper. Further efforts will focus on
    validating the possible sources of risk in new AF systems through
    analysis and simulation.

Human Factors in Operational Concept Validation

-   The NAS Advanced Concepts Branch conducts applied research to
    validate new aviation concepts, technologies, and procedures using
    state-of-the-art modeling, rapid prototyping, and real-time
    human-in-the-loop simulation techniques. The Branch adheres to a
    system engineering validation process to assess the operational and
    technical feasibility of proposed system changes. Products resultant
    of the research efforts are used to support the investment and
    implementation decision-making process for NAS modernization.

-   Primary sponsors of the work performed include:

```{=html}
<!-- -->
```
-   Air Traffic Service (ATS)

-   Office of System Capacity (ASC-1)

-   Air Traffic Operations Planning Division (ATO-400)

-   Office of Research Acquisition (ARA)

-   Architecture and System Engineering (ASD-100)

Modeling and Simulation Studies

-   Operational Concept Development and Validation

-   Operational concept validation studies are conducted to provide the
    necessary data for NAS designers, developers, and operational
    personnel to make decisions regarding operational procedures,
    training, and systems required to support improvements in system
    safety, capacity, and efficiency. Issues associated with pilot and
    controller workload, roles and responsibilities, equipment
    usability, and overall system efficiency due to planned changes are
    evaluated.

Airport and Airspace Capacity

-   Airport and airspace capacity studies are conducted to evaluate
    planned improvements and provide recommendations to enhance existing
    airport and airspace capacity, accommodate future forecasted traffic
    demand, decrease delays, and improve overall airport efficiency.

Procedural Development

-   Procedural development, human-in-the-loop (HITL) simulation studies
    are conducted to assist operational personnel in assessing the
    impact of planned system changes on the human operator. These
    changes are evaluated in terms of safety, considering the
    capabilities and limitations of the human operator (pilots,
    controllers, etc.).

Modeling and Simulation Infrastructure

-   The William J. Hughes Technical Center has an array of
    state-of-the-art "fast time\" and \"real-time\" simulation
    capabilities to support the studies conducted under the auspices of
    the NAS Advanced Concepts Branch. To the extent possible and based
    on the objectives of a particular study, the following fast-time
    modeling tools are used as a precursor to performing real-time
    human-in-the-loop simulations:

    -   National Airspace System Performance Analysis Capability
        (NASPAC)

    -   Airport and Airspace Delay Simulation Model (SIMMOD)

    -   Airport Delay Simulation Model (ADSIM)

    -   Runway Delay Simulation Model (RDSIM)

Runway Capacity Model

-   If the study requires a higher level of fidelity, a large-scale
    distributed network of NAS laboratories and facilities exist to
    support the real-time HITL simulations. These laboratories and
    facilities include:

```{=html}
<!-- -->
```
-   Enroute System Support Facility

-   Terminal System Support Facility

-   Integration & Interoperability Facility

-   Simulation Display Laboratory

-   Research Development and Human Factors Laboratory (RDHFL)

-   NASA Ames Cockpit Simulators

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-8.pdf); pp. 2-200 to 2-202; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; William J. Hughes Technical Center, Laboratory
    Management Division Website (<http://act400.tc.faa.gov/>); (with
    input by WJHTC personnel); July 2001

```{=html}
<!-- -->
```
3.  **Federal Aviation Administration, US Department of
    Transportation**; William J. Hughes Technical Center, *Air Traffic
    Control Human Factors: Research and Development Human Factors
    Laboratory Fact Sheet*
    (<http://www.tc.faa.gov/its/cmd/visitors/data/ACT-500/atchf.pdf>);
    July 2001

4.  **Federal Aviation Administration, US Department of
    Transportation;** William J. Hughes Technical Center; [*Airway
    Facilities Human Factors: Research and Development Human Factors
    Laboratory Fact Sheet*](../FAA/airways.pdf)
    (http://www.tc.faa.gov/its/cmd/visitors/data/ACT-500/airways.pdf);
    July 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; William J. Hughes Technical Center; *NAS Advanced
    Concepts Branch, ACT540 Fact Sheet*
    (<http://www.tc.faa.gov/its/cmd/visitors/data/ACT-500/advanced.pdf>);
    July 2001

## Advanced Vortex Spacing System

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-8.pdf); pp. 2-200 to 2-202; April 2001

###  DESCRIPTION

Advanced Vortex Spacing System is a capability to predict the existence
of aircraft wake vortices and to reduce separation requirements.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-8.pdf); pp. 2-200 to 2-202; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp 26, B-15, B16;
    April 2001

3.  **National Aeronautics and Space Administration, Langley Research
    Center, Hampton, VA**; [The Aircraft Vortex Spacing System (AVOSS),
    An element of the NASA Reduced Spacing Operations
    Research](http://apc.larc.nasa.gov/avoss/avoss.html); October 1999

4.  **Hinton, D. A.**; Aircraft Vortex Spacing System (AVOSS) Conceptual
    Design; NASA TM 110184; August 1995

5.  **Hinton, D. A.**; **National Aeronautics and Space Administration,
    Langley Research Center, Hampton, VA**; [*An Aircraft Vortex Spacing
    System (AVOSS) For Dynamical Wake Vortex Spacing
    Criteria*](http://techreports.larc.nasa.gov/ltrs/PDF/NASA-96-agardfdp.dah.pdf);
    May 1996

## Terminal Weather Doppler Radar (TDWR) - Provide

Last Revised: October 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); B-38; April 2001

### DESCRIPTION

Detects windshear events such as microbursts, gust fronts, and related
hazardous wind shear in the vicinity of airport approach and departure
corridors for pilots and controllers.

### BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); B-38; April 2001

2.  **Raytheon**; [*Air Traffic Control CNS/ATM: Terminal Doppler
    Weather Radar
    (TDWR)*](http://www.raytheon.com/c3i/c3iproducts/c3iatc/atcrs05.htm);
    August 2001

# Flight Planning Enhancement Area

The Flight Planning enhancement area 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.

The Flight Planning enhancement area consists of 2 applications, listed
below in order of appearance.

2.1 NAS-Constraint Considerations for Schedule/Flight Optimization

2.2 Free Maneuvering for User-preferred Local TFM Conformance

Detailed descriptions of each are provided where available.

## NAS-Constraint Considerations for Schedule/Flight Optimization

Last Revised: November 2000

Description Source: **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*](../DAG/DAG_TM.doc); p.19;
September 1999

###  DESCRIPTION

Using information on current and predicted National Airspace System
(NAS) constraints, users collaborate with the Air Traffic Service
Provider (ATSP) during pre-flight planning to determine "optimal"
(user-preferred) schedules and trajectory plans that satisfy current and
predicted NAS constraints.

ATSP provides Airline Operations Center (AOC) with information on
current and predicted states of the NAS, including information on bad
weather, Special Use Airspace (SUA) status, airport/airspace delays and
flow constraints. Using this information, the AOC optimizes fleet-wide
schedules and trajectory plans, according to its business objectives.
After verification that these trajectory plans do not violate any of the
NAS constraints, the planned trajectories are approved by the ATSP. If a
trajectory is denied, specific constraint violation information is
provided by the ATSP to the AOC.

This represents a new flight planning paradigm that requires new flight
planning algorithms, displays, and capabilities, real-time comprehensive
data exchange between ATSP and AOC, centralized and consistent
dissemination of NAS constraint data, and procedures governing the
linking and coordination of all candidate and approved flight plans of
system users.

###  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*](../DAG/DAG_TM.doc); p.19;
    September 1999

## Free Maneuvering for User-preferred Local TFM Conformance 

Last Revised: November 2000

Description source: **Phillips, Charles T., SRC/Titan Systems Corp.**;
[*Detailed Description for CE-5: En Route Free
Maneuvering*](../DAG/DAG_CE5-desc.doc); November 2000

###  DESCRIPTION

Appropriately equipped aircraft accept the responsibility to maintain
separation from other aircraft, while exercising the authority to freely
maneuver in en route airspace in order to establish a new user-preferred
trajectory that conforms to any active local traffic flow management
(TFM) constraints.

Free maneuvering aircraft are those that (1) are appropriately equipped,
(2) have responsibility for self-separation, and (3) have been granted
the authority, capability and procedures needed to execute
user-preferred trajectory changes without requesting ATSP clearance to
do so. Along with this authority, the flight crew takes on the
responsibility to ensure that the trajectory change does not generate
near-term conflicts with other aircraft in the vicinity. Free
maneuvering aircraft continue to follow defined air traffic rules and
procedures as is true of all aircraft.

Free maneuvering will allow aircraft to fly more optimized
user-preferred trajectories. Under the CE-5 concept, which takes place
in the en route operational domain, flight crews have the authority,
tools, and infrastructure necessary to provide their own solutions to
traffic conflicts and localized TFM constraints imposed by the ATSP.
Such constraints will continue to occur throughout en route airspace;
examples are en route metering, miles in trail, and required times of
arrival (RTA) in transition.

A user-preferred trajectory modification may be generated by the flight
crew, or if time permits it may be created by the AOC and transmitted to
the flight crew via datalink. The flight crew instructs the aircraft's
flight management system (FMS) to initiate the trajectory, and at the
same time on-board automation broadcasts the modified trajectory using
automatic dependent surveillance to the ATSP and to other aircraft.

The controller role changes significantly under the CE-5 concept. The
controller retains responsibility for all aircraft, which are not free
maneuvering, called *managed*. The controller uses CD&R decision support
tools to maintain separation assurance for managed aircraft, and also to
monitor the activities of all aircraft. In the case of a potential
conflict between a managed and a free maneuvering aircraft, procedures
and flight rules are followed by the free maneuvering aircraft and the
controller acting on behalf of the managed aircraft. In order to provide
an incentive for aircraft to equip for free maneuvering capability,
flight rules include priority status for free maneuvering aircraft in
conflicts with managed aircraft.

###  BIBLIOGRAPHY

1.  **Phillips, Charles T., SRC/Titan Systems Corp.**; [*Detailed
    Description for CE-5: En Route Free
    Maneuvering*](../DAG/DAG_CE5-desc.doc); November 2000

2.  **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*](../DAG/DAG_TM.doc); September
    1999

3.  **Wing, David**; [*Concept Element 5 En Route: Free Maneuvering for
    User-Preferred Separation Assurance and User-Preferred Local TFM
    Conformance*](../DAG/Wing_CE-5.pdf); Free Flight - DAG/TM Workshop,
    NASA Ames Research Center. Moffett Field, CA; May 22-24, 2000

4.  **Kuchar, James**; [*Decision-Aiding and Alerting System Development
    for DAG-TM*](../DAG/Kuchar_CD&R.pdf); Free Flight - DAG/TM Workshop,
    NASA Ames Research Center. Moffett Field, CA; May 22-24, 2000

5.  **Hoekstra, Jacco**; [*NLR Free
    Flight*](../DAG/Hoekstra_NLR_FF.pdf); Free Flight - DAG/TM Workshop,
    NASA Ames Research Center. Moffett Field, CA. May 22-24, 2000

6.  **Agelii, Michael**; [*Operational Application of DAG-TM in European
    NUP Project*](../DAG/Agelii_NUP.pdf); Free Flight - DAG/TM Workshop,
    NASA Ames Research Center. Moffett Field, CA. May 22-24, 2000

7.  **RTCA Inc.**; [A Joint Government/Industry Operational Concept for
    the Evolution of Free Flight](../RTCA/RTCA.doc); August 1997

8.  **NLR (Netherlands)**; *Overview of NLR Free Flight Project
    1997-1999*; NLR-CR-2000-227; May 2000

9.  **Ballin, M. G., Wing, D. J., Hughes, M. F. and Conway, S. R.**;
    *Airborne Separation Assurance and Traffic Management: Research of
    Concepts and Technology*; AIAA Paper 99-3989; August 1999

10. **RTCA Inc.**; *Concept of Operations (Application Description) for
    Airborne Conflict Management: Detection, Prevention, & Resolution*;
    Prepared by: RTCA Special Committee 186, WG-1, Conflict Detection
    and Resolution Subgroup; July 2000

11. **Eby, M. S. and Kelly, W.**, *A Distributed Algorithm for Free
    Flight Separation Assurance*; 1999 IEEE Aerospace Conference
    Proceeding; March 1999

12. **Hammer, J.**; *Airborne Surveillance Architecture and
    Specification*, RTCA Special Committee 186; February 1999

13. **Hoffman, Eric*,* and Zeghal**; *Towards an Analysis of Some Key
    Issues for ASAS/CD&R Functionality*; EUROCONTROL Experimental
    Centre; April 1999

14. **Jones, H., Arthur D. Little, Inc.**; *Assessment and Analysis of
    the Potential Automatic Dependent Surveillance Broadcast (ADS-B)
    Impact on Aviation Safety in Two Areas: Critical Near Midair
    Collisions (CAZ) and Actual Midair Collisions*; December 1997

15. **Krozel, J., Peters, M., and Hunter, G., Seagull Technologies,
    Inc**; *Conflict Detection and Resolution for Future Air
    Transportation Management*; April 1997

16. **Krozel, J., Seagull Technologies, Inc.**; *On Conflict Detection*,
    January 1999

17. **Kuchar, J. and Lee, Y., Department of Aeronautics and
    Astronautics, MIT**; *Survey Of Conflict Detection and Resolution
    Modeling Methods*; August 1997

18. **Kuchar, J., Department of Aeronautics and Astronautics, MIT**;
    *High-Level Issues of Modeling and Algorithms for Conflict Detection
    and Resolution*; November 1999

19. **RTCA Inc.**; *Minimum Aviation System Performance Standards for
    Automatic Dependent Surveillance Broadcast (ADS-B)*; RTCA DO-242;
    February 1998

20. **NLR (Netherlands)**,
    <http://www.nlr.nl/public/hosted-sites/freeflight>

# Separation Assurance Enhancement Area

The Separation Assurance enhancement area 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.

The Separation Assurance enhancement area consists of 17 applications,
listed below in order of appearance.

3.1 Free Maneuvering for User-preferred Separation Assurance

3.2 Trajectory Negotiation for User-preferred Separation Assurance

3.3 Free Maneuvering for Weather Avoidance

3.4 Trajectory Negotiation for Weather Avoidance

3.5 Airborne CD&R for Closely Spaced Approaches

3.6 Enhanced Visual Acquisition of Other Traffic for See-and-Avoid
(Using ADS-B Only)

3.7 Enhanced Visual Acquisition of Other Traffic for See-and-Avoid
(Using ADS-B and TIS-B)

3.8 Conflict Detection

3.9 Conflict Resolution

3.10 Delegated Air-to-Air Self-Separation for One-In-One Out Airspace

3.11 Center Situational Awareness with ADS-B

3.12 Radar Like Services with ADS-B

3.13 Reduced Separation Standards with ADS-B

3.14 User Request Evaluation Tool (URET)

3.15 Runway Safety Program (RSP)

3.16 GPS Based TCAS

3.17 Runway Incursion Reduction

Detailed descriptions of each are provided where available.

## Free Maneuvering for User-preferred Separation Assurance

Last Revised: November 2000

Description Source: **Phillips, Charles T., SRC/Titan Systems Corp.**;
[*Detailed Description for CE-5: En Route Free
Maneuvering*](../DAG/DAG_CE5-desc.doc); November 2000

###  DESCRIPTION

As stated in the Concept Definition for DAG-TM:

Appropriately equipped aircraft accept the responsibility to maintain
separation from other aircraft, while exercising the authority to freely
maneuver in en route airspace in order to establish a new user-preferred
trajectory that conforms to any active local traffic flow management
(TFM) constraints.

Free maneuvering aircraft are those that (1) are appropriately equipped,
(2) have responsibility for self-separation, and (3) have been granted
the authority, capability and procedures needed to execute
user-preferred trajectory changes without requesting ATSP clearance to
do so. Along with this authority, the flight crew takes on the
responsibility to ensure that the trajectory change does not generate
near-term conflicts with other aircraft in the vicinity. Free
maneuvering aircraft continue to follow defined air traffic rules and
procedures as is true of all aircraft.

Free maneuvering will allow aircraft to fly more optimized
user-preferred trajectories. Under the CE-5 concept, which takes place
in the en route operational domain, flight crews have the authority,
tools, and infrastructure necessary to provide their own solutions to
traffic conflicts and localized TFM constraints imposed by the ATSP.
Such constraints will continue to occur throughout en route airspace;
examples are en route metering, miles in trail, and required times of
arrival (RTA) in transition.

A user-preferred trajectory modification may be generated by the flight
crew, or if time permits it may be created by the AOC and transmitted to
the flight crew via datalink. The flight crew instructs the aircraft's
flight management system (FMS) to initiate the trajectory, and at the
same time on-board automation broadcasts the modified trajectory using
automatic dependent surveillance to the ATSP and to other aircraft.

The controller role changes significantly under the CE-5 concept. The
controller retains responsibility for all aircraft, which are not free
maneuvering, called *managed*. The controller uses CD&R decision support
tools to maintain separation assurance for managed aircraft, and also to
monitor the activities of all aircraft. In the case of a potential
conflict between a managed and a free maneuvering aircraft, procedures
and flight rules are followed by the free maneuvering aircraft and the
controller acting on behalf of the managed aircraft. In order to provide
an incentive for aircraft to equip for free maneuvering capability,
flight rules include priority status for free maneuvering aircraft in
conflicts with managed aircraft.

###  BIBLIOGRAPHY

1.  **Phillips, Charles T., SRC/Titan Systems Corp.**; [*Detailed
    Description for CE-5: En Route Free
    Maneuvering*](../DAG/DAG_CE5-desc.doc); November 2000

2.  **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*](../DAG/DAG_TM.doc); September
    1999.

3.  **Wing, David**; [*Concept Element 5 En Route: Free Maneuvering for
    User-Preferred Separation Assurance and User-Preferred Local TFM
    Conformance*](../DAG/Wing_CE-5.pdf); Free Flight - DAG/TM Workshop,
    NASA Ames Research Center. Moffett Field, CA; May 22-24, 2000

4.  **Kuchar, James**; [*Decision-Aiding and Alerting System Development
    for DAG-TM*](../DAG/Kuchar_CD&R.pdf); Free Flight - DAG/TM Workshop,
    NASA Ames Research Center. Moffett Field, CA; May 22-24, 2000

5.  **Hoekstra, Jacco**; [*NLR Free
    Flight*](../../../../../../../../common.(src)$/aviation/TO42/CD_IMAGE/CDRL/CDRL2/DAG/Hoekstra_NLR_FF.pdf);
    Free Flight - DAG/TM Workshop, NASA Ames Research Center. Moffett
    Field, CA. May 22-24, 2000

6.  **Agelii, Michael**; [*Operational Application of DAG-TM in European
    NUP Project*](../DAG/Agelii_NUP.pdf); Free Flight - DAG/TM Workshop,
    NASA Ames Research Center. Moffett Field, CA. May 22-24, 2000

7.  **RTCA Inc.**; [*A Joint Government/Industry Operational Concept for
    the Evolution of Free Flight*](../RTCA/RTCA.doc); August 1997

8.  **NLR (Netherlands)**; *Overview of NLR Free Flight Project
    1997-1999*; NLR-CR-2000-227; May 2000

9.  **Ballin, M. G., Wing, D. J., Hughes, M. F. and Conway, S. R.**;
    *Airborne Separation Assurance and Traffic Management: Research of
    Concepts and Technology*; AIAA Paper 99-3989; August 1999

10. **RTCA Inc.**; *Concept of Operations (Application Description) for
    Airborne Conflict Management: Detection, Prevention, & Resolution*;
    Prepared by: RTCA Special Committee 186, WG-1, Conflict Detection
    and Resolution Subgroup; July 2000

11. **Eby, M. S. and Kelly, W.**, *A Distributed Algorithm for Free
    Flight Separation Assurance*; 1999 IEEE Aerospace Conference
    Proceeding; March 1999

12. **Hammer, J.**; *Airborne Surveillance Architecture and
    Specification*, RTCA Special Committee 186; February 1999

13. **Hoffman, Eric*,* and Zeghal**; *Towards an Analysis of Some Key
    Issues for ASAS/CD&R Functionality*; EUROCONTROL Experimental
    Centre; April 1999

14. **Jones, H., Arthur D. Little, Inc.**; Assessment *and Analysis of
    the Potential Automatic Dependent Surveillance Broadcast (ADS-B)
    Impact on Aviation Safety in Two Areas: Critical Near Midair
    Collisions (CAZ) and Actual Midair Collisions*; December 1997

15. **Krozel, J., Peters, M., and Hunter, G., Seagull Technologies,
    Inc**; *Conflict Detection and Resolution for Future Air
    Transportation Management*; April 1997

16. **Krozel, J., Seagull Technologies, Inc.**; *On Conflict Detection*,
    January 1999

17. **Kuchar, J. and Lee, Y., Department of Aeronautics and
    Astronautics, MIT**; *Survey Of Conflict Detection and Resolution
    Modeling Methods*; August 1997

18. **Kuchar, J., Department of Aeronautics and Astronautics, MIT**;
    *High-Level Issues of Modeling and Algorithms for Conflict Detection
    and Resolution*; November 1999

19. **RTCA Inc.**; *Minimum Aviation System Performance Standards for
    Automatic Dependent Surveillance Broadcast (ADS-B)*; RTCA DO-242;
    February 1998

20. **NLR (Netherlands)**,
    <http://www.nlr.nl/public/hosted-sites/freeflight>

## Trajectory Negotiation for User-preferred Separation Assurance

Last Revised: November 2000

Description Source: **Couluris, G. J.**, Seagull Technology, Inc.;
[*Detailed Description for CE-6 , En route Trajectory
Negotiation*](../DAG/DAG_CE6-desc.doc); November 2000

###  DESCRIPTION

CE-6 operates in en route airspace to increase system flexibility and
user preference accommodation through use of ATSP-user trajectory
negotiation, augmented by advanced airborne and ground-based decision
support automation. The two problems solved by CE-6 address
complementary situations that require:

*(a) resolution of potential conflicts due to violations of aircraft
minimum separation rules*

*(b) conformance with local TFM constraints*

Situation "a" is the case in which trajectory negotiation is used to
resolve potential aircraft conflicts in the absence of local TFM
constraints. Situation "b" is the case in which trajectory negotiation
is used to provide conformance with TFM constraints, but this
conformance must also satisfy aircraft minimum separation requirements.
Both situations may occur simultaneously, or situation "a" may occur in
isolation from the other.

The approach taken by CE-6 is to implement the general capability to
resolve simultaneous potential violations of aircraft separation and
local TFM constraints. CE-6 is designed to provide all the functions,
processes, procedures and facilities to implement the general solution
to the union of both situations. CE-6 enables the resolution of isolated
potential aircraft conflicts as a sub-capability in which trajectory
negotiation is simplified by the exclusion of TFM constraint factors.

CE-6 provides an ATSP focus for implementing en route trajectory
negotiation within the framework of distributed decision-making between
ATS users and providers. ATSP retains full responsibility for separation
assurance, but users are integrated into the solution processes. Users
are able to exercise initiatives and participate in the en route traffic
management decision-making processes pertaining to the prevention of
violations to aircraft separation and local TFM constraints. CE-6
provides the mechanisms for dynamically incorporating user-determined
trajectory data and preferences into the assessment and the resolution
or avoidance of potential violations. These mechanisms include processes
for exchanging information, identifying and evaluating complex traffic
situations, and determining and implementing solutions.

The trajectory negotiation process implemented in CE-6 identifies,
reviews and resolves traffic management situations requiring corrective
or approval action with respect to potential violations of aircraft
separation and local TFM constraints. This process emphasizes the use of
continual updates of flight and atmospheric information together with
advanced decision support tools to support high-fidelity trajectory
prediction and situation assessment and real-time collaboration between
users and ATSP. This approach: enables the ATSP, FD and AOC operations
to accurately assess situations and formulate resolution options;
affords ATSP the opportunity to present information to users describing
traffic situation and trajectory constraints; affords users the
opportunity to present self-optimization preferences for ATSP
consideration; and promotes the application of resolutions that are
sensitive to user preferences. The resulting ATSP flexibility in
determining airspace use allows aircraft to fly efficient trajectories
based on the changing traffic and atmospheric conditions.

For effective trajectory negotiation, CE-6 requires development of
advanced ATSP, FD and AOC automation, and their operational and
technical integration based on advanced communications capabilities and
human-centered pilot and controller pilot procedures and technologies.
These functions must be properly structured and integrated to enable
users and ATSP to evaluate traffic situations accurately and determine
and implement optimal courses of action. The operational integration
focuses on the establishment of human-centered processes and interfaces
for using the computer-derived information cooperatively among ATSP, FD
and AOC to make the best use of trajectory negotiation.

###  BIBLIOGRAPHY

1.  **Couluris, G. J.**, Seagull Technology, Inc.; [*Detailed
    Description for CE-6 , En route Trajectory
    Negotiation*](../DAG/DAG_CE6-desc.doc); November 2000

2.  **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*](../DAG/DAG_TM.doc); September
    1999

3.  **Green, Steve**; [*Concept Element 6 En Route: Trajectory
    Negotiation for User-Preferred Separation Assurance and
    User-Preferred Local TFM Conformance*](../DAG/Green2.pdf); Free
    Flight - DAG/TM Workshop, NASA Ames Research Center. Moffett Field,
    CA; May 22-24, 2000

4.  **Leiden, Ken**; [*Trajectory
    Orientation*](../DAG/LeidenGreenTraj.pdf); Free Flight - DAG/TM
    Workshop, NASA Ames Research Center. Moffett Field, CA; May 22-24,
    2000

5.  **Wilhelm, Eugene**; [*Problem Analysis, Resolution and Ranking
    (PARR)*](../../../../../../../../common.(src)$/aviation/TO42/CD_IMAGE/CDRL/CDRL2/DAG/Wilhelm_PARR.pdf);
    Free Flight - DAG/TM Workshop, NASA Ames Research Center. Moffett
    Field, CA; May 22-24, 2000

6.  **Coppenbarger, Richard**; [*Trajectory Negotiation and
    EDX*](../DAG/Coppenbarger_TN_EDX.pdf); Free Flight - DAG/TM
    Workshop, NASA Ames Research Center. Moffett Field, CA; May 22-24,
    2000

7.  **Advanced Air Transportation Technologies Project, NASA Aviation
    System Capacity Program**; *Research Plan for Distributed Air/Ground
    Traffic Management (DAG-TM), Version 1.01*; September 1999

8.  **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

9.  **Ballin, M. G., Wing, D. J., Hughes, M. F. and Conway, S. R.**;
    *Airborne Separation Assurance and Traffic Management: Research of
    Concepts and Technology*; AIAA Paper 99-3989; August 1999

10. **Bilimoria, K.**; *Communication, EDX Phase 2 Data Prioritization
    meeting*; NASA Ames Research Center; Moffett Field, CA; June 1998

11. **Carlson, Laurel S., Lowell R. Rhodes**; *Operational Concept for
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    MTR98W0000106*; MITRE Corporation, McLean, Virginia; July 1998

12. **Cole, R., Green, S., Schwartz, B., Benjamin, S.**; *Wind
    Prediction Accuracy for Air Traffic Management Decision Support
    Tools*; 3^rd^ USA/Europe Air Traffic Management R&D Seminar, Napoli;
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13. **Coppenbarger, R.**; *En Route Data Exchange Phase 2 Field
    Evaluation, CTAS Software Requirements, Version 2.0*; January 2000

14. **Coppenbarger, R.**; *En-Route Climb Trajectory Prediction
    Enhancement Using Airline Flight-Planning Information*;
    AIAA-99-4147, AIAA Guidance, Navigation, and Control Conference;
    August 1999

15. **Coppenbarger, R., and Salcido, R.**; *En route Climb Trajectory
    Prediction Enhancement Using Airline Flight Planning Information*;
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16. **Couluris, G. J., Weidner, T., Sorensen, J. A., Seagull Technology,
    Inc.**; *Initial Air Traffic Management (ATM) Enhancement Potential
    Benefits Analysis*; TM 96151-01 September 1996

17. **Couluris, G.J., Weidner, T., and Sorensen, J.A., Seagull
    Technology, Inc**; *Final Approach Enhancement and Descent
    Trajectory Negotiation Potential Benefits Analysis*; TM 97142-02;
    July 1997

18. **Datta, K., and Barrington, C.**; *Effects of Special Use Airspace
    on Economic Benefits of Direct Flights*; Sverdrup contractor report
    to NASA's AATT Project; 1996

19. **Davidson, T. G., Birtcil, L., Green, S.**; *Comparison of CTAS/EDA
    and FMS Time-of-Arrival Control Strategies*; AIAA 99-4230, AIAA
    Guidance, Navigation and Control Conference; August 1999

20. **Davidson, T.G., Birtcil, L., Seagull Technology, Inc.**;
    *Comparison of Fuel Optimal, CTAS and FMS Time-of-Arrival Control
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    1998

21. **Davidson, G., and Birtcil, L.**, *Sector Tools Descent Advisor
    Potential Benefits Analysis*, Seagull report 98154-01D, Subcontract
    SC075, NASA (Ames) contract NAS2-13767, April 1998

22. **Davidson, T.G., Weidner, T., Birtcil, L.**; *En Route/Descent
    Advisor Potential Benefits Assessment*; TM 98175.6-01; December 1998

23. **Eurocontrol Experimental Centre**; *Study of the Acquisition of
    Data from Aircraft Operators to Aid Trajectory Prediction
    Calculation*; EEC Note No. 18/98, EEC Task R23, EATCHIP Task
    ODP.ET5.ST03; September 1998

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

25. **FAA/CAASD TFM Architecture and Requirements Team (TFM-ART)**;
    Reports: *Operational Description*, *Functional Decomposition*, and
    *System Architecture*, 1993

26. **Favennec, B., Salembier, P.**; *ESCAPADE: Display of Downlinked
    Aircraft Parameters*; 2^nd^ USA/Europe ATM R&D Seminar, December
    1998

27. **FMS-ATM Next Generation (FANG) Team, Federal Aviation
    Administration**; *FMS-ATM Next Generation (FANG) Operational
    Concept, Version 2.0*; DOT/FAA/AND-98-12; November 1998

28. **FMS-ATM Next Generation (FANG) Team, Federal Aviation
    Administration**; *FMS-ATM Next Generation (FANG) Required
    Capabilities*; DOT/FAA/AND-98-13; November 1998

29. **Green, S.**; *AATT Concept for Constrained En route Airspace; NASA
    AATT Milestone 5.11*; NASA Ames Research Center; September 1999

30. **Green, S.**; *En route Spacing Tool: Efficient Conflict-free
    Spacing to Flow Restricted Airspace*; 3^rd^ USA/Europe Air Traffic
    Management R&D Seminar, Napoli; June 2000

31. **Green, S., den Braven, W., and Williams, D.**; *Development and
    Evaluation of a Profile Negotiation Process for Integrating Aircraft
    and Air Traffic Control Automation*; NASA TM 4360; April 1993

32. **Green, S., Goka, T., and Williams, D.**; *Enabling User
    Preferences through Data Exchange*; AIAA-97-3682; AIAA Guidance,
    Navigation, and Control Conference; August 1997

33. **Green, S., Grace, M.**; *Conflict-free Planning for En Route
    Spacing: A Concept for Integrating Conflict Probe and
    Miles-in-Trail*; AIAA-99-3988 AIAA Guidance, Navigation, and Control
    Conference; August 1999

34. **Green, S., Vivona, R.**; *AATT En route Descent Advisor (EDA)
    Concept, NASA AATT Milestone 5.10*; NASA Ames Research Center;
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35. **Green, S., Vivona, R., Grace, M., and Fang, T.**; *Field
    Evaluation of Descent Advisor Trajectory Prediction Accuracy for En
    Route Clearance Advisories*; AIAA-98-4479; AIAA Guidance,
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36. **Green, S., Vivona, R.**; *Field Evaluation of Descent Advisor
    Trajectory Prediction Accuracy*; AIAA-96-3764; AIAA Guidance,
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37. **Heimerman, Kathryn, The MITRE Corporation, Center for Advanced
    Aviation System Development, McLean, VA**; *Proceedings of the First
    FAA Dynamic Density / Air Traffic Control Complexity Technical
    Exchange Meeting, November 1997*; MP 98W0000015; November 1998

38. **Honeywell, Inc.**; *Documentation for En Route Data Exchange (EDX)
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39. **Leiden, K., Green, S.**; *Trajectory Orientation: A
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40. **National Aeronautics and Space Administration**; *NASA Strategic
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41. **RTCA**; *Operational Concepts and Data Elements Required to
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42. **Schleicher, D., Weidner, T., Seagull Technology, Inc**; *NASA/FAA
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44. **Schleicher, D., Weidner, T., Coppenbarger, R., Seagull Technology,
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45. **Select Committee on Free Flight Implementation, RTCA Inc.**;
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46. **Sridhar, B., Seth, K., and Grabbe, S**; *Airspace Complexity and
    its Application in Air Traffic Management*; 2^nd^ USA/Europe Air
    Traffic Management R&D Seminar; Orlando, Florida; December 1998

47. **Thedford, William, et al., System Resources Corporation**;
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    System Concept for Facilitating User Preferences in En Route
    Airspace*; NASA Technical Memorandum 4763; November 1996

49. **Wanke, Craig**; *Using Air-Ground Data Link and Operator-Provided
    Planning Data to Improve ATM Decision Support System Performance*;
    IEEE 0-7803-4150-3/97; March 1997

50. **Weidner, J., Davidson, T.G., Birtcil, L., Seagull Technology,
    Inc.**; *Potential Benefits of User Preferred Descent Speed
    Profile*; Report 00188.26-02, July 2000

51. **Weidner, J., Davidson, T.G., Dorsky, D., Seagull Technology,
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52. **Weidner, J., Green, S.**; *Modeling ATM Automation Metering
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53. **Weidner, J., Mueller, T., Seagull Technology, Inc.**;
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56. **Williams, D.H., and Green, S.M.**; *Airborne Four-Dimensional
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57. **Williams, D.H., Green, S.M.**; *Pilot Simulation of an Air-Ground
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58. **Williams, D.H., Green, S.M.**; *Flight Evaluation or the
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## Free Maneuvering for Weather Avoidance

Last Revised: November 2000

Description Source: **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*](../DAG/DAG_TM.doc); p.32;
September 1999

###  DESCRIPTION

Properly equipped aircraft are given authority to maneuver as necessary
to avoid weather cells, or to follow such aircraft using self-spacing
procedures.

In terminal-area operations with low-to-moderate traffic density,
appropriately equipped aircraft are given the authority to use onboard
weather detection and interactive/automated route-planning capabilities
to navigate around weather cells (and maintain separation from local
traffic) without receiving vectoring clearances from the ATSP. This
authority may extend as far as autonomous navigation to the runway
threshold, or it may be limited to local deviations from a nominal route
clearance provided by the ATSP. The flight crew devotes a significant
portion of their attention to this task and applies their preferences to
routing decisions to the maximum extent possible. The ATSP monitors free
maneuvering aircraft, and regains control authority at the termination
of this procedure. Additionally, the ATSP provides vectoring services to
aircraft that are not equipped for free maneuvering or self-spacing, and
also provides monitoring services for appropriately equipped
free-maneuvering or self-spacing aircraft. For cases where the flight
crew attempts, and fails, to find a conflict-free weather avoidance
route, automated systems or the ATSP will provide a required deviation.

As an alternative to free maneuvering, aircraft can request to follow a
free-maneuvering aircraft around weather cells using self-spacing
procedures. Due to the rapid changes inherent in convective weather
systems, probably no more than one aircraft would be permitted to
perform self-spacing from a lead aircraft. Both flight crews would have
access to the same weather information, and the lead aircraft would
broadcast trajectory intent information to the following aircraft and
all others within range via datalink.

###  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*](../DAG/DAG_TM.doc); p.32;
    September 1999

##  Trajectory Negotiation for Weather Avoidance

Last Revised: November 2000

Description Source: **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*](../DAG/DAG_TM.doc); p.33;
September 1999

###  DESCRIPTION

User and ATSP collaboratively plan a user-preferred trajectory around
bad weather cells.

Timely and accurate weather information will be available via datalink
to both the user (FD and/or AOC) and ATSP. The user transmits weather
avoidance trajectory preferences to the ATSP. Using an appropriate DST,
the ATSP computes a nominal conflict-free weather avoidance arrival
trajectory that accommodates user preferences; this trajectory is then
uplinked to the FD for execution. ATSP monitors the execution of the
nominal trajectory for conflicts and transmits trajectory deviations as
necessary for conflict avoidance. It is emphasized that the ATSP retains
full responsibility for separation assurance.

###  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*](../DAG/DAG_TM.doc); p.33;
    September 1999

## Airborne CD&R for Closely Spaced Approaches

Last Revised: September 2001

Description Source: **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*](../DAG/DAG_TM.doc); p. 36;
September 1999

###  DESCRIPTION

Appropriately equipped aircraft may conduct closely spaced independent
approaches by utilizing surveillance data, on-board avionics and new
air-ground procedures to ensure safe separation.

Surveillance is provided by FD transmission of differential Global
Positioning System (GPS)-based positions and velocities to all other
aircraft. Cockpit Display of Traffic Information (CDTI) and FD-based
specialized collision alerting algorithms warn FD of possible traffic
threats, and provide guidance for traffic avoidance maneuvers.
ATSP-based DSTs will assist controllers with missed approach management
in case of an abort of a closely spaced approach. This technology is
expected to allow simultaneous independent approaches to be conducted in
IMC to runways with a minimum spacing of 2,500 ft.

###  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*](../DAG/DAG_TM.doc); p. 36;
    September 1999

2.  **Pritchett, A., B. Carpenter, et. al., Department of Aeronautics
    and Astronautics, Massachusetts Institute of Technology;** [*Issues
    in Airborne Systems for Closely-Spaced Parallel Runway
    Operations*](http://web.mit.edu/aeroastro/www/labs/ASL/PRO_DASC/pro_dasc.html);
    AIAA/IEEE FOURTEENTH DIGITAL AVIONICS SYSTEMS CONFERENCE, CAMBRIDGE,
    MA, NOVBEMBER, 1995

3.  **Bone, Randall S., Oscar Olmos, and Anand Mundra**, MITRE, Center
    for Advanced Aviation System Development; [*Paired Approach: A
    Closely Spaced Parallel Runway Approach*](../OTHER/bone_paired.pdf)

## Enhanced Visual Acquisition of Other Traffic for See-and-Avoid (Using ADS-B Only)

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p.3-6; April 2000

###  DESCRIPTION

This application provides a display of nearby traffic on the CDTI to
help the pilot see-and-avoid traffic. If traffic is sighted, the pilot
must first assess the threat posed by the nearby aircraft then, if
necessary, maneuver to avoid the other aircraft. The effectiveness of
see-and-avoid depends on the ability of a pilot to visually acquire the
nearby aircraft early enough in the encounter to enable threat
assessment and avoidance.

The first phase of this application will be to evaluate see-and-avoid
using only ADS-B/CDTI. This will show nearby aircraft that are equipped
with ADS-B. The second phase of this application extends the CDTI by
displaying non-equipped aircraft, which are detected by ATC radar and
transmitted to the CDTI using TIS-B. In areas with significant numbers
of aircraft that are not ADS-B equipped, the effectiveness of using CDTI
based on ADS-B only for acquisition of traffic would be limited. With
TIS-B information, the identity, position and estimated groundspeed of
the other traffic that are known to the controller will be supplied to
the pilot. This will assist equipped pilots by providing a display of
all nearby traffic within the TIS-B supported area. This phase of the
application will address the TIS-B function in the ground automation
systems and the human-factors issues of presenting TIS-B targets on the
CDTI.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p.3-6; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Enhanced Visual Acquisition of Other Traffic for See-and-Avoid (Using ADS-B and TIS-B)

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p.3-6; April 2000

###  DESCRIPTION

This application provides a display of nearby traffic on the CDTI to
help the pilot see-and-avoid traffic. If traffic is sighted, the pilot
must first assess the threat posed by the nearby aircraft then, if
necessary, maneuver to avoid the other aircraft. The effectiveness of
see-and-avoid depends on the ability of a pilot to visually acquire the
nearby aircraft early enough in the encounter to enable threat
assessment and avoidance.

The first phase of this application will be to evaluate see-and-avoid
using only ADS-B/CDTI. This will show nearby aircraft that are equipped
with ADS-B. The second phase of this application extends the CDTI by
displaying non-equipped aircraft, which are detected by ATC radar and
transmitted to the CDTI using TIS-B. In areas with significant numbers
of aircraft that are not ADS-B equipped, the effectiveness of using CDTI
based on ADS-B only for acquisition of traffic would be limited. With
TIS-B information, the identity, position and estimated groundspeed of
the other traffic that are known to the controller will be supplied to
the pilot. This will assist equipped pilots by providing a display of
all nearby traffic within the TIS-B supported area. This phase of the
application will address the TIS-B function in the ground automation
systems and the human-factors issues of presenting TIS-B targets on the
CDTI.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p.3-6; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Conflict Detection

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Safe Flight 21 Operational Enhancement Applications
Concept of Operations and Concept of
Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.8; December 1999

###  DESCRIPTION

This application builds on the safety benefits of using CDTI for traffic
situation awareness by alerting pilots to potential conflicts with other
aircraft, thereby facilitating timely action (if necessary) to prevent
or end the conflict, enabling the pilot to take action to avoid the
other aircraft if necessary. This will address human factors and
algorithm issues such as false alerts, the relationship to Traffic Alert
and Collision Avoidance System (TCAS) alerts, and indirect impacts on
ATC operations.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.8; December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Conflict Resolution

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p.8; April 2000

###  DESCRIPTION

This application advises the pilot of a maneuver to resolve the
previously detected conflict. This application will address human
factors and algorithm issues and will address potential interactions
with TCAS on one or both aircraft.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.8; December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Delegated Air-to-Air Self-Separation for One-In-One Out Airspace

Last Revised: September 2001

Description Source:

###  DESCRIPTION

No description available.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p.xiii; April 2000

2.  **Lozito, Sandra, Alison McGann, et. al.**; [*Free Flight and
    Self-Separation from the Flight Deck
    Perspective*](http://atm-seminar-97.eurocontrol.fr/lozito.htm);
    Eurocontrol ATM Seminar 1997; 1997

## Center Situational Awareness with ADS-B

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation;** [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p.3-9; April 2000

###  DESCRIPTION

This application provides center controllers with enhanced situational
awareness of traffic in non-radar airspace by identifying ADS-B equipped
aircraft and their trajectories on a controller display. This will aid
the controller in providing procedural separation and other non-radar
services and in coordinating with the tower controller on airspace
changeovers between IFR en route operations and terminal area SVFR
operations.

Potential uses of ADS-B to aid search and rescue and for communicating
aircraft emergency conditions to the controller are being considered for
inclusion in this application.

###  BIBLIOGRAPHY

1.  Federal Aviation Administration, US Department of Transportation;
    [***Safe Flight 21 Master Plan, Version
    2.0***](../FAA/Master%20Plan.doc); p.3-9; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Radar Like Services with ADS-B 

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p.3-10; April 2000

###  DESCRIPTION

This application provides terminal area controllers of non-radar
airspace with surveillance, conflict alert and MSAW that are based on
ADS-B, to enable provision of radar-like services to VFR and IFR
aircraft. This includes emergency services, separation, sequencing,
traffic and terrain advisories, navigational assistance, and route
optimization. Aircraft not providing ADS-B are handled similarly to
aircraft without a transponder in secondary radar airspace.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p.3-10; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Reduced Separation Standards with ADS-B

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Safe Flight 21 Operational Enhancement Applications
Concept of Operations and Concept of
Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.14; December 1999

###  DESCRIPTION

As confidence is gained in the fusion of radar and ADS-B data and in the
procedures that depend on this fused data, the separation standards
might be reduced. The safety of the system would have to be proven not
to be adversely impacted by this reduction. The benefit would be an
increase in throughput through the en route and terminal areas.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p.3-10; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## User Request Evaluation Tool (URET)

Last Revised: July 2001

Description Source: **The MITRE Corporation, Center for Advanced
Aviation System Development**; *User Request Evaluation Tool*; July 2000
<http://www.caasd.org/proj/uret/index.html>

###  DESCRIPTION

The User Request Evaluation Tool, or URET, was developed at MITRE's
Center for Advanced Aviation System Development (CAASD) to assist
controllers with timely detection and resolution of predicted problems.
By helping to manage workload and to allow more strategic planning, URET
will help the system support a greater number of user-preferred flight
profiles, increased user flexibility, and increased system capacity
while maintaining the level of safety. URET processes real-time flight
plan and track data with site adaptation, aircraft performance
characteristics, and temperature and wind data to build four-dimensional
flight profiles, or trajectories, for all flights within a facility or
inbound to it. When a conflict (i.e., possible loss of separation) is
detected, URET determines which sector to notify and displays an alert
to that sector up to 20 minutes prior to the conflict. This longer
look-ahead gives controllers more time for strategic planning.

URET combines real-time flight plan and radar track data with site
adaptation, aircraft performance characteristics, and winds and
temperatures aloft to construct four-dimensional flight profiles, or
trajectories, for pre-departure and active flights. For active flights,
it also adapts itself to the observed behavior of the aircraft,
dynamically adjusting predicted speeds, climb rates, and descent rates
based on the performance of each individual flight as it is tracked
through en route airspace, all to maintain aircraft trajectories to get
the best possible prediction of future aircraft positions.

URET uses its predicted trajectories to continuously detect potential
aircraft conflicts up to 20 minutes into the future and to provide
strategic notification to the appropriate sector. (A *conflict* is a
predicted loss of both horizontal and vertical separation criteria; the
ATC system is set up to avoid conflicts.) Trajectories are also the
basis for the system\'s trial planning capability. Trial planning allows
the controller to check a desired flight plan amendment that resolves
conflicts before a clearance is issued. The controller can then
construct the flight plan amendment from that trial plan with the click
of a button. The system enables expeditious coordination of these plans
and amendments among sectors and facilities with its auto-coordination
function.

###  BIBLIOGRAPHY

1.  **The MITRE Corporation, Center for Advanced Aviation System
    Development**; *User Request Evaluation Tool*; July 2000
    <http://www.caasd.org/proj/uret/index.html>

2.  **Arthur, W. C. and M. P. McLaughlin**; [*User Request Evaluation
    Tool (URET) Interfacility Conflict Probe Performance
    Assessment*](http://www.caasd.org/library/tech_docs/pre1999/mp98w204/mp98w204.html),
    MP 98W0000204; MITRE CAASD, McLean, VA. December 1998

3.  **Kerns, K. and A. L. McFarland**; [*Conflict Probe Operational
    Evaluation and Benefits
    Assessment*](http://www.caasd.org/library/tech_docs/pre1999/mp98w239/mp98w239.html),
    MP 98W0000239; MITRE CAASD, McLean, VA; November 1998

4.  **Brudnicki, D. J. and A. L. McFarland**; [*User Request Evaluation
    Tool (URET) Conflict Probe Performance and Benefits
    Assessment*](http://www.caasd.org/library/tech_docs/pre1999/mp97w112/index.html),
    MP 97W0000112; MITRE CAASD, McLean, VA; June 1997

5.  **Brudnicki, Daniel J., Alvin L. McFarland, and Susan M.
    Schultheis**; [*Conflict Probe Benefits to Controllers and Users
    Indications from Field Evaluations*](../CAASD/mp96w194.html), MP
    96W0000194; MITRE CAASD, McLean, VA; August 1996

6.  **Walker, Marilyn, Paul Long, Niamh Lowry**; [*URET Daily - Use
    Metrics and Benefits Analysis - Progress
    Report*](http://www.mitre.org/support/papers/tech_papers99_00/walker_uretdaily/walker_uretdaily.pdf);
    MITRE CAASD, McLean, VA; August 2000

7.  **Richards, Fred M*.***; [*SIZING AN OPERATIONAL SYSTEM FROM
    PROTOTYPE
    FINDINGS*](http://www.mitre.org/support/papers/cmg_paper/); MITRE
    CAASD, McLean, VA; 1997

8.  **McFarland, Alvin**; [*A Conflict Probe to Provide Early Benefits
    for Airspace Users and
    Controllers*](http://www.caasd.org/library/papers/uret/index.html);
    MITRE CAASD, McLean, VA; August 1997

9.  [*URET One-Pager*](../CAASD/uret.pdf); MITRE CAASD, McLean, VA; 1998

10. **Celio, Joseph C., Karen C. Bowen, David J. Winokur, Kenneth S.
    Lindsay, Edwin C. Newberger, Dolores Sicenavage**; *[[Free Flight
    Phase 1 Conflict Probe Operational
    Description]{.underline}](../CAASD/mtr00W100.pdf), MTR 00W0000100*;
    MITRE CAASD, McLean, VA; March 2000

11. **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-15 -- B-16;
    April 2001

12. **Federal Aviation Administration, US Department of
    Transportation**; Free Flight Phase 2 WWW Site;
    <http://ffp1.faa.gov/about/about_ffp2.asp>

13. **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

## Runway Safety Program (RSP)

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Surveillance-9 -- 10](../FAA/CIP1999/surveillance.pdf); January 1999

###  DESCRIPTION

According to the FAA and the National Transportation Safety Board,
runway incursions are a problem requiring priority attention. The FAA
plans to develop technological and procedural solutions to reduce
incidents and accidents caused by runway incursions and to provide
methods of detecting and preventing potential incursions.

This application will reduce the number of incidents and accidents
attributable to runway incursions by providing surface coverage,
conflict alerting, and positive identification of aircraft and vehicles
on the airport surface. It will improve general situational awareness by
providing surface traffic information to air traffic controllers,
pilots, vehicle operators, and emergency units.

The application proposes both technological and procedural solutions for
the runway incursion problem. Potential technological solutions include
low-cost airport surface detection equipment (ASDE) with conflict alert,
automatic dependent surveillance/multilateration, data fusion, and loop
detection. These modular developed solutions are scalable to any
airport. Non-technological solutions include runway incursion action
team meetings, education and training programs, and procedure changes.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Surveillance-9 -- 10](../FAA/CIP1999/surveillance.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-5; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-5; April
    2001

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*Runway Incursion Reduction Program: About
    RIRP*](http://www.faa.gov/faa_office/rirp/HTML/aboutrirp.htm); 1999

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*Runway Incursion Reduction Program: What is a
    Runway
    Incursion?*](http://www.faa.gov/faa_office/rirp/HTML/whatis.htm);
    1999

6.  Federal Aviation Administration, US Department of Transportation;
    [*RIRP Project: Airport Surface Detection Equipment -- Model X
    (ASDE-X)*](http://www.faa.gov/faa_office/rirp/HTML/ASDE-X/)

## GPS Based TCAS 

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

###  DESCRIPTION

Incorporate GPS technology into ongoing work in area of low cost
avionics to make full use of TCAS.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*GPS Squitter
    Technology*](http://www.faa.gov/and/and300/datalink/navsur/gps.htm)

## Runway Incursion Reduction

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-1.pdf); pp. 2-6 to 2-9; April 2001

###  DESCRIPTION

With the Runway Incursion Reduction program (RIRP), the FAA intends to
develop technologies and other solutions that minimize the chance of
injury, death and damage, or loss of property due to runway accidents/
incidents within the civil aviation system. In addition, the program
will improve safety and reduce the potential for accidents on the
airport surface through increased pilot/controller situational
awareness.

Technical Solutions

-   Develop low-cost airport surface detection equipment.

-   Develop secondary surveillance capabilities for the airport surface.

-   Develop a conflict-alerting and data fusion platform.

Non-Technical Solutions

-   Develop procedures

-   Develop educational process

-   Develop training guidelines

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-6 to 2-9; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Runway Incursion Reduction Program: About
    RIRP*](http://www.faa.gov/faa_office/rirp/HTML/aboutrirp.htm); 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Runway Incursion Reduction Program: What is a
    Runway
    Incursion?*](http://www.faa.gov/faa_office/rirp/HTML/whatis.htm);
    1999

4.  Federal Aviation Administration, US Department of Transportation;
    [*RIRP Project: Airport Surface Detection Equipment -- Model X
    (ASDE-X)*](http://www.faa.gov/faa_office/rirp/HTML/ASDE-X/)

# Situational Awareness and Advisory Enhancement Area

The Situational Awareness and Advisory enhancement area 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.

The Situational Awareness and Advisory enhancement area consists of 17
applications, listed below in order of appearance.

4.1 Initial FIS

4.2 Additional FIS-B Products

4.3 Low Cost Terrain Situational Awareness

4.4 Increased Access to Terrain Constrained Low Altitude Airspace

4.5 Pilot Situational Awareness Beyond Visual Range

4.6 Runway & Final Approach Occupancy Awareness (using ADS-B only)

4.7 Runway & Final Approach Occupancy Awareness (using ADS-B and TIS-B)

4.8 Airport Surface Situational Awareness

4.9 Center Situational Awareness with ADS-B

4.10 Radar Like Services with ADS-B

4.11 SF-21 8.3 - Tower Situational Awareness beyond Visual Range

4.12 Airport Movement Area Safety System (AMASS)

4.13 Flight Informational Services Data Link (FISDL)

4.14 Air Traffic Control/Airway Facilities Human Factors

4.15 Flight Deck/Maintenance/System Integration Human Factors

4.16 Weather Program

4.17 Next Generation Weather Radar (NEXRAD)

Detailed descriptions of each are provided where available.

## Initial FIS 

Last Revised: August 2001

Description Sources: **Federal Aviation Administration, US Department of
Transportation**; [*Safe Flight 21 Functional
Specification*](../FAA/SF21.doc); p.12; May 1999 & **Federal Aviation
Administration**, **US Department of Transportation**; [*Safe Flight 21
Master Plan, Version 2.0*](../FAA/Master%20Plan.doc); p.3-3; April 2000

###  DESCRIPTION

Flight Information Services (FIS) is non-control advisory information
service needed by pilots to operate more safely and efficiently. FIS
includes aeronautical information, current and forecasted weather,
weather hazard information and Special User Airspace (SUA) status,
necessary for flight planning and for continued safe flight. FIS uses a
ground based data server and data links to provide the variety of
information. Pilots currently receive weather information or special
user airspace information through voice communications with ATC. FIS
will provide increased availability of flight services, timeliness and
quality of data on weather and system status, access to airspace and a
reduction in flight times and flight distances.

This application will enhance pilot awareness of weather and
airspace/facility status by incorporating broadcast flight information
into cockpit multifunction displays. Initial (text only) products will
include NEXRAD graphics, METAR and SPECI surface observations, TAFs and
applicable amendments, SIGMETs and convective SIGMETs, AIRMETs, urgent
and routine PIREPS, and Severe Weather Forecast Alerts.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p.3-3; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); p.12; May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Additional FIS-B Products

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Safe Flight 21 Functional
Specification*](../FAA/SF21.doc); p.12; May 1999, **Federal Aviation
Administration, US Department of Transportation**; [*Safe Flight 21
Operational Enhancement Applications Concept of Operations and Concept
of Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.3; December 1999, &
**Federal Aviation Administration**, **US Department of
Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p.3.3; April 2000

###  DESCRIPTION

Flight Information Services (FIS) is non-control advisory information
service needed by pilots to operate more safely and efficiently. FIS
includes aeronautical information, current and forecasted weather,
weather hazard information and Special User Airspace (SUA) status,
necessary for flight planning and for continued safe flight. FIS uses a
ground based data server and data links to provide the variety of
information. Pilots currently receive weather information or special
user airspace information through voice communications with ATC. FIS
will provide increased availability of flight services, timeliness and
quality of data on weather and system status, access to airspace and a
reduction in flight times and flight distances.

The Initial FIS-B application will enhance pilot enhance pilot awareness
of weather and airspace/facility status by incorporating broadcast
flight information into cockpit multifunction displays. Initial (text
only) products will include NEXRAD graphics, METAR and SPECI surface
observations, TAFs and applicable amendments, SIGMETs and convective
SIGMETs, AIRMETs, urgent and routine PIREPS, and Severe Weather Forecast
Alerts.

This application will add to Initial FIS-B additional exchange of
aeronautical data that includes NOTAMS, lightning, icing, turbulence,
real-time SUA, and volcanic ash.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p.3.3; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.3; December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); p.12; May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Low Cost Terrain Situational Awareness

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p.3-4; April 2000

###  DESCRIPTION

This application will enhance pilot awareness of terrain by using
on-board databases, GPS navigation, and barometric altitude to generate
moving terrain maps on cockpit multifunction displays. The initial
capability color-codes vertical clearance to terrain, suitable for VFR
operation.

Potential later capabilities include adding obstacle data to the
on-board databases and providing alert functions.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p.3-4; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

##  {#section .unnumbered}

## Increased Access to Terrain Constrained Low Altitude Airspace

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Safe Flight 21 Functional
Specification*](../FAA/SF21.doc); p.29; May 1999

###  DESCRIPTION

Controlled Flight into Terrain (CFIT) provides a detailed moving map of
terrain and obstacles around an aircraft to help pilots maintain proper
altitude and terrain clearance. Using the Global Positioning System
(GPS), the aircraft's position is correlated with a database-driven
terrain/obstacle map that provides the pilot with real time awareness of
the aircraft's position relative to the terrain and obstacles. Loran,
VOR and for (Distance Measuring Equipment) DME may be used as a
navigation backup to GPS but represent a degraded mode of operation.
With this increased situational awareness, the number of CFIT accidents
can be reduced. Cost effective CFIT will increase the use of such
systems, reduce the CFIT rate and will allow increased low altitude
airspace access for CFIT equipped aircraft.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); p.29; May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Pilot Situational Awareness Beyond Visual Range

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p.3-7; April 2000

###  DESCRIPTION

This application extends pilot situational awareness of traffic that is
beyond visual range by including distant traffic and airspace boundaries
on the cockpit multi-function display. The application is intended to
aid pilot-pilot coordination in VFR, SVFR and night operations by
showing the overall multiple-aircraft pattern of operations in the
airspace rather than only those aircraft that are closest and within
visual range. Air-to-air ADS-B messages will identify and give the
trajectory of ADS-B equipped aircraft. Ground-to-air TIS-B messages will
identify and give the trajectory of non-equipped aircraft that are in
radar surveillance.

Airspace boundaries will be presented from an on-board database.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p.3-7; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Runway & Final Approach Occupancy Awareness (using ADS-B only)

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p.3-8; April 2000

###  DESCRIPTION

This application provides pilots on final approach and on the runway
with awareness of other aircraft that are on or approaching the runway.

The initial phase of this application provides awareness only of
equipped aircraft and/or vehicles, and will be of benefit primarily in
situations where all or nearly all aircraft/vehicles are equipped.
Evaluation will initially be based on the capabilities of un-augmented
GPS and basic CDTI, but augmented GPS or limited CDTI enhancements may
be found necessary.

The second phase increases the value of the application by including
non-ADS-B-equipped aircraft on the CDTI. The ADS-B data on the CDTI is
augmented with TIS-B data from ground-based terminal and surface radar
and multilateration techniques. This will provide the pilot of equipped
aircraft with information on equipped and non-equipped aircraft,
vehicles, and obstructions.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p.3-8; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Runway & Final Approach Occupancy Awareness (using ADS-B and TIS-B)

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p.3-8; April 2000

###  DESCRIPTION

This application provides pilots on final approach and on the runway
with awareness of other aircraft that are on or approaching the runway.

The initial phase of this application provides awareness only of
equipped aircraft and/or vehicles, and will be of benefit primarily in
situations where all or nearly all aircraft/vehicles are equipped.
Evaluation will initially be based on the capabilities of un-augmented
GPS and basic CDTI, but augmented GPS or limited CDTI enhancements may
be found necessary.

The second phase increases the value of the application by including
non-ADS-B-equipped aircraft on the CDTI. The ADS-B data on the CDTI is
augmented with TIS-B data from ground-based terminal and surface radar
and multilateration techniques. This will provide the pilot of equipped
aircraft with information on equipped and non-equipped aircraft,
vehicles, and obstructions.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p.3-8; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Airport Surface Situational Awareness

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Safe Flight 21 Operational Enhancement Applications
Concept of Operations and Concept of
Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.10; December 1999

###  DESCRIPTION

During visual navigating of the airport surface, enhance pilot
situational awareness by displaying an airport map with aircraft,
vehicle, and obstacle positions based on ADS-B (and possibly TIS-B). GPS
augmentation with Wide Area Augmentation System (WAAS) is expected to be
necessary (and adequate) for this application.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.10; December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Center Situational Awareness with ADS-B

Last Revised: August 2001

Description Source: Federal Aviation Administration, US Department of
Transportation; [***Safe Flight 21 Master Plan, Version
2.0***](../FAA/Master%20Plan.doc); p.3-9; April 2000

###  DESCRIPTION

This application provides center controllers with enhanced situational
awareness of traffic in non-radar airspace by identifying ADS-B equipped
aircraft and their trajectories on a controller display. This will aid
the controller in providing procedural separation and other non-radar
services and in coordinating with the tower controller on airspace
changeovers between IFR en route operations and terminal area SVFR
operations.

Potential uses of ADS-B to aid search and rescue and for communicating
aircraft emergency conditions to the controller are being considered for
inclusion in this application.

###  BIBLIOGRAPHY

1.  Federal Aviation Administration, US Department of Transportation;
    [***Safe Flight 21 Master Plan, Version
    2.0***](../FAA/Master%20Plan.doc); p.3-9; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Radar Like Services with ADS-B 

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p.3-10; April 2000

###  DESCRIPTION

This application provides terminal area controllers of non-radar
airspace with surveillance, conflict alert and MSAW that are based on
ADS-B, to enable provision of radar-like services to VFR and IFR
aircraft. This includes emergency services, separation, sequencing,
traffic and terrain advisories, navigational assistance, and route
optimization. Aircraft not providing ADS-B are handled similarly to
aircraft without a transponder in secondary radar airspace.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p.3-10; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Tower Situational Awareness beyond Visual Range

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Safe Flight 21 Operational Enhancement Applications
Concept of Operations and Concept of
Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.13; December 1999

###  DESCRIPTION

Extend tower controller situational awareness of traffic that is beyond
visual range, and aid in visual acquisition, by identifying aircraft and
their trajectories on a tower display. Intended for VFR, SVFR and night
operations, this aids tower-pilot and tower-center coordination by
showing the over-all multiple-aircraft pattern of operations in the
airspace rather than only those aircraft that are nearest the tower and
within visual range. In SVFR operations this also helps the tower
controller coordinate with the center controller on airspace changeovers
between SVFR and IFR operations. Air-to-ground ADS-B messages will
identify and give the trajectory of ADS-B equipped aircraft, and radar
data will identify and give the trajectory of non-equipped aircraft that
are within radar surveillance.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.13; December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Airport Movement Area Safety System (AMASS)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Surveillance-3](../FAA/CIP1999/surveillance.pdf); January 1999

###  DESCRIPTION

This is an ASDE \[Airport Surface Detection Equipment Radar\] -3
enhancement that provides controllers with visual and aural alerts of
potential runway incursions and surface movement conflicts. The system
uses the ASDE-3 radar as the display/entry device, requiring no
additional displays or entry devices in the tower. Controller entries
are required for each change in runway configuration or operating
condition. This will require defining the human/machine interfaces and
air traffic control procedures.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Surveillance-3](../FAA/CIP1999/surveillance.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-7; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-39; April
    2001

## Flight Informational Services Data Link (FISDL)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-14; April 2001

###  DESCRIPTION

Graphical Weather Service (GWS) provides graphics and text weather
products and other flight information services (FIS) data throughout the
NAS through FAA/Industry agreements with no FAA investment in
infrastructure.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-14; April
    2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-23; 9 August 2000

## Air Traffic Control/Airway Facilities Human Factors

Last Revised: May 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-5.pdf); pp. 2-163 to 2-168; April 2001

###  DESCRIPTION

Human factors problems in today's operations involve human performance
constraints and other complications that pose risk to the acquisition of
Air Traffic Control (ATC) systems. The study of the relationship between
shiftwork schedules and fatigue is identifying techniques for mitigating
impacts on controller performance. Taxonomic analysis of operational
errors is identifying improvements in how errors are investigated and
reported, which in turn is leading to more effective safety
interventions. Human factors research provides guidelines and other
information for the design and development of ATC systems and product
improvements. Tests and criteria for the selection of operational
personnel improve applicant screening efficiency and validity.

Human factors research is organized around the following four thrusts:

**Information Management and Display**

-   Determine what, when, and how one might best display and transfer
    information to system components; design the system to reduce the
    frequency of information transfer errors; and minimize the impact
    when such errors do occur.

**Human-Centered Automation**

-   Keep the operator in-the-loop and situationally aware of automated
    system performance while balancing operator workload; resolve issues
    related to the degradation of basic skills should the automation
    fail.

**Human Performance Assessment**

-   Identify the intrinsic characteristics of individuals and teams that
    determine how well they are able to perform tasks; characterize the
    impact of environmental and individual factors on human performance;
    and improve and standardize methods for measuring human performance.

**Selection and Training**

-   Assess the knowledge and skills needed to excel in highly automated
    environments, including impacts of new technology.

Current activities in these four areas are the following:

Information Management and Display

-   CHI Integration -- Detailed assessments of CHI inconsistencies
    between designs of en route and oceanic legacy systems and
    anticipated product improvements and other subsystems to ensure
    compatibility with design guidelines and human performance
    considerations.

-   Information management in AF systems -Assessment for improving
    information transfer and display to support system specialist and
    team performance in the AF environment.

**Human-centered Automation**

-   Reduction in use of paper flight progress strips - Refinements to
    automation, procedures and training to facilitate reducing the
    operational need for paper flight progress strips will be developed.

-   Situational awareness in centralized monitor and control - Determine
    what information and feedback is necessary for AF System Specialists
    to stay aware of automated processes in relation to workload,
    performance, and error mitigation.

**Human Performance and Assessment**

-   Examination of causal factors related to operational errors - This
    project is targeted at reducing operational errors and deviations
    through the understanding and mitigation of causal factors.

-   ATC sector teamwork and Collaborative Decision Making (CDM) - Assess
    how enhanced decision support and automated coordination tools
    affect intra- and inter-sector communications and coordination.

-   Shift work and fatigue - This research will assess the fatigue
    countermeasure recommendations developed by the Scientific Steering
    Group as based on findings from the congressionally- mandated
    research on shift patterns.

-   POWER task load and performance baseline assessments -- Assess the
    utility of POWER's objective metrics to define and assess expert
    controller performance with baseline systems.

-   Team processes in centralized monitor and control systems - Develop
    team and organizational guidelines to enhance effective team
    operations.

-   Organizational assessment - Assess human factors issues and
    successful organizational practices in developing a Model Work
    Environment.

Selection and Training

-   Develop and validate computerized application evaluation systems --
    Develop new, make technical enhancements, and continue longitudinal
    validation of screening and text tools for selection of applicants
    into ATC, En Route Traffic (ET), and Air Traffic Services (ATS)
    positions.

-   Develop a prototype workforce analysis tool -This application will
    support the identification and analysis of gaps between current and
    future workforce skills and staffing profiles.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-5.pdf); pp. 2-163 to 2-168; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation;** William J. Hughes Technical Center; [*Airway
    Facilities Human Factors: Research and Development Human Factors
    Laboratory Fact Sheet*](../FAA/airways.pdf)
    (http://www.tc.faa.gov/its/cmd/visitors/data/ACT-500/airways.pdf);
    July 2001

## Flight Deck/Maintenance/System Integration Human Factors 

Last Revised: May 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-5.pdf); pp. 2-156 to 2-162; April 2001

###  DESCRIPTION

The FAA ensures the safety and efficiency of operator performance
through guidelines, handbooks, advisory circulars, rules, and
regulations. It provides industry with human performance information and
guidance critical to the design, operation, regulation, and
certification of equipment, training, and procedures. With this in mind,
the Human Factors Program conducts and manages research that provides
the technical information necessary to generate these products and
services.

Current activities in this program are the following:

Information Management and Display

-   Develop and implement guidelines for maintenance error investigating
    and reporting systems.

-   Develop flight data recording and analysis capability for flight
    simulators.

-   Complete human factors design and evaluation considerations for
    Electronic Flight Bags, Version 3.0.

-   For general aviation aircraft, conduct comparative analyses to
    determine if any substantial degradation in visual search is
    concurrent with the presence and/or use of the "head up" or "head
    down" display, and which tasks benefit most from each type of
    presentation.

-   Complete initial computational model to assess information
    accessibility for air transport head-up display/head-down display
    combinations.

-   Determine operational criteria and training guidance for night
    vision goggles in rotorcraft operations.

-   Determine type of information to be presented to develop adequate
    situational awareness required to avert Controlled Flight Into
    Terrain (CFIT) in general aviation.

-   Define display location boundaries that correspond to established
    eye position/head position for general aviation aircraft during
    actual operations.

Human-centered Automation

-   Provide industry and the FAA expanded guidance addressing training
    for automated cockpits. These guidelines will encompass the
    performance difficulties associated with increased coupling,
    complexity, and autonomy of modern cockpit technology.

-   Develop certification guidelines for integrated technology in
    general aviation cockpits.

-   Complete human factors Certification Job Aid, version 3.0 for FAR
    Part 25 flightdeck displays.

Human Performance Assessment

-   Refine flight and simulator data analysis tools.

-   Provide guidance on the effectiveness of realistic radio
    communications in line oriented evaluations.

-   Define general aviation pilot decision-making skills required for
    training module development.

-   Provide expanded APMS methodologies and analysis capabilities in
    order that air carriers can collect and analyze increasing amounts
    of flight and simulator data.

-   Develop improved human factors guidelines for aircraft accident
    investigation and reporting systems.

-   Examine simultaneous non-interfering operations for visual flight
    rules (VFR) helicopter and fixed wing visual flight rules/instrument
    flight rules (VFR/IFR) to determine human performance implications.

Selection and Training

-   Provide guidance to FAA Flight Standards for training regulations on
    simulator motion requirements for recurrent pilot training.

-   Validate training guidelines for seldom practiced flight tasks.

-   Develop training guidelines for flight deck error management.

-   Distribute advanced analysis methods linking FOQA and simulator
    data.

-   Develop materials to increase general aviation pilot skills to
    intervene in the causable chain of events leading to accidents.

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-   Develop proactive error avoidance and prevention strategies to
    reduce negative responses by aviation maintenance and inspection
    personnel whether by commission, omission, inadequate training, or
    timing.

-   Demonstrate and validate the effectiveness of the MRM change
    program.

-   Determine the application of military aviation maintenance training
    and experience based on FAA requirements.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-5.pdf); pp. 2-156 to 2-162; April 2001

## Weather Program 

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-1.pdf); pp. 2-63 to 2-67; April 2001

###  DESCRIPTION

The weather program focuses on conducting applied research to solve
operational problems through the development of new and improved weather
algorithms and more efficient wake turbulence standards and procedures.
The weather algorithms are being developed for implementation on
appropriate National Airspace System (NAS) platforms (including the
weather and radar processor, and the integrated terminal weather system)
and on NWS systems and continue to be transferred to private weather
service companies in support of the NAS. This transfer of technology
enables these companies to derive specialized aviation weather products
from FAA research efforts. Algorithm development provides capabilities
for dissemination to aviation weather users in support of air traffic
control automation tools including:

-   Depiction of current and forecasted in-flight icing areas to enhance
    safety, airspace efficiency, and aircraft utilization.

-   Interactive data assimilation, editing and forecast tools to improve
    aviation advisories and forecasts issued by the NWS.

-   Location, timing, and severity of convective weather hazards to
    improve flight safety and enhance capacity.

-   Depiction of current and forecasted precipitation type and rate to
    enhance safety and efficiency in the terminal area.

-   Short-term forecasts and prediction of ceiling and visibility in the
    terminal area for enhanced capacity

-   In-situ and remote detection and forecast of enroute turbulence
    including clear air.

In addition, the weather program is conducting wake turbulence research
to reduce airport delays. The goal is to adapt NASA Aircraft Vortex
Sensing System (AVOSS) technology for weather dependent wake turbulence
spacing with an initial focus on safety and capacity initiatives for
closely spaced parallel runways.

The applications supported by this program, and their activities, are
the following:

In-Flight Icing

-   Obtained FAA approval for an icing diagnosis algorithm for
    operational NAS use

-   Implement icing intensity and threat fields into icing potential
    products

-   Implement icing algorithms for data-poor regions

-   Test airborne detection systems

Storm Growth and Decay

-   Obtained FAA approval for an initial national convective weather
    product for operational NAS use

-   Implement boundary layer data into ITWS prototype forecasts

-   Complete demonstration of growth and decay algorithms with ATC users

NEXRAD Algorithms

-   Deliver damaging downburst and storm tracker algorithms for
    operational use

Aviation Gridded Forecast System

-   Transferred the Aviation Digital Data Service (ADDS) to the Aviation
    Weather Center (AWC)

-   Implement cloud display forecast via ADDS flight path tool

-   Implement at AWC the capability to interactively generate
    collaborative products

Model Development and Enhancement

-   Develop Weather Research and Forecasting Model

Winter Weather Research

-   Develop 1-2 hour snowfall forecast

-   Develop techniques to detect and forecast precipitation type and
    rate

Ceiling and Visibility Forecasting

-   Evaluate and implement marine stratus burn-off forecasts at
    demonstration airport

Wind Data System

-   Implement a wind data and dissemination system at demonstration
    airport

Turbulence

-   Develop in-situ and remote detection and forecast of enroute
    turbulence including clear air

-   Commence inclusion of turbulence in-situ data into forecast models

Oceanic Convective Nowcasting

-   Develop, demonstrate and analyze oceanic convective nowcasting
    products

Wake Turbulence

-   Develop wake turbulence monitoring systems

-   Develop delay reducing wake turbulence procedures and standards

-   Adapt NASA AVOSS technology for FAA operational use

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-63 to 2-67; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-30; April
    2001

## Next Generation Weather Radar (NEXRAD)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Weather-4 -- 5](../FAA/CIP1999/weather.pdf); January 1999

### DESCRIPTION

The Departments of Commerce, Transportation, and Defense provide a
national network of next-generation weather radars (NEXRAD) that detect,
process, distribute, and display hazardous and routine weather
information. The FAA\'s contributions under this program are the cost
share funding of the entire system and acquisition and installation of
12 NEXRAD radars in Alaska, Hawaii, and Puerto Rico. These remote
locations required modifications, such as power-conditioning systems,
lightning grounding, bonding, shielding, and remote maintenance
monitoring modules unique to the FAA.

A triagency operational support facility (OSF) has been established in
Norman, Okla., and is responsible for system modifications,
enhancements, and product improvements to the network. OSF also provides
such services as software maintenance, problem resolution, and
configuration management.

OSF has implemented new software algorithms to alleviate anomalous
propagation problems. Efforts are also underway to enhance algorithms
that will improve the detection capability of aviation weather hazards
and will be installed in future NEXRAD Builds. These enhancements will
improve the effectiveness of NEXRAD data for aviation users and extend
the data's useful life.

Also planned are sequential upgrades to the NEXRAD radar product
generator (RPG) processor and the radar data acquisition (RDA) unit.
This upgrade will consist of reconfiguring the RPG and RDA to a
state-of-the-art, open-system architecture. The upgrade will replace the
existing computer system to increase processing capacity and improve
logistics supportability.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Weather-4 -- 5](../FAA/CIP1999/weather.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-5; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-30; April
    2001

# Navigation and Landing Enhancement Area

The Navigation and Landing enhancement area 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.

The Navigation and Landing enhancement area consists of 2 applications,
listed below in order of appearance.

5.1 Alternatives for Using GPS in Free Flight

5.2 Instrument Approach Procedures Automation (IAPA)

Their descriptions are provided below.

## Alternatives for Using GPS in Free Flight 

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

###  DESCRIPTION

Determined the future navigation architecture and develop a consensus
transition strategy, including the appropriate Global Positioning System
(GPS) augmentation capability needed to enable a successful transition
to a more effective navigation architecture for the NAS.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

2.  **MITRE, Center for Advanced Aviation System Development**;
    [National Airspace System Architecture
    Alternatives](http://www.caasd.org/proj/satnav/nas_alternatives.html);
    May 2001

## Instrument Approach Procedures Automation (IAPA)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2002 - 2006*](../FAA/CIP2001.pdf); pp. B-55 to B-56; April
2001

###  DESCRIPTION

Pilots use instrument approach procedures to land at airfields during
IFR conditions. The FAA's National Flight Procedures Office develops and
maintains all United States Civil Standard Instrument Approach
Procedures (SIAP) as well as those operated by DOD. The FAA's
requirement for developing and maintaining new procedures increases as
new navigation technologies are implemented in the NAS. This program
provides automated tools that allow FAA specialists to develop more
timely and accurate SIAP's and standard instrument departures.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002 - 2006*](../FAA/CIP2001.pdf); pp. B-55 to
    B-56; April 2001

# Traffic Management - Strategic Flow Enhancement Area

The Traffic Management - Strategic Flow enhancement area 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.

The Traffic Management -- Strategic Flow enhancement area consists of 6
applications, listed below in order of appearance.

6.1 Collaborative Decision Making (CDM)-Enhanced Ground Delay Program
(GDP)

6.2 Collaborative Decision Making (CDM)-Initial Collaborative Routing

6.3 Collaborative Routing Coordination Tool

4.  TFAS - Traffic Flow Automation System

5.  Collaborative Decision Making (CDM) Enhancements

6.  Equitable Allocation of Limited Resources

Detailed descriptions of each are provided where available.

## Collaborative Decision Making (CDM)-Enhanced Ground Delay Program (GDP)

Last Revised: August 2001

Description Source **Federal Aviation Administration, US Department of
Transportation**; [*Free Flight Phase One Performance Metrics: An
Operational Impact Evaluation
Plan*](http://ffp1.faa.gov/approach/goods/metrics.pdf); p.2-2; August
2000

###  DESCRIPTION

Collaborative Decision Making (CDM) was conceived out of the FAA's
Airline Data Exchange (FADE) experiments that began in 1993. These
experiments proved that having airlines send updated schedule
information to the FAA could improve air traffic management decision
making. CDM has evolved from these same principles in an effort to
improve air traffic management through information exchange and data
sharing.

The initial focus of CDM, known as Enhanced Ground Delay Program
(GDP-E), started prototype operations at San Francisco (SFO) and Newark
(EWR) airports in January 1998. Under GDP-E, participating airlines send
operational schedules and changes to schedules to the Air Traffic
Control Systems Command Center (ATCSCC) on a continuous basis. This
schedule information includes, but is not limited to, flight delay
information, cancellations, and newly created flights. The ATCSCC uses
this information to better implement and manage ground delay programs
(GDPs).

GDP-E provides a more accurate view of demand, and it enables airlines
to watch over and participate in ATM actions which directly affect their
operations. Providing for simplified substitutions, control by arrival
times, and daily download of flight schedules improves decision making,
thereby reducing delays, unused slots, and needless modifications to
schedules.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Free Flight Phase One Performance Metrics: An
    Operational Impact Evaluation
    Plan*](http://ffp1.faa.gov/approach/goods/metrics.pdf); August 2000

2.  **Federal Aviation Administration, US Department of Transportation,
    Washington DC**; ***National Airspace System Architecture Version
    4.0***; January 1999

3.  **Hoffman, R. and M. Ball**; *Measuring Ground Delay Program
    Effectiveness Using the Rate Control Index*; NEXTOR, University of
    Maryland; April 2000

4.  **Howard, Ken**; [*Volpe GDPE Status Update and Technical
    Issues*](../OTHER/gdpe_status.ppt); December 1999

5.  **Hall, Bill**; [*Moving Toward Arrival-Departure
    GDP*](../OTHER/cdm1299.ppt); December 1999

6.  [*A Human Factors Process Survey of the Ground Delay Program --
    Enhancements Final Results*](../OTHER/FinalGDP-ESurvey.doc); Crown
    Consulting, Inc., Washington, DC; August 1999

7.  Shisler, Lara; [*CDM GDPE Prototype Operations
    Review*](../OTHER/CDMMtg080499.ppt); Metron, Inc. CDM Meeting;
    August 1999

8.  **Shisler, Lara**; [*CDM GDPE Prototype Operations GDPE Overview:
    The First Year in Review*](../OTHER/GDPEOverview_yr1.ppt); Metron,
    Inc. CDM Meeting; February 1999

9.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-15 -- B-16;
    April 2001

10. **Federal Aviation Administration, US Department of
    Transportation**; Free Flight Phase 2 WWW Site;
    <http://ffp1.faa.gov/about/about_ffp2.asp>

11. **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

## Collaborative Decision Making (CDM)-Initial Collaborative Routing

Last Revised: July 2001

Description Source **Federal Aviation Administration, US Department of
Transportation**; Free Flight;
<http://ffp1.faa.gov/tools/tools_cdm.asp>; July 2001

###  DESCRIPTION

This application enables traffic management specialists at the central
Command Center and traffic management coordinators at high altitude
centers to share real-time traffic flow information among themselves and
with the airline operation centers. This capability improves the overall
national airspace system operational efficiency through the making of
mutually acceptable, more efficient decisions in times of constrained
traffic flow. The most common use of ICR is to create and assess
rerouting strategies around hazardous weather.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; Free Flight;
    <http://ffp1.faa.gov/tools/tools_cdm.asp>; July 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-15 -- B-16;
    April 2001

3.  **Federal Aviation Administration, US Department of
    Transportation**; Free Flight Phase 2 WWW Site;
    <http://ffp1.faa.gov/about/about_ffp2.asp>

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

## Collaborative Routing Coordination Tool 

Last Revised: July 2001

Description Source: **Thedford, William, et al., System Resources
Corporation**; [*En-Route Constrained Airspace Concept
Definition*](../NASA/TO7.doc); p.41 -- 42; September 1999

###  DESCRIPTION

Collaborative Routing Coordination Tool (CRCT) is a set of decision
support capabilities designed for use by the local traffic manager or
the ATCSCC specialist. Using CRCT, the traffic manager can examine
congestion and traffic flow problems by identifying a Flow Constrained
Area (FCA) as a region of airspace that causes an operationally
significant congestion problem. A FCA may be a sector or group of
sectors, an SUA, approach control airspace, individual fixes, dynamic
events like a weather cell, or a manually identified area. CRCT supports
rerouting decision making by a local traffic manager in six steps.

**Identifying and Analyzing the Flow Problem Situation**

-   The Automated Problem Recognition (a CRCT feature) examines the
    traffic flow to identify congestion and weather problems. Traffic
    managers are able to monitor predicted sector loading in 30-90
    minute time frame; alerts are generated when problems requiring
    attention are identified. A Flow Constrained Area is defined by the
    controller/traffic manager when a problem area is defined.

**Locating Flights Involved in the Problem**

-   When an FCA is activated the traffic manager is provided with an
    automatically generated representation of flights that are predicted
    to pass through the FCA. The display may be a plan view display
    showing aircraft locations and routes or a tabular list. The traffic
    manager can filter the data to include only specific categories of
    flights (e.g., military flights or flights with a specific
    destination).

**Developing the Reroute Strategy**

-   The traffic manager may define reroutes for specific flights using a
    point and click technique.

**Evaluation of the Reroute Strategy**

-   When the reroutes are planned, inter-facility collaboration is
    initiated. Each facility involved in the collaboration will examine
    its sector loading and other factors. The traffic managers can
    modify the reroute strategy to accommodate the joint needs.

**Coordinating the Reroute Strategy**

-   The collaboration produces a collective reroute strategy to include
    specific flights and reroutes of those flights.

**Implementing the Reroute Strategy**

-   This jointly developed strategy is implemented by directing the
    controllers to give out the flight plan amendments as per current
    procedures.

CRCT is expected to be operational in the 5 to 10 year period. MITRE
Corporation performed initial work in 1998 and 1999. There are plans to
establish stand-alone capabilities at Herndon, VA and at the Kansas City
center. These capabilities will function independently and will not be
integrated into existing operational systems.

CRCT automatically identifies congestion and flow problems. The
congestion measures are based on sector counts. A dynamic density
measure has been developed to support the automated problem resolution
and is being studied by MITRE. The FCAs are manually identified and
activated. Collaboration is defined to be between FAA facility traffic
managers and does not include the flight crew, flight deck, or the AOCs.
The FCA is the focus for collaborative decision making. It is assumed
that suitable communications technology is available.

As such, CRCT represents an excellent technological step that can
provide a good foundation for Constrained Airspace Tool (CAT) concept
exploration/prototyping to complement functional development. Although
both CAT and CRCT activities are attempting to solve common en route
\"constrained\" airspace problems, they complement+ each other in the
following way. CRCT activities emphasize near-term implementation
solutions (by the shear nature of the FAA/industry emphasis to
accelerate early benefits to users by going operational in the \'03-\'05
timeframe). CAT activities on the other hand, would emphasize more
concept exploration (particularly in the area of user collaboration,
exploration of using/integrating more TFM control strategies than
re-routing, and integration with sector DSTs).

###  BIBLIOGRAPHY

1.  **Thedford, William, et al., System Resources Corporation**;
    [*En-Route Constrained Airspace Concept
    Definition*](../NASA/TO7.doc); September 1999

2.  **MITRE, Center for Advanced Aviation System Development**;
    *Collaborative Routing Coordination Tools*; October 2000
    <http://info.caasd.org/proj/crct/index.html>

3.  **Zobell, Stephen, Celesta Ball, Joseph Sherry**; [*Traffic Flow
    Management (TFM) Weather Rerouting Decision
    Support*](../CAASD/zobell_tfm.pdf); The MITRE Corporation, McLean,
    Virginia; August 2000

4.  **Carlson, Laurel S., Lowell R. Rhodes**; *Operational Concept for
    Traffic Management Collaborative Routing Coordination Tools,
    MTR98W0000106*; MITRE Corporation, McLean, Virginia; July 1998

5.  **Chambliss, Anthony, The MITRE Corporation**; [*Collaborative
    Routing Coordination Tool
    (CRCT)*](http://www.asc.nasa.gov/aatt/wspdfs/Chambliss_CRCT.pdf);
    Free Flight -- DAG/TM Workshop, NASA Ames Research Center, Moffett
    Field, CA; May 22-24, 2000

6.  **Chambliss, Anthony, The MITRE Corporation**; [*Collaborative
    Routing Concept Exploration Transition
    Report*](http://www.mitre.org/support/papers/tech_papers99_00/chambliss_collaborative/chambliss_collaborative.pdf);
    October 2000

7.  **Chambliss, Anthony G., Donald D. Olvey, Lowell R. Rhodes, John J.
    Reeves, and Mary Yee, The MITRE Corporation**; [*Midterm
    FAA-Airspace User Collaborative Routing Operational
    Concept*](http://www.mitre.org/support/papers/tech_papers99_00/chambliss_midterm/chambliss_midterm.pdf);
    October 2000

8.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-15 -- B-16;
    April 2001

9.  **Federal Aviation Administration, US Department of
    Transportation**; Free Flight Phase 2 WWW Site;
    <http://ffp1.faa.gov/about/about_ffp2.asp>

## TFAS - Traffic Flow Automation System 

Last Revised: April 2001

Description Source: **Titan Systems Corporation, Air Traffic Systems
Division**; *[Overview Description, TFAS (Traffic Flow Automation
System)](../NASA/DST_ovrvw/TFAS_o.doc);* Prepared Under RTO-62, AATT
Operational Concept for ATM -- Year 2002 Update, June 2001

###  DESCRIPTION

The purpose of the Traffic Flow Automation System (TFAS) is to help
Traffic Management Coordinators (TMCs) in the Air Route Traffic Control
Centers (ARTCC), the Systems Command Center (SCC), and Terminal Radar
Control facilities (TRACONs) to manage the flow in domestic U.S.
airspace and into 21 major pacing U.S. airports. TFAS will accomplish
this by applying Center/TRACON Automation System (CTAS) technology to
improve the short-term (up to 45 minutes into the future) reliability of
the SCC Enhanced Traffic Management System (ETMS) Monitor-Alert (M/A)
tool.

The M/A function is based upon the *traffic demand* at each monitored
airport, sector, and fix, and will generate an *alert* whenever traffic
demand is projected to exceed a pre-defined *alert threshold*. The ARTCC
TMCs, working with the impacted sector controllers, are then responsible
for taking any required actions to alleviate the overload and achieve an
orderly flow.

TFAS will simultaneously run multiple instances of CTAS (one for each of
the 18 CONUS ARTCCs which includes the airspace surrounding the 21
pacing U.S. airports), on networked workstations or on multi-processor
application servers, to create a national CTAS functionality. TFAS will
function as a trajectory prediction and scheduling 'engine' for ETMS.
TFAS will deliver useful information to the SCC and Traffic Management
Units (TMUs) by improving the accuracy of the current ETMS. No new GUIs
nor procedures will need to be developed nor added to the SCC/TMU
toolset.

TFAS will be developed in two phases. Phase I will result in a
demonstration system for evaluation by FAA SCC personnel. It will be
capable of being used as a daily-use operational test bed. Phase II will
result in a robust operational augmentation to ETMS which can be turned
over to the FAA for use as an operational system.

The FAA's SCC and ARTCC TMCs use the ETMS to manage national and Center
air traffic flows. By reducing ETMS trajectory-modeling errors, the
effectiveness of the ETMS Monitor-Alert tool might be improved, thereby
reducing delays due to en route congestion.

The TFAS system will be comprised of separate CTAS systems adapted to
each of the TFAS Centers and airports, allowing for the most complete
system, with minimal changes to the current version of CTAS. During
Phase I, simplified adaptations of CTAS will be made. During Phase II,
these will be modified to incorporate more advanced scheduling, routing,
and procedural information as TFAS matures.

The underlying concept behind TFAS is to use the trajectory prediction
capabilities of CTAS with Traffic Management Advisor (TMA) to improve
upon the less accurate trajectory prediction capabilities of the current
ETMS, which in turn improves the accuracy of the Monitor-Alert (M/A)
function within ETMS. The improved accuracy will result in fewer false
alerts of upcoming capacity bottlenecks and fewer missed alerts, that
is, failure to get an alert when in fact an actual bottleneck occurs in
the future. TFAS will only be used to improve sector M/A and will not
affect fix or airport M/As.

TFAS will acquire flight plan, aircraft track, weather, and other
information from ETMS via the Input Source Manager (ISM). The typical
CTAS TMA system acquires aircraft data via an interface to the Center
Host computer. This provides CTAS with flight plans and radar track
data. The Host radar track data is updated every 12 seconds. The
logistics and code modifications necessary for utilizing Host data at
each facility preclude TFAS from using this Host data in Phase I. The
TFAS Phase I will connect to the ETMS system for track and flight plan
data.

###  BIBLIOGRAPHY

1.  **Titan Systems Corporation, Air Traffic Systems Division**;
    *[Overview Description, TFAS (Traffic Flow Automation
    System)](../NASA/DST_ovrvw/TFAS_o.doc);* Prepared Under RTO-62, AATT
    Operational Concept for ATM -- Year 2002 Update, June 2001

2.  **Volpe National Transportation Systems Center**, TMS-TFAS
    Development Briefing, November 2000

3.  **Volpe National Transportation Systems Center**, *TFAS Volpe
    Program Review*, December 2000

4.  **Volpe National Transportation System Center**, *Enhanced Traffic
    Management System (ETMS) Functional Description (DRAFT), Version
    6.0*, Word Version 2, Report Number VNTSC-DTS56-TMS-002, January
    2000

5.  [*FAA Denver ARTCC Traffic Management System
    (TMS)*](http://www.nw.faa.gov/ats/zdvartcc/tmu_tools.html),
    September 2000

6.  FAA Order 7210.3, [*Facility Operations and
    Administration*](http://www.faa.gov/ATPubs/FAC/), Chapter 17,
    Section 6 (*Enhanced Traffic Management System* *(ETMS)*), Section 7
    (*Monitor and Alert Parameters*), Section 8 (*Traffic Flow
    Management*), August 2000

7.  FAA Order 7110.65M, *[Air Traffic
    Control](http://www.faa.gov/ATPubs/ATC/index.htm),* Chapter 11
    (*Traffic Management Procedures*), August 10, 2000

8.  CSC/E2-97/7169, *CTAS Route Analyzer FD/TLD -- Draft*, November 1997

9.  CSC/E2-92/7170, *CTAS Trajectory Synthesizer FD/TLD -- Final*,
    October 1998

## Collaborative Decision Making (CDM) Enhancements

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-15, B16; April 2001

### DESCRIPTION

Flow constrained area information is made available for use on ETMS and
a common constrained Situation Display (SD) for strategic planning.
Sharing of data with industry is improved.

### BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-15, B16;
    April 2001

2.  **Ball, Michael O., Robert Hoffman, et. al.**; The National Center
    of Excellence in Aviation Operations Research (NEXTOR);
    [*Collaborative Decision Making in Air Traffic Management: Current
    and Future Research
    Directions*](http://www.isr.umd.edu/TechReports/ISR/2000/TR_2000-45/TR_2000-45.pdf);
    2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; *Free Flight Tools*;
    <http://ffp1.faa.gov/tools/tools_cdm.asp>

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*FAA and AirlinesDecision Making Partnership: CDM
    Package in Prototype
    Operations*](http://www.faa.gov/aua/old_news/win98article15.html);
    1998

## Equitable Allocation of Limited Resources

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp.26, B-15, B16; April
2001

### DESCRIPTION

Equitable Allocation of Limited Resources is a procedure to ensure that
no single user bears a disproportionate share of delays as a result of
CDM. It involves enhancing the ground delay and en route congestion
management program to increase focus on ensuring equitable allocation of
limited resources to balance demand density across the NAS.

### BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp.26, B-15, B16;
    April 2001

# Traffic Management - Synchronization Enhancement Area

The Traffic Management - Synchronization enhancement area 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.

The Traffic Management -- Synchronization enhancement area consists of
35 applications, listed below in order of appearance.

7.1 Active Final Approach Spacing Tool (aFAST)

7.2 Collaborative Arrival Planner (CAP)

7.3 Direct-To (D2)

7.4 En Route & Descent Advisor (EDA)

7.5 Expedite Departure Path (EDP)

7.6 Multi-Center Traffic Management Advisor (TMA MC)

7.7 Passive Final Approach Spacing Tool (pFAST )

7.8 Surface Movement Advisor (SMA)

7.9 Surface Management System (SMS)

7.10 Traffic Management Advisor (TMA)

7.11 Intelligent Routing for Efficient Pushback Times & Taxi

7.12 Free Maneuvering for User Preferred Departures

7.13 Trajectory Negotiation for User Preferred Departures

7.14 Trajectory Negotiation for User-Preferred Local TFM Conformance

7.15 Collaboration for Mitigating Local TFM Constraints due to Weather,
SUA, Complexity

7.16 Collaboration for User-Preferred Arrival Metering

7.17 Self Spacing for Merging & In-Trail Separation

7.18 Trajectory Exchange for Merging & In-Trail Separation

7.19 Intelligent Routing for Efficient Active-Runway Crossing & Taxi

7.20 Enhanced Visual Approaches (Visual acquisition with existing
procedures, ADS-B only)

7.21 Enhanced Visual Approaches (with new procedures using ADS-B only)

7.22 Enhanced Visual Approaches (with new procedures using ADS-B and
TIS-B)

7.23 Approach Spacing (for Visual Approaches)

7.24 Approach Spacing (for Instrument Approaches)

7.25 Enhanced Parallel Approaches in VMC/MVMC

7.26 Departure Spacing/Clearance (VMC in Radar)

7.27 Approaches to Closely Space Parallel Runways

7.28 Closer Climb and Descent in Non-Radar Airspace

7.29 In-Trail Spacing in En Route Airspace

7.30 Merging in En Route Airspace

7.31 Passing Maneuvers in En Route Airspace

7.32 Enhanced IMC Airport Surface Operations

7.33 Radar Like Services with ADS-B

34. Evaluation of FFPI Tools

7.35 Problem Analysis Resolution and Ranking (PARR)

Detailed descriptions of each are provided where available.

## Active Final Approach Spacing Tool (aFAST)

Last Revised: September 2001

Description Source: **Titan Systems Corporation, Air Traffic Systems
Division**; *[Overview Description, aFAST (Active Final Approach Spacing
Tool)](../NASA/DST_ovrvw/AFAST_o.doc),* Prepared Under RTO-62, AATT
Operational Concept for ATM -- Year 2002 Update, May 2001

###  DESCRIPTION

Active FAST is designed to deal with the complexities of inter-arrival
spacing within the TRACON (particularly on the final approach path).
Active FAST generates "control instruction" level advisories whereby
controllers issue specific speed and heading instructions based upon the
advisories. Advisories will be displayed to controllers via their
standard terminal color displays. Dedicated aFAST displays will be
provided for TMCs in the ARTCC and TRACON. These displays will be used
for strategic planning. Displays will also be available for ATCSs in the
Tower. The Tower displays will provide enhanced situational awareness.

As arrivals enter the TRACON, they are assigned a runway and sequence
number. Active FAST builds a plan for these arrivals based on aircraft
performance characteristics, airspace constraints, and separation
requirements. A trajectory for each aircraft is created and adjusted
based on real time radar updates. These trajectory calculations include
identification of when and where each aircraft should receive speed
adjustments or headings. These speeds and headings will eventually be
able to be incorporated into future technologies such as Datalink.
However, in the near term operational environment, these advisories will
be displayed in logical increments (e.g. speeds of 210 knots and 180
knots, headings in 10 degree increments) to the TRACON arrival
controller so that they can be issued as control instructions. Active
FAST continues to monitor and update the plan based upon radar track
updates. The plan is modified when necessary, and ultimately leads to an
optimized delivery of aircraft to the runway threshold.

The primary users of the aFAST advisories are the TRACON arrival
controllers. However, many other users can benefit from the information.
Other controllers within the TRACON can view the aFAST advisories to
better understand the arrival controller's plan (e.g. a departure
controller may want to know whether or not an arrival may be instructed
to slow down or turn). TMCs in the TRACON can use the aFAST information
to make dynamic runway changes for aircraft near the TRACON boundary.
The information displayed on the Planview Graphical User Interface
(PGUI) can also help the TMCs in the TRACON and ARTCC better understand
the traffic situation inside the TRACON. Controllers in the ATCT can
also benefit from the PGUI by observing where gaps will occur in the
arrival stream (for runway crossings or departure slots).

The aFAST system uses aircraft flight plans and position data from FAA
computers, inputs from TRACON arrival controllers and traffic managers,
and current weather information, to produce advisories to assist
controllers in managing and controlling arrival traffic. The weather
information is provided either by the Rapid Update Cycle (RUC), or by
the Integrated Terminal Weather System (ITWS). RUC provides a weather
forecast every 3 hours (80 km grid). ITWS provides a weather forecast
every 5 minutes (2 km grid).

TRACON arrival controllers interact with aFAST, both receiving
advisories and providing inputs, through standard FAA hardware. The
aFAST advisories will be displayed to TRACON controllers on FAA TRACON
display systems. Controller inputs will be made through message entry
devices. Traffic managers interact with aFAST through dedicated aFAST
displays. They provide inputs such as runway spacing requirements,
airport configuration, and airport acceptance rates. Traffic managers in
both the ARTCC and TRACON may monitor aFAST timelines to gain a more
accurate picture of the real-time operation in the TRACON.

###  BIBLIOGRAPHY

1.  **Titan Systems Corporation, Air Traffic Systems Division**;
    *[Overview Description, aFAST (Active Final Approach Spacing
    Tool)](../NASA/DST_ovrvw/AFAST_o.doc),* Prepared Under RTO-62, AATT
    Operational Concept for ATM -- Year 2002 Update, May 2001

2.  **Titan Systems Corporation, Air Traffic Systems Division**;
    *[General Description, aFAST (Active Final Approach Spacing
    Tool)](../NASA/DST_gnral/AFAST_g.doc)* Prepared Under RTO-62, AATT
    Operational Concept for ATM -- Year 2002 Update, May 2001

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

4.  **Federal Aviation Administration, US Department of Transportation,
    Washington DC**; *National Airspace System Architecture Version
    4.0*; January 1999

5.  **National Aeronautics and Space Administration, Ames Research
    Center**; *CTAS - Final Approach Spacing Tool (FAST)*; July 2000
    <http://ctas.arc.nasa.gov/project_description/fast.html>

6.  **National Aeronautics and Space Administration, Ames Research
    Center**; [*Center TRACON Automation System -- FAST Fact
    Sheet*](../NASA/FAST_FS.pdf); April 2000

7.  **Robinson III, J. E., D. R. Isaacson**; [*A Concurrent Sequencing,
    and Deconfliction Algorithm for Terminal Area Air Traffic
    Control*](../CTAS/robinson_08_00.pdf); AIAA Guidance, Navigation,
    and Control Conference, Denver, CO; August 2000

8.  **Quinn, C., J. E. Robinson III**; [*A Human Factors Evaluation of
    Active Final Approach Spacing Tool
    Concepts*](../CTAS/quinn_06_00.pdf); 3rd USA/Europe Air Traffic
    Management R&D Seminar, Napoli, Italy; June 2000

9.  **Mueller, K. T., J. E. Robinson III**; *[Final Approach Spacing
    Tool (FAST) Velocity Accuracy Performance
    Analysis](../CTAS/mueller_08_98.pdf),* AIAA Guidance, Navigation,
    and Control Conference, Boston, MA; August 1998

10. **Robinson III, J. E., T. J. Davis, and D. R. Isaacson**; *[Fuzzy
    Reasoning-Based Sequencing of Arrival Aircraft in the Terminal
    Area](../CTAS/robinson_08_97.pdf);* AIAA Guidance, Navigation and
    Control Conference, New Orleans, LA; August 1997

11. **Lee, K. K. and T. J. Davis**; [*The Development of the Final
    Approach Spacing Tool(FAST): A Cooperative Controller-Engineer
    Design Approach*](../CTAS/lee_08_96.pdf); Journal of Control
    Engineering Practice, Vol. 4, No. 8, pp. 1161-1168; August 1996

12. **Lee, K. K., and T.J. Davis**; *[The Development of the Final
    Approach Spacing Tool (FAST): A Cooperative Controller-Engineer
    Design Approach](../NASA/950081_lee.pdf),* NASA TM 110359; August
    1995 and *Proceedings the Fifth IFAC Symposium on Automated Systems
    Based on Human Skill*; September 1995

13. **Krzeczowski, K.J., T.J.Davis, H.Erzberger, I.Lev-Ram, and C.P.
    Bergh**; *Knowledge-Based Scheduling of Arrival Aircraft in the
    Terminal Area*; Proceedings of the AIAA Guidance, Navigation, and
    Control Conference, Paper No. AIAA-95-3366, Baltimore, MD; August
    1995

14. **Slattery, R.A.**; *Terminal Area Trajectory Synthesis for Air
    Traffic Control Automation*; submitted to the American Control
    Conference; June 1995

15. **Bergh, C.P., K.J. Krzeczowski, and T.J. Davis**; *TRACON Aircraft
    Arrival Planning and Optimization through Spatial Constraint
    Satisfaction*; Air Traffic Control Quarterly, Vol. 3, No. 2; 1995

16. **Davis, T.J., K.J. Krzeczowski, and C. Bergh**; [*The Final
    Approach Spacing Tool*](../CTAS/davis_09_94.pdf); IFAC Thirteenth
    Symposium on Automatic Control in Aerospace, Palo Alto, CA;
    September 1994

17. **Credeur, L., W.R. Capron, G.W. Lohr, D.J. Crawford, D.A. Tang, and
    W.G. Rodgers, Jr.**; *A Comparison of Final Approach Spacing Aids
    for Terminal ATC Automation*; Air Traffic Control Quarterly, Vol.
    1(2) 135-178; 1993

18. **Davis, T.J., H. Erzberger, S.M. Green, and W. Nedell**; *Design
    and Evaluation of an Air Traffic Control Final Approach Spacing
    Tool*; Journal of Guidance, Control and Dynamics, Vol. 14, No. 4;
    July/August 1991

19. [*NASA: Beyond Free Flight Phase 1
    Tools*](http://www.aero-space.nasa.gov/library/nasao/nbffp1t.htm);
    NASA Office of Aero-Space Technology

20. **Smith, Colin,** National Air Traffic Services Ltd, England;
    ***FINAL APPROACH SPACING TOOL***; December 1998

21. **Credeur, L., W.R. Capron, G.W. Lohr, D.J. Crawford, D.A. Tang, and
    W.G. Rodgers, Jr.**; *Final-Approach Spacing Aids (FASA) Evaluation
    for Terminal-Area, Time-Based Air Traffic Control*; NASA Technical
    Paper 3399; December 1993

22. **Davis, T.J., H. Erzberger, and S.M. Green**; *Simulator Evaluation
    of the Final Approach Spacing Tool*; American Control Conference;
    San Diego, CA; May 1990; NASA Technical Memorandum 102807; 1990

23. **Davis, T.J., H. Erzberger, and H. Bergeron**; *Design of a Final
    Approach Spacing Tool for TRACON Air Traffic Control*; NASA
    Technical Memorandum 102229; Ames Research Center, 1989

24. **Erzberger, H., and Nedell, W**.; *Design of Automated System for
    Management of Arrival Traffic*, NASA TM-102201; June 1989

25. **MIT Lincoln Laboratory**; *Center TRACON Automation System Build 2
    Operational Description Document*; July 1997

26. **Swenson, H. N., T. Hoang, S. Engelland, D. Vincent, T. Sanders, B.
    Sanford, and K. Heere**; [*Design and Operational Evaluation of the
    Traffic Management Advisor at the Fort Worth Air Route Traffic
    Control Center*](../CTAS/swenson_06_97.pdf); 1st USA/Europe Air
    Traffic Management R&D Seminar; Saclay, France; June 1997

27. **Davis, T. J., Erzberger, H., Green, S. M., Nedell, W.**; *Design
    and Evaluation of an Air Traffic Control Final Approach Spacing
    Tool*, Journal of Guidance, Control, and Dynamics, Vol. 14, No. 4,
    pp. 848-854

28. **MIT Lincoln Laboratory**, *Center-TRACON Automation System (CTAS)
    Build 2 Computer-Human Interface (CHI) Requirements Specification,
    Final Revision*, August 1998

29. **Quinn, C., and R. E. Zelenka**; [*ATC / Air Carrier Collaborative
    Arrival Planning*](../CTAS/quinn_12_98.pdf); 2nd Management R&D
    Seminar; Orlando, FL; December 1-4, 1998

30. **Davis, T. J., Isaacson, D. R., Robinson, J. E. III, den Braven,
    W., Lee, K. K., Sanford, B**.; *Operational Field Test Results of
    the Final Approach Spacing Tool*; Proceedings of the IFAC 8^th^
    Symposium on Transportation Systems; Chania, Greece; June 1997

31. **Isaacson, D. R., Davis, T. J., Robinson J. E. III**;
    *Knowledge-based Runway Assignment for Arrival Aircraft in the
    Terminal Area*; AIAA Guidance, Navigation, and Control Conference;
    New Orleans, LA; August 1997

32. **Zelenka, R. E., R. Beatty, and S. Engelland**; [Preliminary
    Results of the Impact of CTAS Information on Airline Operational
    Control](http://www.ctas.arc.nasa.gov/publications/abstracts/zelenka_08_98_abstract);
    AIAA Guidance, Navigation, and Control Conference; Boston, MA;
    August 10-12, 1998

33. **Slattery, R.,** *Examination of Possible Future Terminal Area
    Procedures*; AIAA Guidance, Navigation, and Control Conference; San
    Diego, CA; July 1996

34. **Lee, K. K., Sanford, B., Slattery, R.**; *The Human Factors of FMS
    Usage in the Terminal Area*, AIAA Modeling and Simulation
    Technologies Conference; New Orleans, LA; August 1997

35. **Hinton, D. A.**; *Aircraft Vortex Spacing System (AVOSS)
    Conceptual Design*; NASA TM 110184; August 1995

36. **Clarke, J. B., Hansman, R. J.**; *Systems Analysis of Noise
    Abatement Procedures Enabled by Advanced Flight Guidance
    Technology*; AIAA-97-0490, Presented at the 35th Aerospace Sciences
    Meeting; Reno, Nevada; January 1997

37. **Welsch, Jerry D., Andrews, John W*.****; An Examination of Prior
    aFAST Benefits Analysis Studies - Interim Report*; MIT/LL
    92PM-AATT-0002; December 1999

38. **Welsch, Jerry D., Andrews, John W.**; *Final Approach Spacing Tool
    Benefits Final Report*; MIT/LL 92PM-AATT-0009; September 2000

## Collaborative Arrival Planner (CAP)

Last Revised: November 2000

Description Source: **National Aeronautics and Space Administration,
Ames Research Center**; [*Center TRACON Automation System -- CAP Fact
Sheet*](../NASA/CAP_FS.pdf); April 2000

###  DESCRIPTION

The CAP is an extension of the NASA CTAS, a set of software DSTs that
provides computer-generated advisories to assist both Center and TRACON
traffic management coordinators and air traffic controllers in the
efficient management and control of terminal area air traffic. While
Center TRACON Automation System (CTAS) was designed to assist air
traffic service providers (air traffic managers and controllers), CAP
assists the users of the NAS (air carriers) by leveraging and expanding
the capabilities of CTAS. A specialized CAP Display System was designed
and developed in order to facilitate the sharing of CTAS Traffic
Management Advisor (TMA) information with air carriers. The CAP Display
System provides air carriers with the same CTAS TMA information that is
used by air traffic managers and controllers to plan and control the
flow of arrival traffic into DFW. In cooperation with the FAA and air
carriers, CAP Display Systems were installed at American Airlines and
Delta Airlines facilities in DFW in 1998 and 1999, respectively. The CAP
Display Systems have assisted air carrier operations in both AOC and
Airline Ramp Tower settings by providing accurate time of arrival
predictions and situational awareness of Center and TRACON operations.

A major impediment to an airline\'s ability to accurately predict
arrival times for its aircraft is uncertainty in the magnitude of
terminal-area ATC delays. At Fort Worth Center, terminal area delays are
calculated and assigned to each arrival aircraft by the CTAS TMA.
Controllers then issue speed and heading commands to arrival aircraft in
order to meet TMA scheduled times of arrival. Because the TMA scheduled
times of arrival are actually used to control the flow of arrival
traffic, they are more accurate than airline estimates of arrival time.
Analysis of airline and CTAS data has shown that for a typical arrival
rush period, 66% of the TMA scheduled times of arrival fall within 2.2
minutes of the actual times of arrival, compared to 5.8 minutes for
airline predictions.

In addition to improved time of arrival predictions, CAP Display Systems
provide airlines with better situational awareness of Center and TRACON
operations. The CAP Displays allow airlines to see real-time aircraft
position and speed data and assigned landing runway. Airlines also have
access to air traffic management information including both current and
planned runway configuration and airport arrival rate. This is the first
time that real-time air traffic management information used to control
arrival traffic has been shared with air carriers.

Based on the success of the CAP Display Systems at American and Delta
Airlines, it is expected that CAP will aid all airlines that hub at
sites where CTAS operates. To aid in the dissemination of CTAS data,
airlines have requested that NASA provide CTAS TMA data in digital
format so that it can be integrated into their own decision support
systems. In coordination with the FAA, NASA is working with the Volpe
Center to develop the capabilities to distribute CTAS TMA information to
the airlines via the CDMnet. This should enable greater collaboration
between the airlines and air traffic management, further reducing the
economic impact of ATM restrictions on the airlines and increasing
airline operational efficiency.

###  BIBLIOGRAPHY

1.  **National Aeronautics and Space Administration, Ames Research
    Center**; [*Center TRACON Automation System -- CAP Fact
    Sheet*](../NASA/CAP_FS.pdf); April 2000

2.  **National Aeronautics and Space Administration, Ames Research
    Center**; *Center TRACON Automation System - Collaborative Arrival
    Planning (CAP)*; July 2000
    [[http://ctas.arc.nasa.gov/project_description/cap.html]{.underline}](http://ctas.arc.nasa.gov/project_description/fast.html)

3.  **Heere, K. R., and R. E. Zelenka**; [*A Comparison of Center/TRACON
    Automation System and Airline Time of Arrival
    Predictions*](../NASA/00V0006_heere.pdf); NASA/TM-2000-209584, pp.
    26; February 2000

4.  **Carr, G. C., H. Erzberger, and F. Neuman**; [*Airline Arrival
    Prioritization in Sequencing and
    Scheduling*](../CTAS/carr_12_98.pdf); 2^nd^ USA/Europe Air Traffic
    Management R&D Seminar; Orlando, FL; December 1-4, 1998

5.  **Quinn, C., and R. E. Zelenka**; [*ATC / Air Carrier Collaborative
    Arrival Planning*](../CTAS/quinn_12_98.pdf); 2nd Management R&D
    Seminar; Orlando, FL; December 1-4, 1998

6.  **Carr, G. C., H. Erzberger, and F. Neuman**; [*Delay Exchanges in
    Arrival Sequencing and
    Scheduling*](http://www.ctas.arc.nasa.gov/publications/abstracts/carr_08_98_abstract);
    Journal of Aircraft, Vol. 36, No. 5, pages 785-791;
    September-October 1999

7.  **Zelenka, R. E., R. Beatty, and S. Engelland**; [Preliminary
    Results of the Impact of CTAS Information on Airline Operational
    Control](http://www.ctas.arc.nasa.gov/publications/abstracts/zelenka_08_98_abstract);
    AIAA Guidance, Navigation, and Control Conference; Boston, MA;
    August 10-12, 1998

8.  [Collaborative Arrival Planner (CAP) Project
    Description](http://ctas.arc.nasa.gov/project_description/cap.html);
    Center TRACON Automation System; Ames Research Center, NASA; July
    2000

9.  **Couluris, G.J., Schleicher, D.R and Weidner, T.,** *Terminal
    Airspace Decision Support Tools Preliminary Technical Performance
    Metrics and Economic Quantification*, Seagull Technology, November
    1998

## Direct-To (D2)

Last Revised: September 2001

Description Source: **Titan Systems Corporation, Air Traffic Systems
Division**; *[Overview Description, Direct-To
(D2)](../NASA/DST_ovrvw/D2_o.doc);* Prepared Under RTO-62, AATT
Operational Concept for ATM -- Year 2002 Update, June 2001

###  DESCRIPTION

The Direct-To Controller Tool identifies aircraft that can save at least
one minute of flying time by flying direct to a down-stream fix along
its route of flight. A list ordered by time savings is presented on a
display for the controller, showing the call sign, equipment suffix,
time savings, Direct-To fix, wind-corrected magnetic heading to the fix,
and conflict status for eligible aircraft within a controller\'s sector.
A point-and-click button next to the call sign on the Direct-To List
activates a trial planning function that allows the controller to
quickly visualize the direct route, choose a different fix if necessary,
and automatically input the direct route flight plan amendment to the
Host computer. The Direct-To List is strictly advisory and the
controller may issue the direct route as advised, modify the direct
route or remove the advisory depending on traffic conditions or other
factors. The Direct-To Tool was implemented in CTAS by adding one
additional process to the existing software architecture for the TMA.

Accounting for the wind field is an essential element of the Direct-To
algorithm. CTAS receives hourly updates of the National Oceanic and
Atmospheric Administration\'s Rapid Updated Cycle atmospheric model,
which represents the highest accuracy wind model currently available.
For each candidate aircraft, CTAS computes the time to fly to the
Direct-To fix along the flight plan route and the time to fly direct to
the fix. If the savings along the direct route is greater than one
minute, the clearance advisory is added to the Direct-To List.

The controller interface for the Direct-To Tool has been designed to be
accessible from the controller's display monitor. It employs a graphical
user interface similar to software running on workstations and personal
computers. With the Direct-To Tool, the controller selects items from
menus and sends flight plan amendments from the controller display to
the Host computer using point-and-click actions executed with a mouse or
track ball. Experience gained from field tests of the CTAS Conflict
Probe/Trial Planner established strong controller preference for a
point-and-click graphical user interface that minimizes, if not
altogether eliminates, the time-consuming keyboard entries currently in
use. An efficient and controller-friendly interface not only will ensure
controller acceptance of the Direct-To Tool but also will increase the
likelihood that controllers will use the Tool when the opportunity
arises. For a Tool such as this, whose use is not safety-critical but is
essentially voluntary, a friendly and low workload interface provides
the main incentive for controllers to use it. The Tool interface
consists of the Direct-To List, point-and-click executable commands, and
graphical display of trajectories.

The Trial Planner provides the controller with special tools and
interactive graphics for managing the trajectories of aircraft in climb,
cruise, and descent. With few exceptions, all interactions with the
Trial Planner are conducted by point-and-click actions with the mouse
(or trackball). Thus, "head down" keyboard entries are almost entirely
eliminated. Conflict probing using the CTAS conflict detection algorithm
is an integral part of the Trial Planner. The Trial Planner allows the
controller to put any aircraft, not just aircraft in the Direct-To List,
in trial planning mode. The Conflict Probe/Trial Planner has been
evaluated in field tests at the Denver Center and the Fort Worth Center.
The Trial Planner provides the ability to evaluate and select any one of
numerous alternatives to the trajectories generated by the direct-to
algorithm. Controllers found the ability to easily change the direct-to
fix to be a useful feature, especially when the direct-to trajectory
shows a conflict.

###  BIBLIOGRAPHY

1.  **Titan Systems Corporation, Air Traffic Systems Division**;
    *[Overview Description, Direct-To
    (D2)](../NASA/DST_ovrvw/D2_o.doc);* Prepared Under RTO-62, AATT
    Operational Concept for ATM -- Year 2002 Update, June 2001

2.  **Titan Systems Corporation, Air Traffic Systems Division**;
    *[General Description, D2 (Direct-To)](../NASA/DST_gnral/D2_g.doc)*
    Prepared Under RTO-62, AATT Operational Concept for ATM -- Year 2002
    Update, May 2001

3.  **National Aeronautics and Space Administration, Ames Research
    Center**; [*Center TRACON Automation System -- Direct-To Fact
    Sheet*](../NASA/Direct2_FS.pdf); April 2000

4.  **National Aeronautics and Space Administration, Ames Research
    Center**; *Center TRACON Automation System - Direct-To Tool*; July
    2000

<http://ctas.arc.nasa.gov/project_description/direct-to.html>

5.  **NASA Ames Research Center**; [Direct-To Tool Project
    Description](http://www.ctas.arc.nasa.gov/project_description/direct-to.html);
    Center TRACON Automation System

6.  **Sridhar, B., G. B. Chatterji, and S. R. Grabbe**; [*Benefits of
    Direct-To in National Airspace System*](../CTAS/sridhar_08_00.pdf);
    AIAA Guidance, Navigation, and Control Conference; Denver, CO;
    August 2000

7.  **Erzberger, H., B. D. McNally, M. Foster, D. Chiu, and P.
    Stassart**; [*Direct-To Tool for En Route
    Controllers*](../../../../../../../../C:/WINDOWS/Desktop/Volume%202/CTAS/erzberger_09_99.pdf);
    ATM \'99: IEEE Workshop on Advanced Technologies and their Impact on
    Air Traffic Management in the 21^st^ Century; Capri, Italy;
    September 26-30, 1999

8.  **RTCA, Inc.**, Washington, DC; *Final report of the RTCA Task Force
    3, Free Flight Implementation*; October 1995 (Available from RTCA at
    202-833-9339)

9.  **McNally, D., Bach, R., Chan, W.**; *Field Test Evaluation of the
    CTAS Conflict Prediction and Trial Planning Capability*; AIAA
    99-4480, Boston MA; August 1998

10. **McNally, D., Erzberger, H., Bach, R., Chan, W.**; *A Controller
    Tool For Transition Airspace*, AIAA-99-4298; Guidance Navigation,
    and Control Conference, Portland, OR; August 1999

11. **Erzberger, H.; Davis, T.J.; Green, A.**; *Design of Center-TRACON
    Automation System*; AGARD Guidance and Control Symposium on Machine
    Intelligence in Air Traffic Management, Berlin, Germany; May 1993

12. **Slattery, R.; Zhao, Y.**; *Trajectory Synthesis For Air Traffic
    Automation*; AIAA J. Guidance, Control, and Dynamics, vol. 20, no.
    2, pp. 232-238; March-April 1997

13. **Benjamin, S.G.; Brundage, D.J.; and Morone, L.L.;** *The Rapic
    Update Cycle, Part I: Analysis/Model Description*; Technical
    Proceedings Bulletin no. 416, NOAA/NWS (available at
    http://www.fsl.noaa.gov/frd-bin/tpbruc.cgi).

14. **Erzberger, H., Paielli, R.A., Isaacson, D.R., Eshow, M.E.**;
    *Conflict Detection and Resolution in the Presence of Prediction
    Error*; 1st USA/Europe Air Traffic Management R&D Seminar, Saclay,
    France; June 1997

15. **Isaacson, D.R., Erzberger, H.**; *Design of a Conflict Detection
    Algorithm for the Center-TRACON Automation System*; 16th Digital
    Avionics Systems Conference, Irvine CA; October 1997

16. **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-15 -- B-16;
    April 2001

17. **Federal Aviation Administration, US Department of
    Transportation**; Free Flight Phase 2 WWW Site;
    <http://ffp1.faa.gov/about/about_ffp2.asp>

## En Route & Descent Advisor (EDA)

Last Revised: September 2001

Description Source: **Green, S., Vivona, R.**; [*AATT En route Descent
Advisor (EDA) Concept, NASA AATT Milestone
5.10*](../NASA/EDA_Milestone_5.10_(V1.0)_dist); NASA Ames Research
Center; September 1999

###  DESCRIPTION 

The En-route Descent Advisor (EDA) is a suite of decision support tool
(DST) capabilities designed to assist controllers to enable
user-preferred metering and separation in the departure, cruise, and
arrival phases of flight. EDA provides fuel-efficient advisories for
flow-rate conformance and integrates those advisories with conflict
detection and resolution (CD&R) capabilities.

Although adaptable to today's ATC procedures and airspace structure, EDA
is designed for the future "Free-Flight-like" environment characterized
by dynamic constraints and minimal route structure. EDA lends itself
well to such environments where it will facilitate the transition of
"random" traffic into an efficient/organized flow at the destination.
EDA capability will facilitate the transition of en route procedures
from today's "sector" orientation to a "trajectory" orientation. A
trajectory orientation is key to enabling Distributed Air-Ground Traffic
Management (DAG-TM) concepts in en route airspace.

The EDA concept is based on the development of procedures, DST
capabilities, and supporting technologies, to facilitate
trajectory-orientated operations resulting in a more efficient and
productive en route ATC service. Trajectory-oriented solutions are
enabled by providing controllers with active flow-rate-conformance
advisories (integrated with CD&R capabilities) and accurate
4D-trajectory predictions. This will reduce the workload and operating
costs associated with ATC interruptions/deviations, result in
fuel-efficient flow-rate conformance, and form the foundation necessary
to support DAG-TM (Free Flight) concepts.

In recent years, EDA capabilities have been de-emphasized in order to
emphasize near-term applications including the Conflict Probe and Trial
Planner (CPTP) and Direct-To (D2) capabilities. CPTP and D2 are both EDA
spin-offs designed to manage traffic that is not subject to flow-rate
constraints. Although the benefits of conflict probing and
user-preferred trajectories have historically been associated with EDA,
these benefits will not be considered here; instead, this report will
focus on the unique aspects of EDA over and above these basic
capabilities.

###  BIBLIOGRAPHY

1.  **Green, S., Vivona, R.**; [*AATT En route Descent Advisor (EDA)
    Concept, NASA AATT Milestone
    5.10*](../NASA/EDA_Milestone_5.10_(V1.0)_dist); NASA Ames Research
    Center; September 1999

2.  **Titan Systems Corporation, Air Traffic Systems Division**;
    *[General Description, EDA (En Route Descent
    Advisor)](../NASA/DST_gnral/EDA_g.doc)* Prepared Under RTO-62, AATT
    Operational Concept for ATM -- Year 2002 Update, August 2001

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

4.  [*Efficiency*](http://www.aero-space.nasa.gov/library/showcase/efficien.htm);
    Aero-Space Technologies Office, NASA; June 2000

5.  **Honeywell Technology Center**; [*Task Order 6- En Route Descent
    Advisor (EDA) Benefits Assessment*](../NASA/RTOFinal06.pdf); NASA
    Task Order 6 Final Report, AATT; NASA

6.  **Erzberger, H., and Chapel, J.**, *Concepts and Algorithms for
    Terminal Area Traffic Management*, Proceedings of the 1984 American
    Control Conference, San Diego, California, June 1994, pp. 166-173

7.  **Green, S., Davis, T, and Erzberger, H.**, *A Piloted Simulator
    Evaluation of a Ground-Based 4D Descent Advisor Algorithm*,
    Proceedings of the 1987 AIAA Conference on Guidance, Navigation, and
    Control, Monterey, CA, pp 1173-1180, August, 1987

8.  **Davis, T., and Green, S*.****, Piloted Simulation of a
    Ground-Based Time-Control Concept for Air Traffic Control*, NASA
    TM-101-85, June 1989

9.  **Erzberger, H., and Nedell, W.**, *Design of Automated System for
    Management of Descent Traffic*, NASA TM-101078, 1988

10. **Erzberger, H., and Nedell, W.**, *Design of Automated System for
    Management of Arrival Traffic*, NASA TM-102201, 1989

11. **Tobias, L., Volckers, U., and Erzberger, H.**, *Controller
    Evaluations of the Descent Advisor Automation Aid*, NASA TM-102197,
    1989

12. **Erzberger, H., and Engle, L.**, *Conflict Prediction Capability*,
    Addendum to TM-102201, 1989

13. **Davis, T.J., H. Erzberger, S.M. Green, and W. Nedell**; *Design
    and Evaluation of an Air Traffic Control Final Approach Spacing
    Tool*; Journal of Guidance, Control and Dynamics, Vol. 14, No. 4;
    July/August 1991

14. **Davis, T. J., D. R. Isaacson, J. E. Robinson III, W. den
    Braven, K. K. Lee, and B. Sanford**; *[Operational Field Test
    Results of the Passive Final Approach Spacing
    Tool](../CTAS/davis_09_94.pdf);* IFAC 8th Symposium on
    Transportation Systems, Chania, Greece; June 1997

15. **Erzberger, H., Davis, T.J., and Green, S.M.**, *Design of
    Center-TRACON Automation System*, AGARD Guidance and Control
    Symposium on Machine Intelligence in Air Traffic Management, Berlin,
    Germany, May, 1993. pp. 11-1-11-12

16. **Erzberger, H.**, *Design Principles and Algorithms for Automated
    Air Traffic Management*, AGARD Lecture Series No. 200 on
    Knowledge-based Functions in Aerospace Systems, Madrid, Paris, San
    Francisco, November 1995

17. **Williams, D.H., and Green, S.M.**; *Airborne Four-Dimensional
    Flight Management in a Time-Based Air Traffic Control Environment*;
    NASA TM 4269; March 1991

18. **Den Braven, W.**, Design and Evaluation of an Advanced Air-Ground
    Data-Link System for Air Traffic Control, NASA TM-103899, 1992

19. **Green, S., den Braven, W., and Williams, D.**; *Development and
    Evaluation of a Profile Negotiation Process for Integrating Aircraft
    and Air Traffic Control Automation*; NASA TM 4360; April 1993

20. **Williams, D.H., and Green, S.M.**, *Piloted Simulation of an
    Air-Ground Profile Negotiation Process in a Time-Based Air Traffic
    Control Environment*, NASA TM-107748, April, 1993

21. **Slattery, R. and Green, S.M.**, *Conflict-Free Trajectory Planning
    for Air Traffic Control Automation*, NASA TM-108790, January, 1994

22. **Oseguera, R.M., and Williams, D.H.**, *Flight Evaluation of the
    CTAS Descent Advisor Trajectory Prediction*, American Control
    Conference, Seattle, WA, June 21-23, 1995

23. **Williams, D. H., and Green, S. M.**, *Flight Evaluation of the
    Center / TRACON Automation System Trajectory Prediction Process*,
    NASA/TP-1998-208439, July 1998

24. **Green, S.M., Vivona, R., Grace, M.P., and Fang, T.C.**, *Field
    Evaluation of Descent Advisor Trajectory Prediction Accuracy for En
    route Clearance Advisories*, AIAA-98-4479, AIAA Guidance,
    Navigation, and Control Conference, Boston MA, August, 1998

25. **Green, S., Vivona, R.**; *Field Evaluation of Descent Advisor
    Trajectory Prediction Accuracy*; AIAA-96-3764; AIAA Guidance,
    Navigation, and Control Conference; July 1996

26. **Green, S., and Vivona, R*.****, Field Evaluation of Descent
    Advisor Trajectory Prediction Accuracy*, AIAA Paper 96-3764,
    presented at the Guidance, Navigation, and Control Conference, San
    Diego, Calif., July 1996

27. **Sanford, B. D., Lee, K. K., and Green, S. M.**, *Decision-aiding
    Automation for the En-route Controller: A Human Factors Field
    Evaluation*, presented at the Tenth International Symposium on
    Aviation Psychology, Columbus, Ohio, May, 1999

28. **Palmer, E., et al.**, *Development and Initial Field Evaluation of
    Flight Deck Procedures for Flying CTAS Descent Clearances*,
    Proceedings of the Eighth International Symposium on Aviation
    Psychology, Columbus, Ohio, 1995

29. **Palmer, E., et al.**, *Field Evaluation of Flight Deck Procedures
    for Flying CTAS Descents*, Presented at the Ninth International
    Symposium on Aviation Psychology, Columbus, Ohio, April 1997

30. **Erzberger, H., Paielli, R.A., Isaacson, D.R., and Eshow, M.**,
    *Conflict Detection and Resolution In the Presence of Prediction
    Error*, 1st USA / Europe Air Traffic Management R&D Seminar, Saclay,
    France, June 1997

31. **Laudeman, I.V., Brasil, C.L., and Stassart, P.**, *An Evaluation
    and Redesign of the Conflict Prediction and Trial Planning Graphical
    User Interface*, NASA TM-112227, April, 1998

32. **McNally, B.D., Bach, R.E., Chan, W.**, *Field Test Evaluation of
    the CTAS Conflict Prediction and Trial Planning Capability*, Paper
    No. 98-4480, Guidance, Navigation and Control Conference, Boston MA,
    August 10-12, 1998

33. **Bilimoria, K.D.**, *A Methodology for the Performance Evaluation
    of a Conflict Probe Tool*, Paper No. 98-4238, AIAA Guidance,
    Navigation and Control Conference, August 10-12, 1998

34. **McNally, B. D., Erzberger, H., Bach, R., and Chan, W.**,
    *Controller Tools for Transition Airspace*, AIAA-99-4298, AIAA
    Guidance, Navigation, and Control Conference, Portland OR, August,
    1999

35. **Davidson, G. T., Birtcil, L., and Green, S. M.**, *Comparison of
    CTAS and FMS Time-of-Arrival Control Strategies*, AIAA 99-4230, to
    be presented at the AIAA Guidance, Navigation, and Control
    Conference, Portland, OR, August 9-11, 1999

36. **Weidner, T., Davidson, G. T., Coppenbarger, R., and Green, S.
    M.**, *ATM Interruptions Benefits of User-CTAS Data Exchange*, AIAA
    99-4296, to be presented at the AIAA Guidance, Navigation, and
    Control Conference, Portland, OR, August 9-11, 1999

37. **Green, S., Goka, T., and Williams, D.**; *Enabling User
    Preferences through Data Exchange*; AIAA-97-3682; AIAA Guidance,
    Navigation, and Control Conference; August 1997

38. *Conflict Probe Operational Concept*, Narrative for Initial and
    Future Capabilities," ATO, Federal Aviation Administration, March
    1997

39. "*URET Delivery 3.0 System Level Requirements*," The MITRE
    Corporation, MWR-97W0000078R4, July 1997

40. **Brudnicki, D. J. and A. L. McFarland**; [*User Request Evaluation
    Tool (URET) Conflict Probe Performance and Benefits
    Assessment*](http://www.caasd.org/library/tech_docs/pre1999/mp97w112/index.html),
    MP 97W0000112; MITRE CAASD, McLean, VA; June 1997

41. *Full AERA Services, Operational Description*, The MITRE
    Corporation, MTR93-W0000061, September 1993

42. **Swenson, H.N. et al**, *Design & Operational Evaluation of the
    Traffic Management Advisor at the Fort Worth Air Route Traffic
    Control Center*, 1st USA / Europe Air Traffic Management R&D
    Seminar, Saclay, France, June 1997

43. Final Report of the RTCA Task Force 3, *Free Flight Implementation*,
    RTCA Inc., Washington D.C., October 26, 1995

44. *Distributed Air-Ground Traffic Management (DAG-TM) Concept*, NASA
    AATT Milestone 3 deliverable, NASA Ames Research Center, Moffett
    Field CA, September 1999

45. **Davidson, G., and Birtcil, L.**, *Sector Tools Descent Advisor
    Potential Benefits Analysis*, Seagull report 98154-01D, Subcontract
    SC075, NASA (Ames) contract NAS2-13767, April 1998

46. **Snyder, P*.****, Complete Benefits Assessment of Proposed Advanced
    Air Transportation Technologies*, AATT Milestone 6.7, NASA Ames
    Research Center, December 1998

47. **Culligan, B., et.al.**, *Advanced Air Transportation Technologies:
    TO-11 Potential Benefits of En Route Decision Support Tools, Task 4
    Report: Preliminary Benefits Assessment and Economic Conversion
    Report for EDA*, NRA TO-11 report to AATT, NASA Ames Research
    Center, December 1998

48. **Green, S., Grace, M.**; *Conflict-free Planning for En Route
    Spacing: A Concept for Integrating Conflict Probe and
    Miles-in-Trail*; AIAA-99-3988 AIAA Guidance, Navigation, and Control
    Conference; August 1999

49. **Green, S., and Vivona, R.**, [*En Route Descent Advisor Concept
    For Arrival Metering*](../NASA/EDA_082001.doc); AIAA 2001-4114;
    August 2001

## Expedite Departure Path (EDP)

Last Revised: September 2001

Description Source: **Titan Systems Corporation, Air Traffic Systems
Division**; *[Overview Description, Expedite Departure Path
(EDP)](../NASA/DST_ovrvw/EDP_o.doc);* Prepared Under RTO-62, AATT
Operational Concept for ATM -- Year 2002 Update, June 2001

###  DESCRIPTION

EDP is designed to provide advisory information to minimize the
inefficiencies as aircraft transition into the en route system.
Controllers are presented with advisories based upon a more complete
picture of the air traffic control system. Once an aircraft is airborne,
EDP advisories will be generated and displayed to controllers. Altitude
advisories will indicate the highest useable altitude for each
departure, based upon procedural constraints and conflicting traffic.
The calculation of traffic conflicts will be based upon EDP trajectory
predictions for the departures and potentially conflicting arrivals.
Speed and heading advisories will indicate the optimal path and speed
for sequencing departures over a fix or through a gate. The calculations
will be based upon trajectory predictions for each of the departures
relevant to the sequence. EDP information will also be displayed in the
TRACON and ARTCC TMUs. In addition to advisory information displayed on
the PGUIs, TMCs can view timelines indicating when the departures will
cross various fixes.

There are three categories of operational uses for EDP. The first
category is Climb Advisories. Climb advisories are presented to
controllers only when altitude restrictions are required. The second
category is Merging Over a Fix. Advisories are presented to controllers
in order to optimize en route spacing over a fix. The third category is
Merging Into the En Route Stream. The primary difference between the
second and third category is that these advisories are associated with
vectoring aircraft through a gate, instead of over a fix.

The EDP network uses aircraft flight plans and position data from FAA
computers, inputs from TRACON departure controllers, and current weather
predictions, to produce advisories to assist controllers in managing
departure traffic. TRACON departure controllers interact with EDP, both
receiving advisories and providing inputs, through standard FAA
hardware. Center and TRACON TMCs interact with EDP through a dedicated
EDP display, although the center TMU provides no inputs to EDP.

###  BIBLIOGRAPHY

1.  **Titan Systems Corporation, Air Traffic Systems Division**;
    *[Overview Description, Expedite Departure Path
    (EDP)](../NASA/DST_ovrvw/EDP_o.doc);* Prepared Under RTO-62, AATT
    Operational Concept for ATM -- Year 2002 Update, June 2001

2.  **Titan Systems Corporation, Air Traffic Systems Division**;
    *[General Description, EDP (Expedite Departure
    Path)](../NASA/DST_gnral/EDP_g.doc)* Prepared Under RTO-62, AATT
    Operational Concept for ATM -- Year 2002 Update, May 2001

3.  **National Aeronautics and Space Administration, Ames Research
    Center**; [*Center TRACON Automation System -- EDP Fact
    Sheet*](../NASA/EDP_FS.pdf); April 2000

4.  **National Aeronautics and Space Administration, Ames Research
    Center**, *Center TRACON Automation System -- Expedite Departure
    Path*; July 2000
    <http://ctas.arc.nasa.gov/project_description/edp.html>

5.  **Johnson (MIT/LL), Isaacson and Lee (NASA ARC)**; *Expedite
    Departure Path* *(EDP)* *Operational Concept*; Report #: NASA/A-3;
    August 1999

6.  **Volpe Center**; *A Safety Hazard Assessment Process For AATT
    Decision Support Tools With An Assessment Of Expedite Departure Path
    (EDP)*; July 2000

7.  **Couluris, G.J., Schleicher, D.R and Weidner, T.,** *Terminal
    Airspace Decision Support Tools Preliminary Technical Performance
    Metrics and Economic Quantification*, Seagull Technology, November
    1998

8.  **MIT Lincoln Laboratory***, Center-TRACON Automation System (CTAS)
    Operational Concept Document for Build 1*, May 1996

9.  **MIT Lincoln Laboratory**, *Center TRACON Automation System BUILD 2
    Operational Description Document*, July 1997

10. **Lee, Kathy and Quinn, Cheryl**, *Active FAST Shadow Simulation
    Test Plan Draft*, April 1998

11. **NASA Ames Research Center**, *CTAS TMA Reference Manual, Release
    5.3.1*, June 1998

12. **MIT Lincoln Laboratory**, *Center-TRACON Automation System (CTAS)
    Build 2 Computer-Human Interface (CHI) Requirements Specification,
    Final Revision*, August 1998

## Multi-Center Traffic Management Advisor (TMA MC)

Last Revised: September 2001

Description Source: **Titan Systems Corporation, Air Traffic Systems
Division**; *[Overview Description, Multi-Center Traffic Management
Advisor (McTMA)](../NASA/DST_ovrvw/McTMA_o.doc);* Prepared Under RTO-62,
AATT Operational Concept for ATM -- Year 2002 Update, May 2001

###  DESCRIPTION

In a multi-ARTCC environment, TMCs at multiple ARTCCs are involved in
flow management. Each ARTCC TMC has only part of the arrival picture;
the TRACON TMC is the first person in the arrival flow management
progression to have the full arrival picture. Because numerous
"short-hop" flights are an unpredictable element of an arrival rush,
flow management is further complicated, leaving the TMC without the
ability to accurately predict arrival demand. Without McTMA, flow
management becomes reactive.

McTMA is the extension of Single Center TMA (Section 6.10) to regions
where multi-center coordination is required. Ideally, McTMA and TMA
would be identical, except for the need to coordinate TMA-generated
planning information between the facilities. Thus McTMA will operate in
the same way as Single Center TMA with minimal restrictions added for
acceptable joint facility operation.

One of the ARTCCs involved in the flow management process is assigned
the responsibility of entering scheduling parameters into the McTMA
system. It is expected that the ARTCC TMU whose host computer is
associated with the TRACON approach control will make these entries. In
general, every TRACON has one and only one controlling ARTCC from a
McTMA perspective. Any ARTCCs that are computing ETAs for aircraft bound
to a TRACON that the ARTCC does not control would send the ETA
information to the McTMA system in the controlling ARTCC. The planning
function in the controlling ARTCC McTMA would create the integrated
schedule for all flights arriving at the primary airport and send the
STAs back to the contributing CTAS systems.

The parameters entered by the controlling ARTCC TMC appear on all TMA
displays, including those at the supporting ARTCCs, the TRACON and the
ATCSCC. The availability of a TMA display at the ATCSCC would enhance
the collaborative planning between ATC facilities. In addition to the
scheduling parameters, all TMA displays show the schedule that has been
developed by the controlling ARTCC. This schedule assigns airport and
arrival fix crossing times to flights to make efficient use of airport
arrival capacity and to equitably distribute delay among flights.

After the schedule has been modified by the controlling ARTCC TMC to
manage flow and workload, the scheduled arrival fix crossing times are
broadcast from the controlling ARTCC TMA to the sector controller
displays. The implementation of time-based metering by the controller in
the McTMA case follows the same procedures as the Single Center TMA
case. Controllers give speed and descent clearances and use vectors to
control flights to cross the arrival fix at the assigned time. If
necessary, controllers can swap the assigned slots for flights that have
the same approach speed profiles. The complexity and congestion of the
McTMA airspace may cause unavoidable delay. This may, in turn, cause
some flights to miss their assigned arrival fix crossing time. The
frequency of occurrence of this phenomenon and the severity of impact on
the overall arrival situation will be the subject of further analysis.

###  BIBLIOGRAPHY

1.  **Titan Systems Corporation, Air Traffic Systems Division**;
    *[Overview Description, Multi-Center Traffic Management Advisor
    (McTMA)](../NASA/DST_ovrvw/McTMA_o.doc);* Prepared Under RTO-62,
    AATT Operational Concept for ATM -- Year 2002 Update, May 2001

2.  **Titan Systems Corporation, Air Traffic Systems Division**;
    *[General Description, McTMA (Multi-Center Traffic Management
    Advisor)](../NASA/DST_gnral/McTMA_g.doc)* Prepared Under RTO-62,
    AATT Operational Concept for ATM -- Year 2002 Update, May 2001

3.  **National Aeronautics and Space Administration, Ames Research
    Center**; [*Center TRACON Automation System -- TMA Fact
    Sheet*](../NASA/TMA_FS.pdf); April 2000

4.  **National Aeronautics and Space Administration, Ames Research
    Center**; *Center TRACON Automation System - Traffic Management
    Advisor (TMA)*; July 2000
    [[http://ctas.arc.nasa.gov/project_description/tma.html]{.underline}](http://ctas.arc.nasa.gov/project_description/edp.html)

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

6.  **National Aeronautics and Space Administration, Ames Research
    Center**; *Aviation System Capacity 1999 Independent Annual Review
    -- Candidate Concepts for Multi-Center TMA, Milestone 3.6*; July
    2000

7.  **Federal Aviation Administration, US Department of
    Transportation**; *Free Flight Phase One -TMA*; July 2000
    [[http://ffp1.faa.gov/tools/tools_tma.asp]{.underline}](http://ffp1.faa.gov/tools/tools_tma.asp)

8.  **Couluris, G.J., Schleicher, D.R and Weidner, T.,** *Terminal
    Airspace Decision Support Tools Preliminary Technical Performance
    Metrics and Economic Quantification*, Seagull Technology, November
    1998

9.  National Air Traffic Controllers Association (NATCA); National Air
    Traffic Controllers Association (NATCA); [*[Memorandum of
    Understanding: Ground Rules Agreement For the Traffic Management
    Advisor
    Workgroup]{.underline}*](http://natcahelp.natca.net/online/mous/natca/mou254.html)

10. **Atkins, S. C., W. D. Hall**; [*A Case for Integrating the CTAS
    Traffic Management Advisor and the Surface Management
    System*](../CTAS/atkins_08_00.pdf); AIAA Guidance, Navigation, and
    Control Conference; Denver, CO; August 2000

11. **Wong, G. L.**, *The Dynamic Planner: The Sequencer, Scheduler, and
    Runway Allocator for Air Traffic Control Automation*,
    NASA/TM-2000-209586, April 2000

12. **Lee, K. K., C. M. Quinn, T. Hoang, and B. D. Sanford**; [*Human
    Factors Report: TMA Operational Evaluations 1996 &
    1998*](../NASA/00V0008_lee.pdf); NASA/TM-2000-209587, pp. 53;
    February 2000

13. **Hoang, T., and H. Swenson**; [*The Challenges of Field Testing of
    the Traffic Management Advisor in an Operational Air Traffic Control
    Facility*](../CTAS/hoang_08_97.pdf); AIAA Guidance, Navigation and
    Control Conference; New Orleans, LA; August 1997

14. **Hoang, T., and H. Swenson**; [*The Challenges of Field Testing the
    Traffic Management Advisor (TMA) in an Operational Air Traffic
    Control Facility*](../NASA/977300_hoang.pdf); NASA TM-112211; August
    1997

15. **Swenson, H. N., T. Hoang, S. Engelland, D. Vincent, T. Sanders, B.
    Sanford, and K. Heere**; [*Design and Operational Evaluation of the
    Traffic Management Advisor at the Fort Worth Air Route Traffic
    Control Center*](../CTAS/swenson_06_97.pdf); 1st USA/Europe Air
    Traffic Management R&D Seminar; Saclay, France; June 1997

16. **Synnestvedt, R.G., H. Swenson, and H. Erzberger**; *Scheduling
    Logic for Miles-In-Trail Traffic Management*; NASA Technical
    Memorandum 4700; September 1995

17. **Harwood, K., and B. Sanford**; [*Denver TMA
    Assessment*](../CTAS/harwood_10_93.pdf); NASA Contractor Report
    4554; October 1993

18. **Brinton, C.R.**, *An Implicit Enumeration Algorithm for Arrival
    Aircraft Scheduling,* Eleventh Digital Avionics Systems Conference,
    Seattle, WA, Oct. 1992

19. **Nedell, W., and H.Erzberger**, *The Traffic Management Advisor,*
    1990 American Control Conference, San Diego, CA, May 1990

20. **Alcabin, M., and H.Erzberger**, *Simulation of Time-Control
    Procedures for Terminal Area Flow Management,* Proceedings of the
    American Control Conference, Boston, MA, June, 1985

21. CSC CTAS Web Site - TMA Descriptions;
    <http://www.ctas-techxfer.com/>

22. *Multifacility TMA: Adaptation for Philadelphia Installation*, NASA
    AATT, RTO 32 Report

23. *Multifacility TMA: [Requirements for Philadelphia
    Installation](http://www.asc.nasa.gov/aatt/RTO/RTOFinal16.pdf)*,
    NASA AATT, RTO 16 Report

24. **Brinton et al,** Metron Inc., *Multi-Facility TMA: Fully Dependent
    TMA Analysis*, NASA AATT RTO 32, October 31, 1999 Draft

25. **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-15 -- B-16;
    April 2001

26. **Federal Aviation Administration, US Department of
    Transportation**; Free Flight Phase 2 WWW Site;
    <http://ffp1.faa.gov/about/about_ffp2.asp>

## Passive Final Approach Spacing Tool (pFAST )

Last Revised: July 2001

Description Source: **National Aeronautics and Space Administration,
Ames Research Center**; [*Center TRACON Automation System -- FAST Fact
Sheet*](../NASA/FAST_FS.pdf); April 2000

###  DESCRIPTION

The Final Approach Spacing Tool (FAST) is a decision support tool for
terminal area (TRACON) air traffic controllers. The TRACON typically
encompasses the airspace within approximately 40 miles of a major
airport. TRACON air traffic controllers manage arrival aircraft, which
enter their airspace from adjacent ATC facilities or internal airports.
The controllers are responsible for assigning an appropriate runway and
landing sequence to each aircraft and maintaining safe separation.

FAST assists air traffic controllers by providing its advisory
information on the radar planview displays. Additionally, FAST assists
traffic management coordinators by providing schedule information on
auxiliary timeline displays.

Early in the development of FAST, its functionality was divided into two
parts: Passive and Active. Passive advisories consist of runway
assignments and landing sequences to increase the efficiency of runway
usage. Active advisories consist of turn and speed commands to increase
the precision of final approach spacing.

The strength of an automation system such as FAST is its ability to
assign runways based upon accurate estimations of delay savings and
workload benefits early in the arrival process. The FAST runway
allocation algorithm attempts to meet four primary objectives: making an
early and accurate decision, reducing overall system delay, increasing
overall system throughput and reducing controller workload.

During each scheduling cycle, FAST builds a trajectory for each aircraft
from its current position to the runway threshold. The FAST sequencing
algorithm uses these trajectories to systematically order aircraft on
common trajectory paths and to merge aircraft on different trajectory
paths. Fuzzy reasoning is used to model the controllers\' cognitive
processes related to determining an efficient landing sequence.

Using the relative sequences of aircraft on each trajectory path, FAST
performs conflict prediction and resolution in order to achieve a
conflict-free arrival plan. The criteria considered during conflict
prediction are wake vortex minimum separation, custom runway specific
separation and custom flight-specific separation. When a conflict is
predicted, it is resolved by adding delay to the aircraft\'s
trajectories in the form of vectoring and speed control.

###  BIBLIOGRAPHY

1.  **National Aeronautics and Space Administration, Ames Research
    Center**; [*Center TRACON Automation System -- FAST Fact
    Sheet*](../NASA/FAST_FS.pdf); April 2000

2.  **National Aeronautics and Space Administration, Ames Research
    Center**; *CTAS - Final Approach Spacing Tool (FAST)*; July 2000
    <http://ctas.arc.nasa.gov/project_description/fast.html>

3.  **Federal Aviation Administration**, **US Department of
    Transportation, Washington DC**; *Addendum 1: Operational Tasks &
    Scenarios (Addendum)*; July 1998

4.  **Federal Aviation Administration, US Department of
    Transportation**; *Free Flight Phase One - pFAST*; July 2000
    [[http://ffp1.faa.gov/tools/tools_pfast.asp]{.underline}](http://ffp1.faa.gov/tools/tools_pfast.asp)

5.  **Lee, K. K., B. D. Sanford**; *[The Passive Final Approach Spacing
    Tool (pFAST) Human Factors Operational
    Assessment](http://ctas.arc.nasa.gov/publications/papers/lee_12_98.pdf);*
    2nd USA/Europe Air Traffic Management R&D Seminar, Orlando, FL,
    December 1-4, 1998

6.  **Lee, K. K., B. D. Sanford**; *[Human Factors Assessment: The
    Passive Final Approach Spacing Tool (pFAST) Operational
    Evaluation](../NASA/9900077_lee.pdf);* NASA TM 208750; October 1998

7.  **Mueller, K. T., J. E. Robinson III**; *[Final Approach Spacing
    Tool (FAST) Velocity Accuracy Performance
    Analysis](../CTAS/mueller_08_98.pdf),* AIAA Guidance, Navigation,
    and Control Conference, Boston, MA; August 1998

8.  **Robinson III, J. E., T. J. Davis, and D. R. Isaacson**; *[Fuzzy
    Reasoning-Based Sequencing of Arrival Aircraft in the Terminal
    Area](../CTAS/robinson_08_97.pdf);* AIAA Guidance, Navigation and
    Control Conference, New Orleans, LA; August 1997

9.  **Davis, T. J., D. R. Isaacson, J. E. Robinson III, W. den
    Braven, K. K. Lee, and B. Sanford**; *[Operational Field Test
    Results of the Passive Final Approach Spacing
    Tool](../CTAS/davis_09_94.pdf);* IFAC 8th Symposium on
    Transportation Systems, Chania, Greece; June 1997

10. **Lee, K. K. and T. J. Davis**; [*The Development of the Final
    Approach Spacing Tool(FAST): A Cooperative Controller-Engineer
    Design Approach*](../CTAS/lee_08_96.pdf); Journal of Control
    Engineering Practice, Vol. 4, No. 8, pp. 1161-1168; August 1996

11. **Lee, K. K., and T.J. Davis**; *[The Development of the Final
    Approach Spacing Tool (FAST): A Cooperative Controller-Engineer
    Design Approach](../NASA/950081_lee.pdf),* NASA TM 110359; August
    1995 and *Proceedings the Fifth IFAC Symposium on Automated Systems
    Based on Human Skill*; September 1995

12. **Krzeczowski, K.J., T.J.Davis, H.Erzberger, I.Lev-Ram, and C.P.
    Bergh**; *Knowledge-Based Scheduling of Arrival Aircraft in the
    Terminal Area*; Proceedings of the AIAA Guidance, Navigation, and
    Control Conference, Paper No. AIAA-95-3366, Baltimore, MD; August
    1995

13. **Slattery, R.A.**; *Terminal Area Trajectory Synthesis for Air
    Traffic Control Automation*; submitted to the American Control
    Conference; June 1995

14. **Bergh, C.P., K.J. Krzeczowski, and T.J. Davis**; *TRACON Aircraft
    Arrival Planning and Optimization through Spatial Constraint
    Satisfaction*; Air Traffic Control Quarterly, Vol. 3, No. 2; 1995

15. **Davis, T.J., K.J. Krzeczowski, and C. Bergh**; [*The Final
    Approach Spacing Tool*](../CTAS/davis_09_94.pdf); IFAC Thirteenth
    Symposium on Automatic Control in Aerospace, Palo Alto, CA;
    September 1994

16. **Credeur, L., W.R. Capron, G.W. Lohr, D.J. Crawford, D.A. Tang, and
    W.G. Rodgers, Jr.**; *A Comparison of Final Approach Spacing Aids
    for Terminal ATC Automation*; Air Traffic Control Quarterly, Vol.
    1(2) 135-178; 1993

17. **Davis, T.J., H. Erzberger, S.M. Green, and W. Nedell**; *Design
    and Evaluation of an Air Traffic Control Final Approach Spacing
    Tool*; Journal of Guidance, Control and Dynamics, Vol. 14, No. 4;
    July/August 1991

18. **Davis, T.J., H. Erzberger, and S.M. Green**; *Simulator Evaluation
    of the Final Approach Spacing Tool*; American Control Conference,
    San Diego, CA; May, 1990, NASA Technical Memorandum 102807; 1990

19. **Davis, T.J., H. Erzberger, and H. Bergeron**; *Design of a Final
    Approach Spacing Tool for TRACON Air Traffic Control;* NASA
    Technical Memorandum 102229, Ames Research Center; 1989

20. **Smith, Colin,** National Air Traffic Services Ltd, England; *FINAL
    APPROACH SPACING TOOL*; December 1998

21. **Credeur, L., W.R. Capron, G.W. Lohr, D.J. Crawford, D.A. Tang, and
    W.G. Rodgers, Jr.**; *Final-Approach Spacing Aids (FASA) Evaluation
    for Terminal-Area, Time-Based Air Traffic Control*; NASA Technical
    Paper 3399; December 1993

22. **Couluris, G.J., Schleicher, D.R and Weidner, T.,** *Terminal
    Airspace Decision Support Tools Preliminary Technical Performance
    Metrics and Economic Quantification*, Seagull Technology, November
    1998

23. **Federal Aviation Administration, US Department of
    Transportation**; *National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*; pp. B-15 -- B-16; April 2001

24. **Federal Aviation Administration, US Department of
    Transportation**; Free Flight Phase 2 WWW Site;
    <http://ffp1.faa.gov/about/about_ffp2.asp>

25. **Federal Aviation Administration, US Department of
    Transportation**; Free Flight Phase 1 WWW Site;
    [http://ffp1.faa.gov/about/about_ffp1.asp](http://ffp1.faa.gov/about/about_ffp2.asp)

26. **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

##  Surface Movement Advisor (SMA)

Last Revised: November 2000

Description Source: **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>

###  DESCRIPTION

SMA is a 100% user-defined system that facilitates an unprecedented
sharing of dynamic information among airlines, airport operators, and
air traffic controllers. It introduces a decentralized airport
\"Situational Awareness\" tool that presents to the system users the
effects that previous, current, and future arriving and departing
aircraft had, are having, and will have on parking ramps, gates,
taxiways, and runways. For example, SMA provides help to air traffic
controllers, supervisors, and coordinators in selecting optimum airport
configurations and the specifics on each aircraft before it \"pushes
back\" from the gate for departure. SMA also gives airlines and airport
officials touchdown, takeoff, and taxi time predictions for each
aircraft as well as access to air traffic control plans for runway
utilization, instrument departure routings and airport/runway
configurations. This real-time data has potentially huge tactical and
strategic monetary value. In addition, several aspects of SMA support
the establishment of the \"Free Flight\" concept as outlined by the RTCA
Committee on Free Flight.

SMA's objective, from the outset, focused on reducing only taxi-out
times by one minute per operation. Preliminary results from
Hartsfield-Atlanta International Airport, where the SMA prototype is
undergoing testing, have indicated a reduction in taxi times of over two
minutes per operation \-- well over 2000 minutes per day.

###  BIBLIOGRAPHY

1.  **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>

2.  [*Surface Movement Advisor
    (SMA)*](http://surface.arc.nasa.gov/sma/); Ames Research Center SMA
    (Web Document), NASA; March 1998

3.  **Glass, Brian J.**; [*Global Civil Aviation -- Safety: Surface
    Movement
    Advisor*](http://ji20963.arc.nasa.gov/r_t/1996/aero/safety11.html);
    Ames Research Center, NASA; 1996

4.  **Harke, Stan.**; [*Global Civil Aviation -- Affordability: Surface
    Movement
    Advisor*](http://ji20963.arc.nasa.gov/r_t/1997/aero/afford4.html);
    Ames Research Center, NASA; 1997

5.  **Federal Aviation Administration, US Department of
    Transportation**; *Free Flight Phase One --* *SMA*; July 2000
    [[http://ffp1.faa.gov/tools/tools_sma.asp]{.underline}](http://ffp1.faa.gov/tools/tools_sma.asp)

6.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-15 -- B-16;
    April 2001

7.  **Federal Aviation Administration, US Department of
    Transportation**; Free Flight Phase 2 WWW Site;
    <http://ffp1.faa.gov/about/about_ffp2.asp>

8.  **Federal Aviation Administration, US Department of
    Transportation**; Free Flight Phase 1 WWW Site;
    [http://ffp1.faa.gov/about/about_ffp1.asp](http://ffp1.faa.gov/about/about_ffp2.asp)

9.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

## Surface Management System (SMS)

Last Revised: July 2001

Description Source: **National Aeronautics and Space Administration**;
[*AATT ATM-SDI CTO-5 Statement of Objectives*](../NASA/SMSCTO5.doc);
p.1; September 2000

###  DESCRIPTION

NASA Ames Research Center, in cooperation with the FAA, is studying
automation for aiding surface traffic management. The Surface Management
System (SMS) is a decision support tool (DST) that will help controllers
and air carriers manage the movements of aircraft on the surface of busy
airports, improving capacity, efficiency, flexibility, and safety. SMS
will also interoperate with arrival and departure traffic management
decision support tools to provide additional benefits.

NASA is committed to developing an initial SMS functionality (Build 1
SMS), capable of providing benefits at many busy airports, to Technology
Readiness Level (TRL) 6 in time for transfer to the FAA's Free Flight
Phase 2 (FFP2) program. In addition, NASA is committed to accomplishing
Milestone 6 of the Advanced Air Transportation Technologies (AATT)
project, which calls for a laboratory demonstration of interoperable
arrival, surface, and departure traffic management automation.

The primary objective of the Research SMS and Build 1 SMS is to create
shared departure situation awareness between the FAA Tower, TRACON
and/or Center, and the air carriers. Information about future departure
demand is not currently available to controllers. By predicting
departure demand and disseminating that information, SMS is anticipated
to aid both strategic and tactical management of departures on the
surface. This initial surface capability, which parallels the approach
taken by TMA's Build 1, is a necessary first step toward future surface
automation, and is expected to itself provide benefits at the field site
in the near future.

###  BIBLIOGRAPHY

1.  **National Aeronautics and Space Administration**; [*AATT ATM-SDI
    CTO-5 Statement of Objectives*](../NASA/SMSCTO5.doc); p.1; September
    2000

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

3.  **National Aeronautics and Space Administration, Ames Research
    Center**; [*Center TRACON Automation System -- SMS Fact
    Sheet*](../NASA/SMS_FS.pdf); April 2000

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-15 -- B-16;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; Free Flight Phase 2 WWW Site;
    <http://ffp1.faa.gov/about/about_ffp2.asp>

## Traffic Management Advisor (TMA)

Last Revised: September 2001

Description Source: Titan Systems Corporation, Air Traffic Systems
Division; *[**Overview Description, Traffic Management Advisor
(TMA)**](../NASA/DST_ovrvw/TMA_o.doc);* Prepared Under RTO-62, AATT
Operational Concept for ATM -- Year 2002 Update, April 2001

###  DESCRIPTION

The TMA portion of CTAS generates schedules for aircraft arriving at a
Terminal Radar Approach Control (TRACON) facility. The Center air
traffic controllers and Traffic Management Coordinators (TMCs) manage
arriving aircraft that enter the Center from an adjacent Center or
depart from feeder airports within the Center. On the basis of the
current and future traffic flow, the TMC creates a plan to deliver the
aircraft, safely separated, to the TRACON at a rate that fully uses, but
does not exceed, the capacity of the TRACON and destination airports.
The TMC\'s plan consists of sequences and scheduled times of arrival
(STAs) at meter fixes, published points that lie on the Center-TRACON
boundary. The Center air traffic controllers issue clearances to the
aircraft in the Center so that they cross the meter fixes at the STAs
specified in the TMC\'s plan. Near the TRACON, the Center controllers
handoff the aircraft to the TRACON air traffic controllers.

TMA meters aircraft to "fixes," navigational waypoints used by
controllers, pilots, or both, and then to the runway threshold. Build 2
TMA uses "time" as a metering unit rather than "miles-in-trail." The
controllers in the TMU observe displays that either show time-lines with
aircraft on them or a plan-view of the ARTCC airspace around the adapted
airport similar to the plan-view displays controllers currently use to
separate and control aircraft. The time-lines show controllers an STA
and an ETA for each aircraft. Each time line shows STAs or ETAs to
either a meter fix or to the destination runway's threshold. Although
only the destination Towers, TRACONs, and ARTCC's see these displays,
the flight is monitored by TMA through out its journey.

###  BIBLIOGRAPHY

1.  Titan Systems Corporation, Air Traffic Systems Division;
    *[**Overview Description, Traffic Management Advisor
    (TMA)**](../NASA/DST_ovrvw/TMA_o.doc);* Prepared Under RTO-62, AATT
    Operational Concept for ATM -- Year 2002 Update, April 2001

2.  **Titan Systems Corporation, Air Traffic Systems Division;**
    *[General Description, Traffic Management Advisor
    (TMA)](../NASA/DST_gnral/TMA_g.doc);* Prepared Under RTO-62, AATT
    Operational Concept for ATM -- Year 2002 Update, April 2001

3.  National Aeronautics and Space Administration, Ames Research Center;
    [***Center TRACON Automation System -- TMA Fact
    Sheet***](../NASA/TMA_FS.pdf); April 2000

4.  **Federal Aviation Administration, US Department of
    Transportation**; *Free Flight Phase One -TMA*; July 2000
    [[http://ffp1.faa.gov/tools/tools_tma.asp]{.underline}](http://ffp1.faa.gov/tools/tools_tma.asp)

5.  **National Aeronautics and Space Administration, Ames Research
    Center**; *Center TRACON Automation System -- Traffic Management
    Advisor (TMA)*; July 2000
    <http://www.ctas.arc.nasa.gov/project_description/tma.html>

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

7.  **National Air Traffic Controllers Association (NATCA)**; [National
    Air Traffic Controllers Association
    (NATCA);](http://natcahelp.natca.net/online/mous/natca/mou254.html)
    [*Memorandum of Understanding: Ground Rules Agreement For the
    Traffic Management Advisor Workgroup*](../OTHER/mou254.html)

8.  **Atkins, S. C., W. D. Hall**; [*A Case for Integrating the CTAS
    Traffic Management Advisor and the Surface Management
    System*](../CTAS/atkins_08_00.pdf); AIAA Guidance, Navigation, and
    Control Conference; Denver, CO; August 2000

9.  **Wong, G. L.**; [*The Dynamic Planner: The Sequencer, Scheduler,
    and Runway Allocator for Air Traffic Control
    Automation*](../CTAS/wong_04_00.pdf); NASA/TM-2000-209586; April
    2000

10. **Lee, K. K., C. M. Quinn, T. Hoang, and B. D. Sanford**; [*Human
    Factors Report: TMA Operational Evaluations 1996 &
    1998*](../NASA/00V0008_lee.pdf); NASA/TM-2000-209587, pp. 53;
    February 2000

11. **Hoang, T., and H. Swenson**; [*The Challenges of Field Testing of
    the Traffic Management Advisor in an Operational Air Traffic Control
    Facility*](../CTAS/hoang_08_97.pdf); AIAA Guidance, Navigation and
    Control Conference; New Orleans, LA; August 1997

12. **Hoang, T., and H. Swenson**; [*The Challenges of Field Testing the
    Traffic Management Advisor (TMA) in an Operational Air Traffic
    Control Facility*](../NASA/977300_hoang.pdf); NASA TM-112211; August
    1997

13. **Swenson, H. N., T. Hoang, S. Engelland, D. Vincent, T. Sanders, B.
    Sanford, and K. Heere**; [*Design and Operational Evaluation of the
    Traffic Management Advisor at the Fort Worth Air Route Traffic
    Control Center*](../CTAS/swenson_06_97.pdf); 1st USA/Europe Air
    Traffic Management R&D Seminar; Saclay, France; June 1997

14. **Synnestvedt, R.G., H. Swenson, and H. Erzberger**; *Scheduling
    Logic for Miles-In-Trail Traffic Management*; NASA Technical
    Memorandum 4700; September 1995

15. **Harwood, K., and B. Sanford**; [*Denver TMA
    Assessment*](../CTAS/harwood_10_93.pdf); NASA Contractor Report
    4554; October 1993

16. **Brinton, C.R.**; *An Implicit Enumeration Algorithm for Arrival
    Aircraft Scheduling*, Eleventh Digital Avionics Systems Conference;
    Seattle, WA; October 1992

17. **Nedell, W., and H.Erzberger**; *The Traffic Management Advisor*;
    1990 American Control Conference; San Diego, CA; May 1990

18. **Alcabin, M., and H.Erzberger**; *Simulation of Time-Control
    Procedures for Terminal Area Flow Management*; Proceedings of the
    American Control Conference; Boston, MA; June 1985

19. **Couluris, G.J., Schleicher, D.R and Weidner, T.,** *Terminal
    Airspace Decision Support Tools Preliminary Technical Performance
    Metrics and Economic Quantification*, Seagull Technology, November
    1998

20. **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-15 -- B-16;
    April 2001

21. **Federal Aviation Administration, US Department of
    Transportation**; Free Flight Phase 2 WWW Site;
    <http://ffp1.faa.gov/about/about_ffp2.asp>

22. **Federal Aviation Administration, US Department of
    Transportation**; Free Flight Phase 1 WWW Site;
    [http://ffp1.faa.gov/about/about_ffp1.asp](http://ffp1.faa.gov/about/about_ffp2.asp)

23. **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

## Intelligent Routing for Efficient Pushback Times & Taxi

Last Revised: November 2000

Description Source: **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*](../DAG/DAG_TM.doc); p.20;
September 1999

###  DESCRIPTION

ATSP uses an Intelligent Ground System (IGS) to determine pushback time,
based on an estimated departure time transmitted (via datalink) by the
user/ramp. The IGS coordinates aircraft pushback requests, and
determines a pushback time that minimizes departure queues at the
runways while balancing runway assignments and intersection/runway
crossings. The proposed pushback time is displayed to the ATSP via an
interface that allows controllers to interact with the IGS and enter any
additional constraints known to them. ATSP transmits (via datalink) this
pushback time to the FD, ramp, tower, TRACON and supporting positions.
After pushback at the specified time, the aircraft begins taxiing toward
the departure queue on a cleared datalinked route. Through the
optimization of pushback timing, the departure runway queue can be
minimized.

###  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*](../DAG/DAG_TM.doc); p.20;
    September 1999

## Free Maneuvering for User Preferred Departures

Last Revised: November 2000

Description Source: **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*](../DAG/DAG_TM.doc); p.21;
September 1999

###  DESCRIPTION

During terminal-area operations, appropriately equipped aircraft are
given the authority to use FD-based trajectory planning DSTs to
autonomously select and implement a preferred departure path and climb
profile. Pre-departure clearance to operate in this mode is given by the
ATSP, based on an assessment of acceptable levels of terminal-area
constraints. While operating in autonomous departure mode, the flight
crew is responsible for ensuring separation from local traffic. The
flight crew performs this task with the aid of a CDTI with CD&R
capability, linked to a trajectory-planning capability. Aircraft intent
information is automatically broadcast via datalink to assist other
equipped aircraft and ATSP in conflict detection. The ATSP monitors all
operations in the terminal area and continues to provide normal
departure-clearance services to aircraft not equipped for free
maneuvering. For cases where the flight crew attempts, and fails, to
resolve a conflict, automated systems or the ATSP will provide a
required resolution.

###  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*](../DAG/DAG_TM.doc); p.21;
    September 1999

## Trajectory Negotiation for User Preferred Departures

Last Revised: November 2000

Description Source: **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*](../DAG/DAG_TM.doc); p.22;
September 1999

###  DESCRIPTION

The user (AOC and/or FD) selects the key parameters of their
user-preferred departure trajectory (desired routes, fixes and speeds),
and transmits them to the ATSP via datalink. Using a departure planning
DST, the ATSP computes a nominal conflict-free departure trajectory that
accommodates user preferences; this trajectory is then uplinked to the
FD for execution. ATSP monitors the execution of the nominal trajectory
for conflicts and transmits trajectory deviations as necessary for
conflict avoidance.

###  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*](../DAG/DAG_TM.doc); p.22;
    September 1999

## Trajectory Negotiation for User-Preferred Local TFM Conformance

Last Revised: November 2000

Description Source: **Couluris, G. J.**, Seagull Technology, Inc.;
[*Detailed Description for CE-6 , En route Trajectory
Negotiation*](../DAG/DAG_CE6-desc.doc); November 2000

###  DESCRIPTION

CE-6 operates in en route airspace to increase system flexibility and
user preference accommodation through use of ATSP-user trajectory
negotiation, augmented by advanced airborne and ground-based decision
support automation. The two problems solved by CE-6 address
complementary situations that require:

\(a\) resolution of potential conflicts due to violations of aircraft
minimum separation rules

\(b\) conformance with local TFM constraints

Situation "a" is the case in which trajectory negotiation is used to
resolve potential aircraft conflicts in the absence of local TFM
constraints. Situation "b" is the case in which trajectory negotiation
is used to provide conformance with TFM constraints, but this
conformance must also satisfy aircraft minimum separation requirements.
Both situations may occur simultaneously, or situation "a" may occur in
isolation from the other.

The approach taken by CE-6 is to implement the general capability to
resolve simultaneous potential violations of aircraft separation and
local TFM constraints. CE-6 is designed to provide all the functions,
processes, procedures and facilities to implement the general solution
to the union of both situations. CE-6 enables the resolution of isolated
potential aircraft conflicts as a sub-capability in which trajectory
negotiation is simplified by the exclusion of TFM constraint factors.

CE-6 provides an ATSP focus for implementing en route trajectory
negotiation within the framework of distributed decision-making between
ATS users and providers. ATSP retains full responsibility for separation
assurance, but users are integrated into the solution processes. Users
are able to exercise initiatives and participate in the en route traffic
management decision-making processes pertaining to the prevention of
violations to aircraft separation and local TFM constraints. CE-6
provides the mechanisms for dynamically incorporating user-determined
trajectory data and preferences into the assessment and the resolution
or avoidance of potential violations. These mechanisms include processes
for exchanging information, identifying and evaluating complex traffic
situations, and determining and implementing solutions.

The trajectory negotiation process implemented in CE-6 identifies,
reviews and resolves traffic management situations requiring corrective
or approval action with respect to potential violations of aircraft
separation and local TFM constraints. This process emphasizes the use of
continual updates of flight and atmospheric information together with
advanced decision support tools to support high-fidelity trajectory
prediction and situation assessment and real-time collaboration between
users and ATSP. This approach: enables the ATSP, FD and AOC operations
to accurately assess situations and formulate resolution options;
affords ATSP the opportunity to present information to users describing
traffic situation and trajectory constraints; affords users the
opportunity to present self-optimization preferences for ATSP
consideration; and promotes the application of resolutions that are
sensitive to user preferences. The resulting ATSP flexibility in
determining airspace use allows aircraft to fly efficient trajectories
based on the changing traffic and atmospheric conditions.

For effective trajectory negotiation, CE-6 requires development of
advanced ATSP, FD and AOC automation, and their operational and
technical integration based on advanced communications capabilities and
human-centered pilot and controller pilot procedures and technologies.
These functions must be properly structured and integrated to enable
users and ATSP to evaluate traffic situations accurately and determine
and implement optimal courses of action. The operational integration
focuses on the establishment of human-centered processes and interfaces
for using the computer-derived information cooperatively among ATSP, FD
and AOC to make the best use of trajectory negotiation.

###  BIBLIOGRAPHY

1.  **Couluris, G. J.**, Seagull Technology, Inc.; [*Detailed
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2.  **National Aeronautics and Space Administration, Aviation System
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3.  **Green, Steve**; [*Concept Element 6 En Route: Trajectory
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4.  **Leiden, Ken**; [*Trajectory
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5.  **Wilhelm, Eugene**; [*Problem Analysis, Resolution and Ranking
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6.  **Coppenbarger, Richard**; [*Trajectory Negotiation and
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7.  **Advanced Air Transportation Technologies Project, NASA Aviation
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17. **Couluris, G.J., Weidner, T., and Sorensen, J.A., Seagull
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20. **Davidson, T.G., Birtcil, L., Seagull Technology, Inc.**;
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21. **Davidson, G., and Birtcil, L.**, *Sector Tools Descent Advisor
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22. **Davidson, T.G., Weidner, T., Birtcil, L.**; *En Route/Descent
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23. **Eurocontrol Experimental Centre**; *Study of the Acquisition of
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24. **Federal Aviation Administration**; *Concept of Operations for the
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26. **Favennec, B., Salembier, P.**; *ESCAPADE: Display of Downlinked
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27. **FMS-ATM Next Generation (FANG) Team, Federal Aviation
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28. **FMS-ATM Next Generation (FANG) Team, Federal Aviation
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29. **Green, S.**; *AATT Concept for Constrained En route Airspace; NASA
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30. **Green, S.**; *En route Spacing Tool: Efficient Conflict-free
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31. **Green, S., den Braven, W., and Williams, D.**; *Development and
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32. **Green, S., Goka, T., and Williams, D.**; *Enabling User
    Preferences through Data Exchange*; AIAA-97-3682; AIAA Guidance,
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33. **Green, S., Grace, M.**; *Conflict-free Planning for En Route
    Spacing: A Concept for Integrating Conflict Probe and
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    Conference; August 1999

34. **Green, S., Vivona, R.**; [*AATT En route Descent Advisor (EDA)
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    5.10*](../NASA/EDA_Milestone_5.10_(V1.0)_dist); NASA Ames Research
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35. **Green, S., Vivona, R.**; *Field Evaluation of Descent Advisor
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36. **Green, S., Vivona, R., Grace, M., and Fang, T.**; *Field
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37. **Heimerman, Kathryn, The MITRE Corporation, Center for Advanced
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38. **Honeywell, Inc.**; *Documentation for En Route Data Exchange (EDX)
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39. **Leiden, K., Green, S.**; *Trajectory Orientation: A
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    Seminar; Napoli, Italy; June 2000

40. **National Aeronautics and Space Administration**; *NASA Strategic
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41. **RTCA**; *Operational Concepts and Data Elements Required to
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42. **Schleicher, D., Weidner, T., Seagull Technology, Inc**; *NASA/FAA
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43. **Schleicher, D., Weidner, T., Coppenbarger, R., Seagull Technology,
    Inc.**; *En Route Data Exchange Phase 2 Field Evaluation, CTAS
    Software Requirements, Version 1.0*; TM 99185.01-02; February 1999

44. **Schleicher, D., Weidner, T., Coppenbarger, R., Seagull Technology,
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45. **Select Committee on Free Flight Implementation, RTCA Inc.**;
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    Free Flight*; August 1997

46. **Sridhar, B., Seth, K., and Grabbe, S**; *Airspace Complexity and
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47. **Thedford, William, et al., System Resources Corporation**;
    [*En-Route Constrained Airspace Concept
    Definition*](../NASA/TO7.doc); September 1999

48. **Vivona, R., Ballin, M., Green, S., Bach, R., McNally, D.**; *A
    System Concept for Facilitating User Preferences n En Route
    Airspace*; NASA Technical Memorandum 4763; November 1996

49. **Wanke, Craig**; *Using Air-Ground Data Link and Operator-Provided
    Planning Data to Improve ATM Decision Support System Performance*;
    IEEE 0-7803-4150-3/97; March 1997

50. **Weidner, J., Davidson, T.G., Birtcil, L., Seagull Technology,
    Inc.**; *Potential Benefits of User Preferred Descent Speed
    Profile*; Report 00188.26-02, July 2000

51. **Weidner, J., Davidson, T.G., Dorsky, D., Seagull Technology,
    Inc.**; *En Route Descent Advisor (EDA) and En Route Data Exchange
    (EDX) ATM Interruption Benefits*; Report 00188.26-01; July 2000

52. **Weidner, J., Green, S.**; *Modeling ATM Automation Metering
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53. **Weidner, J., Mueller, T., Seagull Technology, Inc.**;
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    DTFA01-96-Y-01009; June 1998

55. **Weidner, T., Davidson, T.G., Seagull Technology, Inc.**;
    *Fuel-Related Benefits Analysis of En Route Data Exchange*; TM
    98175.9-01; December 1998

56. **Williams, D.H., and Green, S.M.**; *Airborne Four-Dimensional
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58. **Williams, D.H., Green, S.M.**; *Flight Evaluation or the
    Center/TRACON Automation System Trajectory Prediction Process*;
    NASA/TP-1998-208439; July 1998

59. **Williams, D.H., Green, S.M., den Braven, W., Arbuckle, P.D.**;
    *Profile Negotiation: An Air/Ground Automation Integration Concept
    for Managing Arrival Traffic*; AGARD Guidance and Control Panel
    56^th^ Symposium on Machine Intelligence in Air Traffic Management;
    Berlin, Germany; May 1993

## Collaboration for Mitigating Local TFM Constraints due to Weather, SUA, Complexity

Last Revised: August 2001

Description Source: **Vivona, Robert, SRC/Titan Systems Corp.;**
[*Detailed Description for CE-7, En route: Collaboration for Mitigating
Local TFM Constraints due to Weather, SUA, and Complexity
Constraints*](../DAG/DAG_CE7-desc.doc); November 2000

###  DESCRIPTION

An approach to solving local TFM inefficiencies associated with
Constrained Airspace Problems is to create system-wide collaboration
between the ATSP at the impacted ARTCC and the users (represented by
flight deck (FD) crews and/or airline operations centers (AOC)) with the
objective of eliminating or mitigating the impact of predicted NAS
operational constraints. This approach is consistent with the
collaborative decision-making approach used at the national level
between users and the Air Traffic Control System Command Center
(ATCSCC).

For lost airspace problems, the objective is to mitigate the airspace
capacity impact by involving uses in the flow-restriction decision.
Solutions are characterized by user-ATSP collaboration that may vary in
form as a function of time horizon (i.e., time to go until a particular
flight, or group of flights, are predicted to reach the "constrained
airspace"). Prior to the formulation of a TFM initiative by the local
Traffic Management Unit (TMU), users have the ability to identify
potential airspace constraints and request deviations to avoid them.
When a TFM initiative is required, users have the opportunity to
collaborate on the flights selected and the methods of deviation to
maximize user preference. When a TFM initiative needs to be implemented,
user preference information is known by the local TMU and deviations are
as consistent with the preferences as is allowable.

For gained airspace problems, both ATSP and users have the ability to
identify aircraft deviations that gain operational benefit (to users
and/or ATSP) by utilization of the additional airspace. Gained airspace
presents an opportunity to the ATSP to reduce the complexity of
neighboring sectors that are congested (i.e., lost airspace). For users,
gained airspace presents an opportunity to improve flight
characteristics, such as reductions in time to fly and fuel consumption.

For user request problems, the negative downstream TFM impacts of user's
request are avoided by ATSP evaluation of requests for constrained
airspace impacts prior to acceptance. Similarly, users can avoid
requesting changes that cause (or are impacted by) downstream congestion
by evaluating the request against predictions of future NAS state.

To enable such a collaborative approach, decision support tools (DSTs)
are required for the ATSP and the users. These DSTs provide the
stakeholders with the ability to predict constrained airspace problems
and support collaborative resolutions.

###  BIBLIOGRAPHY

1.  **Vivona, Robert, SRC/Titan Systems Corp.;** [*Detailed Description
    for CE-7, En route: Collaboration for Mitigating Local TFM
    Constraints due to Weather, SUA, and Complexity
    Constraints*](../DAG/DAG_CE7-desc.doc); November 2000

2.  **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*](../DAG/DAG_TM.doc)**;** September
    1999

3.  **Green, Steve**; [*Concept Element 7 En Route: \[TFM\]
    Collaboration for Mitigating Constraints due to Weather, SUA, and
    Airspace Complexity (Congestion)*](../DAG/CE7Briefing.pdf); Free
    Flight - DAG/TM Workshop, NASA Ames Research Center. Moffett Field,
    CA. May 22-24, 2000

4.  **Sridhar, Banavar**; [*Dynamic
    Density*](../DAG/Sridhar_DynamicDensity.pdf); Free Flight - DAG/TM
    Workshop, NASA Ames Research Center. Moffett Field, CA; May 22-24,
    2000

5.  **Chambliss, Anthony, The MITRE Corporation**; [*Collaborative
    Routing Coordination Tool (CRCT)*](../DAG/Chambliss_CRCT.pdf); Free
    Flight - DAG/TM Workshop, NASA Ames Research Center. Moffett Field,
    CA. May 22-24, 2000

6.  **Brinton, Chris**; [*Sector
    Metering*](../DAG/Brinton_SectorMetering.pdf); Free Flight - DAG/TM
    Workshop, NASA Ames Research Center. Moffett Field, CA; May 22-24,
    2000

##  Collaboration for User-Preferred Arrival Metering

Last Revised: November 2000

Description Source: **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*](../DAG/DAG_TM.doc); p.30;
September 1999

###  DESCRIPTION

Using arrival-planning DSTs, users (AOC and/or FD) determine arrival
preferences (arrival time, runway and meter-fix) that conform to all
known NAS constraints. Meter-fix and runway preferences allow the user
to influence their arrival routing and taxi time. Arrival time
preferences help all users to maintain their arrival schedule; they also
enable "hubbing" users to influence the sequencing of flights in their
arrival banks. In addition to the nominal preferences, the user could
also specify a "delay weighting" for each runway and meter-fix. For
example, a user may nominally prefer runway 28-left. However, if the
delay for 28-L were to exceed some threshold compared to another runway,
the preference would change to the other runway. The same would apply to
a meter-fix entry point where a user may prefer to fly a longer path to
enter the TRACON from another fix in order to avoid excessive delays
along the more direct path.

The user preferences would be transmitted by the AOC (or FD) to the ATSP
by datalink; this information enables the ATSP to accurately predict
arrival traffic load. The ATSP uses an arrival-planning DST to analyze
the arrival preferences submitted by the users, and to then formulate an
arrival metering initiative that determines arrival sequence,
meter-fixes and runway assignments, while accommodating user preferences
to the maximum extent possible. Using datalink, the ATSP transmits
information on arrival runway assignments and required times of arrival
(RTAs) at assigned meter-fixes to the users (FD and/or AOC).

It is noted that the proposed solution may also be applicable to en
route spacing for management of arrival delay. Choice of arrival routing
may place a flight through a spacing-reference fix that results in more
or less delay than the nominal routing. The user may also want to
indicate a delay weighting for its preferred routing (i.e., indicate how
much delay is acceptable for the preferred route before an alternative
route is preferred). The choice of sequence and desired time of arrival
will have a direct impact on the FCFS order used to space flights over a
particular spacing-reference fix.

###  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*](../DAG/DAG_TM.doc); p.30;
    September 1999

## Self Spacing for Merging & In-Trail Separation

Last Revised: November 2000

Description Source: **Sorensen, John**; *[Detailed Description for
CE-11, Terminal Arrival: Self Spacing for Merging and In-trail
Separation](../DAG/DAG_CE11-desc.doc);* Seagull Technology Inc.;
November 2000

###  DESCRIPTION

Concept Element 11 (CE-11) is focused on bringing greater flight
efficiency and runway throughput to busy terminal areas and runways
through flight crew (FC) use of flight management system (FMS) and
cockpit display of traffic information (CDTI) technology. The general
idea is that by implementing a distributed control system via
integrating FMS and CDTI avionics with the air traffic management (ATM)
system would enable the flight crew (FC) to provide tighter control of
the merging and spacing processes. The excess spacing buffers that exist
between consecutive aircraft during approach could be reduced. This
spacing buffer reduction could increase runway throughput. In addition,
by enabling the aircraft to fly more direct or efficient routes within
the terminal airspace, additional flight efficiencies could be realized.

This concept is based on the general hypothesis that by enabling
distributed approach control conducted by the individual participating
FCs would provide greater flight efficiency and other benefits and would
be more cost effective than providing the air traffic service provider
(ATSP) with more automation tools to pursue the same benefits. Future
research experiments are to be conducted to prove or disprove this
hypothesis.

In visual meteorological conditions (VMC), aircraft are often able to
maintain closer spacing during the terminal approach phase of flight,
thereby increasing the capacity of the terminal area and the runway
acceptance rate. In the current system, the FC's are often requested to
accept responsibility for visual self-separation once they acknowledge
they can see the immediately leading aircraft. In this situation, the FC
is responsible for determining and then maintaining a safe separation
from the immediate Lead aircraft, and is therefore not subject to the
ATSP's minimum separation requirements. CE-11 addresses providing
similar spacing during instrument meteorological conditions (IMC) via
use of the CDTI.

Self-separation will enable the FC's of equipped aircraft to merge
autonomously with another arrival stream and/or maintain in-trail
separation relative to a designated Lead aircraft under IMC as they
would under VMC, thus potentially increasing arrival throughput. In this
investigation, self merging and spacing applies to aircraft that are
subject to spacing requirements during arrival, extending from the
terminal area feeder fix (FF) or TRACON boundary to FAF.

Anticipated procedures for self merging and spacing involve the ATSP
transferring responsibility for in-trail separation to FCs of properly
equipped aircraft, while retaining responsibility for separating these
aircraft from crossing and non-equipped traffic. Once the FC receives
clearance to merge and maintain spacing relative to a designated Lead
aircraft, the FC establishes and maintains a relative position of their
aircraft with frequent monitoring and speed/course adjustments.

Under some conditions, information such as required time of arrival
(RTA) at the FAF may be provided by an appropriate ATSP-based DST,
thereby enabling accurate inter-arrival spacing that accounts for
differing final approach speeds or wake vortex avoidance. Similarly,
RTAs may be used at each traffic stream merge point so that aircraft FMS
guidance generates trajectories that are smoothly merged by meeting the
associated RTAs.

Self merging and spacing will make use of data link capabilities to
provide traffic position information. The CDTI and/or advanced flight
director/heads up display (HUD) will provide guidance technology as the
source of spatial and temporal situation awareness to the FC. Cues
within the traffic display will provide information to the FC to enable
either manual merging followed by station-keeping or monitoring of
automatic 4D trajectory management by the FMS.

###  BIBLIOGRAPHY

1.  **Sorensen, John**; *[Detailed Description for CE-11, Terminal
    Arrival: Self Spacing for Merging and In-trail
    Separation](../DAG/DAG_CE11-desc.doc);* Seagull Technology Inc.;
    November 2000

2.  **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*](../DAG/DAG_TM.doc); September
    1999

3.  **Pritchett, Amy and L. J. Yankosky**; [*Preliminary Investigation
    of CDTI and Procedures for Terminal Area In-Trail Spacing and
    Merging*](../DAG/Pritchett.pdf); Free Flight - DAG/TM Workshop, NASA
    Ames Research Center. Moffett Field, CA; May 22-24, 2000

4.  **Mittelman, Jeff**; *Cockpit Display of Traffic Information
    (CDTI)*; Free Flight - DAG/TM Workshop; NASA Ames Research Center.
    Moffett Field, CA; May 22-24, 2000

5.  **Kopardekar, Parimal**; *Approach Station Keeping Study*; Free
    Flight - DAG/TM Workshop, NASA Ames Research Center. Moffett Field,
    CA; May 22-24, 2000

6.  **Mogford, Richard and Gary Lohr**; [*Terminal Arrival: Self-Spacing
    for Merging and In-Trail Separation*](../DAG/MogfordLohr1.pdf); Free
    Flight - DAG/TM Workshop, NASA Ames Research Center. Moffett Field,
    CA; May 22-24, 2000

7.  **Smith, Philip, Charles Billings, et. al.** ; [*Alternative
    Cognitive Architectures to Support Collaborative Decision
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8.  **Anon.**; *DAG-TM Concept Element 11 Research Plan*; NASA AATT
    Project Internal Document, March 2000

9.  **Sorensen, J., Hollister, W., Burgess, M., and Davis, D.**;
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    April 1991

10. **Love, W. D., et al**; *A Concept for Reducing Oceanic Separation
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12. **Sorensen, J. A., and Goka, T.**; *Analysis of In-Trail Following
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13. **Goka, T.**; *Enhanced TCAS II/CDTI Traffic Sensor Digital
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14. **Connelly, M. E.**; *Simulation Studies of Airborne Traffic
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15. **Williams, D. H.**; *Time-Based Self-Spacing Techniques Using
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16. **Williams, D. H., and Wells, D. C.**; *Jet Transport Operations
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    Meteorological Conditions*; NASA TP-2567, Langley Research Center,
    Hampton, VA; May 1986

17. **Hart, S. G., and Wempe, T. E.**; *Cockpit Displays of Traffic
    Information: Airline Pilots' Opinions about Content, Symbology, and
    Format*; NASA TM 78601, Ames Research Center, Moffett Field, CA;
    August 1979

18. **Palmer, E. A., et al**; *Perception of Horizontal Aircraft
    Separation on a Cockpit Display of Traffic Information*; "Human
    Factors", Vol. 22, No. 5, October 1980

19. **Abbott, T. S.**; *A Compensatory Algorithm for the Slow-Down
    Effect on Constant-Time-Separation Approaches*; NASA TP 2386,
    Langley Research Center, VA; 1985

20. **Abbott, T. S.**; *Simulation of a Cockpit-Display Concept for
    Executing a Wake-Vortex Avoidance Procedure*; NASA TP-2300; 1984

21. **Abbott, T. S.**; *A Cockpit-Display Concept for Executing a
    Multiple Glide-Slope Approach for Wake-Vortex Avoidance*; NASA
    TP-2386; 1985

22. **Swedish, W. J.**; *Evaluation of the Potential for Reduced
    Longitudinal Spacing on Final Approach*; Rep. No. FAA-EM-79-7;
    August 1979

23. **Cieplak, J. J.**; *Operational Trials of the In-Trail Climb
    Procedure: Interim Results*; MITRE Paper 97W0000121, 1995

24. **RTCA**; *Guidance for Initial Implementation of Cockpit Display of
    Traffic Information*; Document No. RTCA/DO-243; 1998

25. **RTCA**; *Operations Concepts for Cockpit Display of Traffic
    Information (CDTI) Applications*, Draft 1; RTCA Paper No. 186-98,
    September 1998

26. **RTCA**; *Development and Implementation Planning Guide for
    Automatic Dependent Surveillance Broadcast (ADS-B) Applications*;
    Paper No. 114-99/SC186-135; August 1999

27. **Olmos, B. O., Mundra, A., et al**; *Evaluation of Near-Term
    Applications for ADS-B/CDTI Implementation*; 98WAC-73; World
    Aviation Congress Conference; September 1998

28. **Olmos, B. O.**; *Wilmington (ILN) '99 OpEval: Overview*; April
    2000

29. **Waller, M. C., and Scanlon, C. H.**; *A Simulation Study of
    Instrument Meteorological Condition Approaches to Dual Parallel
    Runways Spaced 3400 and 2500 Feet Apart Using Flight-Deck-Centered
    Technology*; NASA TM-1999-208743; Langley Research Center, Hampton,
    VA; March 1999

30. **Hammer, J.**; *Study of the Geometry of a Dependent Approach
    Procedure to Closely Spaced Parallel Runways*; 18^th^ Digital
    Avionics Systems Conference, St. Louis, MO; October 1999

31. **Carpenter, B. D., and Kuchar, J. K.**; *A Probability-Base
    Alerting Logic for Aircraft on Parallel Approach*; NASA CR 201685;
    Langley Research Center, Hampton, VA; April 1997

32. **Delzell, S., Johnson, W. W., and Liao, M.**; *Pilots' Spatial
    Mental Models for Memory of Heading and Altitude*; 17^th^ Digital
    Avionics Systems Conference; Bellevue, WA; 1998

33. **Carnes, J.**; [*Point-in-Space Ghosting
    Technology*](../DAG/Carnes.pdf); Scientific Consulting & Automated
    Technological Services (SCATS) viewgraph presentation; DAG TM
    Workshop, NASA Ames Research Center, May 22-24, 2000

## Trajectory Exchange for Merging & In-Trail Separation

Last Revised: November 2000

Description Source: **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*](../DAG/DAG_TM.doc); p.35;
September 1999

###  DESCRIPTION

The flight deck (FD) will transmit relevant information on aircraft and
trajectory parameters (e.g., aircraft weight, position, velocity
components, estimated time of arrival at trajectory change points,
planned final approach speed, local winds) via datalink to the ATSP.
This information will allow the appropriate ATSP-based DST to accurately
predict aircraft trajectories, thereby enabling it to plan conflict-free
trajectories for accurate merging/spacing with minimal spacing buffers.
The ATSP-computed trajectory will be transmitted via datalink to the FD
for accurate execution by the Flight Management System (FMS). The flight
crew and ATSP monitor trajectory conformance. It is emphasized that the
ATSP retains all responsibility for ensuring adequate spacing. An
ATSP-based DST may provide speed advisories to the aircraft's FMS in
order to fine-tune the aircraft\'s trajectory; however, it is especially
important to avoid a situation where the ATSP "remotely" flies the
aircraft, and the flight crew is not effectively in the loop.

###  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*](../DAG/DAG_TM.doc); p.35;
    September 1999

## Intelligent Routing for Efficient Active-Runway Crossing & Taxi

Last Revised: November 2000

Description Source: **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*](../DAG/DAG_TM.doc); p.37;
September 1999

###  DESCRIPTION

The development of an Intelligent Ground System (IGS) would allow for
improved coordination between ATSP entities, the ATC Tower and ATC
ground controller, thereby improving traffic flow. The IGS would detect
gaps in the arrival stream, utilizing the predictive arrival
capabilities of an approach DST. The IGS, using modeled aircraft data,
can then be used to direct appropriately equipped aircraft to
efficiently cross the active runway during these gaps or \"windows\" in
the arrival stream. The IGS-proposed clearances are displayed to the
ATSP via an interface that allows controllers to interact with the IGS
and enter any additional constraints known to them.

To address the communication problems, datalink technology will be used
for surface operations clearances and other communications. Either
before touchdown, or immediately after runway turn off, pilots will
receive their taxi clearance from the ATSP via datalink text message.
Pilots will acknowledge the clearance by pressing datalink response
buttons located on the instrument panel, while retaining a text display
of their clearance. The amount of verbal communication is reduced, thus
lowering workload, frequency congestion, and opportunities for
communication errors. Also, datalink may decrease or eliminate the need
to stop while receiving a taxi clearance, thus increasing taxi
efficiency. This concept requires two-way datalink capability between
ATSP and FD, increased knowledge of aircraft locations by ATSP, and
communication protocols between user, gate, and ATSP.

### 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*](../DAG/DAG_TM.doc); p.37;
    September 1999

## Enhanced Visual Approaches (Visual acquisition with existing procedures, ADS-B only)

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); pp.3-4 -- 3-5; April 2000

###  DESCRIPTION

This application helps pilots visually acquire and identify the aircraft
called-out by controllers prior to visual approach clearances by showing
the identity and trajectory of aircraft on a CDTI. By using the CDTI to
aid in the transition to a visual approach, the procedure will be used
more often and more efficiently. Visual approaches are the backbone of
operations at major airports in the US and provide greater arrival
capacity than IFR operations. During visual approaches, traffic
advisories are issued to pilots, and once the pilot confirms acquisition
of traffic and runway, a visual approach clearance is issued. Most
facilities have specific established minima to which visual approaches
can be conducted; however, specific environmental conditions such as
haze, sunlight, and patchy clouds may result in the suspension of visual
approaches at higher ceiling and visibility values. CDTI may help
enhance visual approach operations in one of several ways including:

\- Improved visual traffic acquisition

\- Reduction in pilot and controller workload

\- Increased reliability of conducting visual operations to established
minima

\- Reduction in the minima to which visual approaches are conducted

The first phase ... of the application avoids significant changes to air
traffic management (ATM) communication procedures by not including
flight ID in traffic call-outs by controllers. This phase also avoids
requiring any additional functionality in the ground automation systems
by relying solely on the ADS-B of equipped aircraft for the information
displayed on the CDTI.

The second phase ... of the application extends current pilot/controller
procedures for visual approaches to take explicit advantage of the
positive identification of traffic that is supported by ADS-B/CDTI. The
procedures for traffic call-out by the controller to a CDTI equipped
aircraft will be changed to include the flight ID of the traffic. This
is expected to further enhance the safety and efficiency of visual
approaches.

In the third phase ... of the application, non-equipped aircraft appear
on the CDTI based on a Traffic Information Service Broadcast (TIS-B) of
ground radar-based data. This makes the application more broadly usable
in situations of mixed equipage. This phase of the application will
address the TIS-B function in the ground automation systems and the
human factors issues of presenting TIS-B targets on the CDTI.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); pp.3-4 -- 3-5; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Enhanced Visual Approaches (with new procedures using ADS-B only)

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); pp.3-4 -- 3-5; April 2000

###  DESCRIPTION

This application helps pilots visually acquire and identify the aircraft
called-out by controllers prior to visual approach clearances by showing
the identity and trajectory of aircraft on a CDTI. By using the CDTI to
aid in the transition to a visual approach, the procedure will be used
more often and more efficiently. Visual approaches are the backbone of
operations at major airports in the US and provide greater arrival
capacity than IFR operations. During visual approaches, traffic
advisories are issued to pilots, and once the pilot confirms acquisition
of traffic and runway, a visual approach clearance is issued. Most
facilities have specific established minima to which visual approaches
can be conducted; however, specific environmental conditions such as
haze, sunlight, and patchy clouds may result in the suspension of visual
approaches at higher ceiling and visibility values. CDTI may help
enhance visual approach operations in one of several ways including:

\- Improved visual traffic acquisition

\- Reduction in pilot and controller workload

\- Increased reliability of conducting visual operations to established
minima

\- Reduction in the minima to which visual approaches are conducted

The first phase ... of the application avoids significant changes to air
traffic management (ATM) communication procedures by not including
flight ID in traffic call-outs by controllers. This phase also avoids
requiring any additional functionality in the ground automation systems
by relying solely on the ADS-B of equipped aircraft for the information
displayed on the CDTI.

The second phase ... of the application extends current pilot/controller
procedures for visual approaches to take explicit advantage of the
positive identification of traffic that is supported by ADS-B/CDTI. The
procedures for traffic call-out by the controller to a CDTI equipped
aircraft will be changed to include the flight ID of the traffic. This
is expected to further enhance the safety and efficiency of visual
approaches.

In the third phase ... of the application, non-equipped aircraft appear
on the CDTI based on a Traffic Information Service Broadcast (TIS-B) of
ground radar-based data. This makes the application more broadly usable
in situations of mixed equipage. This phase of the application will
address the TIS-B function in the ground automation systems and the
human factors issues of presenting TIS-B targets on the CDTI.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); pp.3-4 -- 3-5; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Enhanced Visual Approaches (with new procedures using ADS-B and TIS-B)

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); pp.3-4 -- 3-5; April 2000

###  DESCRIPTION

This application helps pilots visually acquire and identify the aircraft
called-out by controllers prior to visual approach clearances by showing
the identity and trajectory of aircraft on a CDTI. By using the CDTI to
aid in the transition to a visual approach, the procedure will be used
more often and more efficiently. Visual approaches are the backbone of
operations at major airports in the US and provide greater arrival
capacity than IFR operations. During visual approaches, traffic
advisories are issued to pilots, and once the pilot confirms acquisition
of traffic and runway, a visual approach clearance is issued. Most
facilities have specific established minima to which visual approaches
can be conducted; however, specific environmental conditions such as
haze, sunlight, and patchy clouds may result in the suspension of visual
approaches at higher ceiling and visibility values. CDTI may help
enhance visual approach operations in one of several ways including:

\- Improved visual traffic acquisition

\- Reduction in pilot and controller workload

\- Increased reliability of conducting visual operations to established
minima

-   Reduction in the minima to which visual approaches are conducted

The first phase ... of the application avoids significant changes to air
traffic management (ATM) communication procedures by not including
flight ID in traffic call-outs by controllers. This phase also avoids
requiring any additional functionality in the ground automation systems
by relying solely on the ADS-B of equipped aircraft for the information
displayed on the CDTI.

The second phase ... of the application extends current pilot/controller
procedures for visual approaches to take explicit advantage of the
positive identification of traffic that is supported by ADS-B/CDTI. The
procedures for traffic call-out by the controller to a CDTI equipped
aircraft will be changed to include the flight ID of the traffic. This
is expected to further enhance the safety and efficiency of visual
approaches.

In the third phase ... of the application, non-equipped aircraft appear
on the CDTI based on a Traffic Information Service Broadcast (TIS-B) of
ground radar-based data. This makes the application more broadly usable
in situations of mixed equipage. This phase of the application will
address the TIS-B function in the ground automation systems and the
human factors issues of presenting TIS-B targets on the CDTI.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); pp.3-4 -- 3-5; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Approach Spacing (for Visual Approaches)

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p.3-5; April 2000

###  DESCRIPTION

This application will provide the pilot with additional cues on the CDTI
regarding the dynamics of the aircraft that the pilot is following to
improve safety and efficiency. The first phase ... of this application
will additional cues on the on visual approach and guidance toward
achieving a desired interval. These cues and guidance are expected to
allow the pilot to make more consistent and efficient visual approaches.

The second phase ... of this application will apply these tools (with
extension if needed) for instrument approaches. Spacing near minimum
radar separation standards will provide more consistent arrival
intervals and higher arrival rates. The pilot will receive radar vectors
from ATC to intercept the approach course, and at an appropriate time
will be given a spacing interval behind the preceding arrival. At a
later time, further enhancements to the CDTI may aid in optimizing
protection from wake vortex induced by the lead aircraft.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p.3-5; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Approach Spacing (for Instrument Approaches)

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p.3-5; April 2000

###  DESCRIPTION

This application will provide the pilot with additional cues on the CDTI
regarding the dynamics of the aircraft that the pilot is following to
improve safety and efficiency. The first phase ... of this application
will additional cues on the on visual approach and guidance toward
achieving a desired interval. These cues and guidance are expected to
allow the pilot to make more consistent and efficient visual approaches.

The second phase ... of this application will apply these tools (with
extension if needed) for instrument approaches. Spacing near minimum
radar separation standards will provide more consistent arrival
intervals and higher arrival rates. The pilot will receive radar vectors
from ATC to intercept the approach course, and at an appropriate time
will be given a spacing interval behind the preceding arrival. At a
later time, further enhancements to the CDTI may aid in optimizing
protection from wake vortex induced by the lead aircraft.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p.3-5; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Enhanced Parallel Approaches in VMC/MVMC

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Safe Flight 21 Operational Enhancement Applications
Concept of Operations and Concept of
Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.7; December 1999

###  DESCRIPTION

During visual approaches to parallel runways the controller will point
out traffic to both runways to the pilot. Once the pilot confirms visual
acquisition of the preceding traffic to own runway and (if the runways
are separated by less than 4300 feet) visual acquisition of the traffic
to the parallel runway, a visual approach clearance is issued. If a
visual approach cannot be conducted the controller must provide the
appropriate radar separations. The use of CDTI based on ADS-B and
possibly TIS-B will be used to assist the pilot in acquiring and
identifying the other traffic so that visual approaches to parallel
runways can be made more often in VMC and MVMC.

### BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Departure Spacing/Clearance (VMC in Radar)

Last Revised: August 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p.3-6; April 2000

###  DESCRIPTION

Often minimum spacing is not obtained on departure because of controller
workload, pilot response time, and/or limitations of radar surveillance.
However, if the CDTI function can aid pilots in departing and
maintaining spacing behind a leading aircraft, the controller may be
able clear the aircraft for departure based on CDTI spacing and gain
additional throughput over the departure routes.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Approaches to Closely Space Parallel Runways

Last Revised: September 2001

Description Source:

###  DESCRIPTION

No description available.

### BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p. xiii; April 2000

2.  **Pritchett, A., B. Carpenter, et. al., Department of Aeronautics
    and Astronautics, Massachusetts Institute of Technology;** [*Issues
    in Airborne Systems for Closely-Spaced Parallel Runway
    Operations*](http://web.mit.edu/aeroastro/www/labs/ASL/PRO_DASC/pro_dasc.html);
    AIAA/IEEE FOURTEENTH DIGITAL AVIONICS SYSTEMS CONFERENCE, CAMBRIDGE,
    MA, NOVBEMBER, 1995

3.  **Bone, Randall S., Oscar Olmos, and Anand Mundra**, MITRE, Center
    for Advanced Aviation System Development; [*Paired Approach: A
    Closely Spaced Parallel Runway Approach*](../OTHER/bone_paired.pdf)

## Closer Climb and Descent in Non-Radar Airspace

Last Revised: July 2001

Description Source:

###  DESCRIPTION

No description available.

### BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p. xiii; April 2000

## In-Trail Spacing in En Route Airspace

Last Revised: July 2001

Description Source:

###  DESCRIPTION

No description available.

### BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p. xiii; April 2000

## Merging in En Route Airspace

Last Revised: September 2001

Description Source:

###  DESCRIPTION

No description available.

### BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p. xiii; April 2000

2.  **National Aeronautics and Space Administration, Ames Research
    Center**, *Center TRACON Automation System -- Expedite Departure
    Path*; July 2000
    <http://ctas.arc.nasa.gov/project_description/edp.html>

## Passing Maneuvers in En Route Airspace

Last Revised: July 2001

Description Source:

###  DESCRIPTION

No description available.

### BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p. xiii; April 2000

## Enhanced IMC Airport Surface Operations

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Safe Flight 21 Operational Enhancement Applications
Concept of Operations and Concept of
Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.7; December 1999

###  DESCRIPTION

IMC surface operations with CDTI builds on the surface situational
awareness application to allow maneuvering around an airport using a
traffic/map display while in IMC down to CAT-3B. Visual acquisition of
proximate aircraft, vehicles, and obstacles may be required. However,
potentially all navigation may be performed solely with a traffic/map
(based on on-board databases, ADS-B and TIS-B).

### BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Radar Like Services with ADS-B 

Last Revised: July 2001

Description Source: **Federal Aviation Administration**, **US Department
of Transportation**; [*Safe Flight 21 Master Plan, Version
2.0*](../FAA/Master%20Plan.doc); p.3-10; April 2000

###  DESCRIPTION

This application provides terminal area controllers of non-radar
airspace with surveillance, conflict alert and MSAW that are based on
ADS-B, to enable provision of radar-like services to VFR and IFR
aircraft. This includes emergency services, separation, sequencing,
traffic and terrain advisories, navigational assistance, and route
optimization. Aircraft not providing ADS-B are handled similarly to
aircraft without a transponder in secondary radar airspace.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); p.3-10; April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Evaluation of FFPI Tools

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

###  DESCRIPTION

Detailed guidance on the integration of Free Flight Phase 1 tools, i.e.,
User Request Evaluation Tool (URET), TMA, passive Final Approach Spacing
Tool (pFAST), and Collaborative Decision Making (CDM) capabilities
needed for full implementation of associated programs.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-14 -- B-15;
    April 2001

## Problem Analysis Resolution and Ranking (PARR)

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. 26, B-15 -- B-16;
April 2001

### DESCRIPTION

Problem Analysis Resolution and Ranking (PARR) is a set of tools that
will assist the en route D-position controller in the management of
flight data derived URET. It will also assist the controller in the
development of strategic resolution for aircraft-to-aircraft and
aircraft-to- airspace conflicts, in responding to hazardous weather
conditions, and for complying with Traffic Flow Management (TFM)
metering times and flow instructions.

### BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. 26, B-15 --
    B-16; April 2001

# Airspace Management Enhancement Area

The Airspace Management enhancement area 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.

The Airspace Management enhancement area consists of 10 applications,
listed below in order of appearance.

8.1 Reduced Separation Standards with ADS-B

8.2 Houston Area Air Traffic System

8.3 Northern California TRACON

8.4 Potomac TRACON

8.5 (DoD)/FAA ATC Facility Transfer

8.6 Airspace Management Laboratory

8.7 Airspace Redesign Enhancements

8.8 General Aviation and Vertical Flight Technology Program

8.9 Separation Standards

8.10 Domestic Reduced Vertical Separation Minima

Detailed descriptions of each are provided where available.

## Reduced Separation Standards with ADS-B

Last Revised: August 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Safe Flight 21 Operational Enhancement Applications
Concept of Operations and Concept of
Use-Draft*](../FAA/SF21_CONUSE_12199.doc); p.14; December 1999

###  DESCRIPTION

As confidence is gained in the fusion of radar and ADS-B data and in the
procedures that depend on this fused data, the separation standards
might be reduced. The safety of the system would have to be proven not
to be adversely impacted by this reduction. The benefit would be an
increase in throughput through the en route and terminal areas.

### BIBLIOGRAPHY

1.  **Federal Aviation Administration**, **US Department of
    Transportation**; [*Safe Flight 21 Master Plan, Version
    2.0*](../FAA/Master%20Plan.doc); April 2000

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Operational Enhancement
    Applications Concept of Operations and Concept of
    Use-Draft*](../FAA/SF21_CONUSE_12199.doc); December 1999

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Safe Flight 21 Functional
    Specification*](../FAA/SF21.doc); May 1999

4.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-29 -- B-30;
    April 2001

5.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-22 -- 2-26; April 2001

## Houston Area Air Traffic System

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-47; April 2001

###  DESCRIPTION

This application provides expansion of three city-owned airports to
expand capacity. Includes deployment of navaids for new runways,
lighting systems, reconstruction at Houston Hobby and a new TRACON
servicing the airports. TRACON expansion to support new runway at George
Bush Intercontinental Airport, followed by replacement of TRACON with
fourth runway construction.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-47; April
    2001

## Northern California TRACON

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Facilities-4 -- 5](../FAA/CIP1999/fac.pdf); January 1999

###  DESCRIPTION

With the increase of air traffic in major metropolitan areas, the
terminal airspace structure has become inefficient, which has resulted
in flight delays, circuitous routings, and complex ingress/egress
procedures.

This application will consolidate terminal area air traffic control
facilities and restructure associated air-space. Consolidation of
facilities enables restructuring of the airspace to improve its
efficiency. Consolidation provides benefits for the FAA and users. The
FAA benefits from reduced operations and maintenance costs; user
benefits include reduced delays, more direct routings, fewer altitude
changes, and increased system capacity.

This application has been expanded to meet requirements mandated by
public law and Executive order for facility accessibility and
structural/nonstructural seismic reinforcement of occupied Federal
buildings. It consolidates the Oakland, Sacramento, Stockton, and
Monterey approach control facilities, along with selected sectors from
the Oakland ARTCC. The objectives are increased capacity and greater
efficiency and economy of operations. Airspace redesign will precede
consolidation, allowing a 6-month transition strategy. Initially, a
hybrid ARTSIIIE/EDC STARS automation will be deployed to permit
commissioning on schedule. This will ultimately be transitioned to a
full STARS final system capability (FSC) platform when it becomes
available.

###  BIBLIOGRAPHY

1.  Description Source: **Federal Aviation Administration, US Department
    of Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Facilities-4 -- 5](../FAA/CIP1999/fac.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-29; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-42; April
    2001

## Potomac TRACON

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-41; April 2001

###  DESCRIPTION

This application addresses the consolidation of the Dulles, Reagan
National, Baltimore-Washington and Andrews Air force Base TRACONs into a
single control facility to modify the associated airspace.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-41; April
    2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*Welcome to the FAA Potomac Consolidated
    TRACON*](http://www.faa.gov/ats/potomac/); August 2001

## (DoD)/FAA ATC Facility Transfer

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-44; April 2001

###  DESCRIPTION

This application designates selected approach controls to be transferred
from the DoD to the FAA.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-44; April
    2001

## Airspace Management Laboratory

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-1.pdf); pp. 2-46 - 2-48; April 2001

###  DESCRIPTION

The mission of the Air Traffic Airspace Management Program Office (ATA)
is to ensure that the sectorization and routes are designed for the
safest and most efficient use by operators, while maintaining diligent
consideration for local and national environmental policy, to meet the
demand for air transportation.

The ATA Airspace Laboratory serves to support that mission by providing
detailed, quality information through the creation of databases,
simulation modeling for the analysis and reporting or presentation aids
for ATA and Region management and specialists, and development of
information systems for, and data requests by, other FAA lines of
business as resources permit.

The ATA Laboratory has been identified as the element responsible for
supporting airspace design dependencies for FAA Facilities and Equipment
(F&E) programs with broad government and industrial involvement,
including:

-   Local Area Augmentation Systems (LAAS) -- all category approaches.

-   Low Altitude Direct Routing using Wide Area Augmentation Systems
    (WAAS).

-   Runway Incursion Program.

-   WAAS Precision Approaches.

-   Automatic Dependent Surveillance (ADS) studies.

-   Single and Multi-center metering.

-   Final Approach Spacing Tool (FAST) implementation studies.

-   New Host Consolidation/Dynamic Resectorization studies.

Current activities focus on continuing collection and management of data
from air traffic operations in support of the following:

-   Analyze and report Current NAS Traffic Activity.

-   Begin Integration of local and regional airspace design concepts
    into a system-wide national level scope.

-   Support environmental studies, especially noise related.

-   Support the examination of technologies being acquired or
    alternative procedures with respect to potential for Air Traffic
    Control (ATC) efficiency and other performance- related
    improvements.

-   Continued development of information systems as demanded by several
    FAA lines of business.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-46 to 2-48; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-26 -- B-27;
    April 2001

## Airspace Redesign Enhancements

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

###  DESCRIPTION

Conduct evaluations of airspace redesign enhancements in all operational
domains to improve system performance and utilization of resources

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National Airspace Redesign Strategic Management
    Plan Draft Version 5.6*](../FAA/vdraft56.pdf); March 2000

## General Aviation and Vertical Flight Technology Program 

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-1.pdf); pp. 2-18 to 2-21; April 2001

###  DESCRIPTION

The applications supported by this program, and their activities, are
the following:

VFR Procedures/Standards

-   Enhance fixed wing/rotorcraft/vertical flight rule procedure
    technology application standards by continuing research that
    supports use of advanced avionics (including GPS navigation,
    dependent surveillance, and cockpit display of traffic and weather
    information).

Helicopter Steep Angle/Missed Approaches

-   Initiate research to support steep angle IFR approaches and missed
    approach guidance for helicopters and tiltrotors.

-   Evaluate helicopter performance through flight tests and data
    analysis to define aircraft and avionics requirements for steep
    angle approaches (greater than 3 degrees) to a heliport/vertiport.

Rotorcraft Procedures for Emergency Response and Law Enforcement

-   Conduct flight tests and data analysis to investigate the potential
    improvement in efficiency for time-critical vertical flight
    operations, such as law enforcement and emergency medical service.

Simultaneous Non-Interfering Operations

-   Develop procedures and standards to enable simultaneous
    non-interfering operations between fixed-wing and vertical flight
    aircraft.

GOMEX Weather Information Distribution

-   Improve the distribution of weather information in the Gulf of
    Mexico to pilots operating helicopters at low altitudes.

GOMEX Flight Locating Requirements

-   Initiate efforts to use non-radar surveillance in the Gulf of Mexico
    for FAR 135.79 flight locating requirements.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-18 to 2-21; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National Airspace System* *Capital Investment
    Plan Fiscal Years 2002 - 2006*](../FAA/CIP2001.pdf); p. B-28 --
    B-29; April 2001

## Separation Standards

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-1.pdf); pp. 2-50 to 2-54; April 2001

###  DESCRIPTION

The applications supported by this program, and their activities, are
the following:

RVSM oceanic

-   Pacific Reduced Vertical Separation Minimum (RVSM): expansion of the
    RVSM upper stratum from FL 390 to FL 410 throughout the Pacific.

-   Completion of real-time simulation, procedure development and safety
    oversight activities necessary to permit November 2001 introduction
    of RVSM into the West Atlantic Route System.

30/30 oceanic

-   Development and acceptance by ICAO of requirements for 30-nm lateral
    separation standard based on automatic dependent surveillance in
    oceanic and remote airspace.

-   Completion of work necessary to finalize implementation requirements
    for reducing horizontal- plane separation minima to 30-nm--- with
    such requirements anticipated as satisfied by Automatic Dependent
    Surveillance.

GOMEX and Caribbean reduced separation

-   Establishment of a comprehensive plan to introduce RVSM and
    horizontal--plane separation reductions in the Gulf of Mexico and
    the ICAO Caribbean/South American Region.

-   Implement plan formulated in FY 2001 to reduce separation minima in
    Gulf of Mexico and ICAO Caribbean/South American Region.

NICE methodology and applications

-   Finalize of North Atlantic Implementation Management Group Cost
    Effectiveness (NICE) work to quantify North Atlantic communication
    requirements associated with reduced separation minima.

-   Production of preliminary Pacific airspace planning and analysis
    methodology based upon NICE developments.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-50 to 2-54; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*RVSM
    Documentation*](http://www.faa.gov/ats/ato/rvsm_documentation.htm);
    September 2001

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*Oceanic Procedures
    Branch*](http://www.faa.gov/ats/ato/130.htm); September 2001

## Domestic Reduced Vertical Separation Minima

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Aviation Research Plan, Internet
Version*](../FAA/NARP2001/2-1.pdf); pp. 2-55 to 2-58; April 2001

###  DESCRIPTION

The Domestic Reduced Vertical Separation Minima (DRVSM) Program is
working to reduce the separation standard within the domestic airspace
of the continental United States, in order to achieve the following
benefits for providers and users of the domestic air traffic control
system:

-   Increased system efficiency through reduced fuel-burn and decreased
    delays.

-   Increased theoretical system capacity through increased capability
    of controllers to support greater numbers of routes and flight
    levels safely within the same airspace.

The DRVSM Plan describes a systematic process for revising domestic
separation standards between FL290 and FL410 and establishes priorities
for such changes. To document and evaluate each separation change, the
FAA produces the following supporting products:

-   Operational assessments of the value the change brings to providers
    and users of the Air Traffic Control (ATC) system.

-   A benefit-cost analysis regarding the change.

-   A safety assessment of the system before and after application of
    the change.

-   Publication of FAA regulatory material required by the change.

-   Completion of any new rulemaking required by the change.

-   Development of ATC procedures required by the change.

-   Development of any new or changed guidance material and procedures
    required to standardize and make the reduced separation standard
    safe for domestic operations.

-   Establishment and maintenance of any long-term safety oversight
    function required for the implementation and continued safe use of
    the reduced separation standard.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-1.pdf); pp. 2-55 to 2-58; April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-19; April
    2001

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*RVSM
    Documentation*](http://www.faa.gov/ats/ato/rvsm_documentation.htm);
    September 2001

# Emergency and Alerting Enhancement Area

The Emergency and Alerting enhancement areas 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.

There are no applications associated with this enhancement area.

# Infrastructure /Information Management Enhancement Area

The Infrastructure/Information Management enhancement area 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.

The Infrastructure/Information Management enhancement area consists of
14 applications, listed below in order of appearance.

10.1 Information Access/Exchange for Enhanced Decision Support

10.2 Collaborative Decision Making (CDM)-NAS Status Information

10.3 FAA Telecommunications Infrastructure (FTI)

10.4 Integrated Flight Quality Assurance (IFQA)

10.5 Air Traffic Operations Management System (ATOMS)

10.6 Aviation Safety Analysis System (ASAS)

10.7 Facility Security Risk Management

10.8 Frequency and Spectrum Engineering

10.9 NAS Infrastructure Management System (NIMS)

10.10 NAS Management Automation Program (NASMAP)

10.11 National Aviation Safety Data Analysis Center (NASDAC)

10.12 Operational Data Management System (ODMS)

10.13 Safety Performance Analysis System (SPAS)

10.14 En Route Data Exchange (EDX)

Detailed descriptions of each are provided where available.

## Information Access/Exchange for Enhanced Decision Support

Last Revised: November 2000

Description Source: **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*](../DAG/DAG_TM.doc); pp.18 --
19; September 1999

###  DESCRIPTION

The CE.0 application provides capabilities to all stakeholders (FD, AOC,
ATSP) for convenient access/exchange of timely and accurate information.

This information includes (but is not limited to) the following:

-   Current and predicted NAS constraint information (delays, flow
    initiatives, SUA status) will allow users to advantageously
    plan/re-plan trajectories according to their preferences, within the
    dynamic constraints of the NAS.

-   4D weather information (winds, temperature, turbulence, storm cells,
    icing, etc), combined with analysis of trajectory predictions to
    determine the flights that are possibly affected, will allow users
    (FD / AOC) to more effectively plan and re-plan various flight
    operations.

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-   Real-time PIREPs from aircraft maneuvering near weather-impacted
    areas (e.g., extent of turbulence, cloud tops, icing/temperature)
    will provide the ATSP and users (FD and/or AOC) with information to
    validate forecasts and improve the predictions about the impact of
    inclement weather on individual flights and airspace.

-   Updated FD information on intent will improve ATSP analysis of
    predicted traffic demand for capacity-constrained sectors, and will
    therefore reduce overly conservative use of traffic management
    constraints. Accurate user-provided updates on estimated departure
    time for satellite/spoke airports that feed high-density hub
    airports will improve the arrival-demand predictions used by the
    ATSP for arrival metering. This will reduce excess metering, due to
    uncertainty in arrival demand, and result in more equitable metering
    delays for both airborne and satellite departure flights that are
    within the metering horizon.

-   User-ATSP exchange of state and intent data will improve the
    accuracy of, and consistency between, FMS and ground-based
    trajectory predictions. This will enhance the performance and
    compatibility of airborne and ground-based decision support tools.
    Downlink of aircraft state, intent, and atmospheric state will
    enhance ground-based predictions of both trajectories and
    winds/temperature aloft. Uplink of the latest winds aloft and
    trajectory constraints (e.g., dynamic crossing restrictions and
    terminal area routes/speeds) will enhance FMS trajectory planning.
    Performance enhancements will reduce the rate of conflict false
    alarms and missed alerts and reduce corrective interruptions for
    conflict resolution and flow-rate conformance (e.g., metering).

Potential benefits of the CE.0 application include increased overall
efficiency of NAS operations and increased productivity of all
stakeholders (FD, AOC, ATSP), due to improved quality, timeliness and
accessibility of NAS information. Examples include:

-   Improved definition of user preferences

-   Reduction in flow constraints and more equitable distribution of
    flight deviations for flow constraints

-   Improved flight efficiency and reduction in ATSP workload, due to:

-   Decreased flight deviations due conflict probe
    false-alarm/missed-alert rates

-   Better planning and implementation of flow-rate conformance.

###  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*](../DAG/DAG_TM.doc); pp.18 -- 19;
    September 1999

## Collaborative Decision Making (CDM)-NAS Status Information

Last Revised: November 2000

Description Source: **Federal Aviation Administration, US Department of
Transportation, Washington DC**; [*National Airspace System Architecture
Version 4.0*; pp.20-5 -- 20.6](../FAA/NAS_Arch40/20TFM.PDF); January
1999

###  DESCRIPTION

NAS Status Information provides the NAS operational status to AOCs to
promote a shared understanding of NAS traffic management decisions.

**NAS Status, Increment 1**

-   Will provide airport-related NAS status information, which is
    readily available from current systems and sensors, to other FAA
    facilities and to NAS users. Data for major airports are expected to
    include current and planned airport configurations, equipment
    status, arrival and departure rates, and weather data.

**NAS Status, Increment 2**

-   Will provide static and some dynamic information on current and
    predicted restrictions and constraints, including active SUAs,
    agreements between facilities about crossing altitudes and speed,
    miles-in-trail, resource capacities, system outages, preferred
    routes, and weather conditions that could affect aviation.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of Transportation,
    Washington DC**; [*National Airspace System Architecture Version
    4.0*; pp.20-5 -- 20.6](../FAA/NAS_Arch40/20TFM.PDF); January 1999

2.  *Collaborative Decision-Making Products for Free Flight Phase 1-*
    PowerPoint Presentation

3.  [*NAS Status
    Information*](http://www.atcscc.faa.gov/oisedit/summary_sys.html);
    ATCSCC, Federal Aviation Administration, Washington, DC

4.  [*Charter: NAS Status Information Subgroup, Version
    1.1*](../OTHER/NAS_Charter.rtf); July 1997

5.  **Oiessen, Rick**; [*Status of Collaborative Routing and NAS Status
    Work at Volpe*](../OTHER/CDMMeeting6_28_00.ppt); June 2000

6.  **Federal Aviation Administration and Subscribers of NAS Data**;
    [*Memorandum of Agreement: For Industry Access to Aircraft Situation
    Display (ASDI) and National Airspace System Status Information
    (NASSI) Data*](../OTHER/ASDI_NASSI_MOA_052000.doc); May 2000

7.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-15 -- B-16;
    April 2001

8.  **Federal Aviation Administration, US Department of
    Transportation**; Free Flight Phase 2 WWW Site;
    <http://ffp1.faa.gov/about/about_ffp2.asp>

9.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Aviation Research Plan, Internet
    Version*](../FAA/NARP2001/2-8.pdf); pp. 2-203 to 2-206; April 2001

## FAA Telecommunications Infrastructure (FTI)

Last Revised: September 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-34 -- B-35; April
2001

###  DESCRIPTION

This application replaces the existing telecommunications services that
support critical air traffic operations.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-34 -- B-35;
    April 2001

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*FTI Program
    Overview*](http://www.faa.gov/programs/fti/overview.htm)

## Integrated Flight Quality Assurance (IFQA)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*National* *Airspace System Capital Investment Plan
Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-68; April 2001

###  DESCRIPTION

This application seeks to develop a capability for collecting and
analyzing digital data from flight data recorders.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-68; April
    2001

## Air Traffic Operations Management System (ATOMS)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Mission Support-32 -- 33](../FAA/CIP1999/mission.pdf); January 1999

###  DESCRIPTION

FAA Headquarters and field facility personnel need real-time information
about air traffic operations in order to manage the air traffic system.
Air traffic operational data are collected by field facilities and
transmitted to FAA Headquarters for analysis and storage. Data collected
are also required for congressionally mandated reports and for FAA, DOT,
and other Government agencies preparing statistics on air traffic
activity and delays. Data collection is done manually, and transmission
relies on the use of dial-up circuits. Field facilities do not have
access to the information after it is transmitted, nor do they have the
capability to archive it for later analysis.

This application will create, install, enhance, and over-see operation
of an air traffic management system that uses a large-scale national
telecommunications network. This network will use application software
to collect and disseminate information that is critical to operations at
all air traffic control facilities and to measuring national airspace
performance.

ATOMS provides, operates, and supports the network applications that
track the number of air traffic operations and delays occurring within
the air traffic system. This is used for planning tracking, and
evaluating air traffic performance.

Another critical component is implementing systems that collect data
used for scheduling, overtime, staffing, training, and other
personnel-related activities. This function will be accomplished by
distributing a software package to all air traffic field facilities.

ATOMS include 28 local area networks in FAA Headquarters. The
application installed and supports local area networks in 20 air route
traffic control centers. Future plans include installing local area
networks in centers in Hawaii and Alaska, and a wide area network to
connect approximately 630 field sites doing operational data collection
and analysis.

The application acquires information technology tools, which simplify
and facilitate collection and analysis of air traffic operational data.
It also implements a data warehouse that can be accessed by field and
headquarters personnel.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Mission Support-32 -- 33](../FAA/CIP1999/mission.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-24; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-30; April
    2001

## Aviation Safety Analysis System (ASAS)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Automation-21 -- 22](../FAA/CIP1999/auto.pdf); January 1999

###  DESCRIPTION

The FAA has a limited capability to capture, disseminate, and analyze
safety- and security-related data. Program managers, accident
investigators, safety inspectors, and support personnel who need
safety-related data currently use manual procedures to obtain, use, and
disseminate the data.

This application provides the FAA safety and security workforce with
automated tools that integrate safety-related information in a common
database linked to the FAA's business process. With ASAS, the safety
workforce can effectively analyze data for potential safety concerns.
ASAS can also monitor air carriers and airport operators; support
evaluation of the structural integrity of aircraft; monitor antidrug
programs; and analyze accident information. The automated in-formation
systems contained within or supported by this program will substantially
improve the accuracy, commonality, and sharing of safety-related
information.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Automation-21 -- 22](../FAA/CIP1999/auto.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-12; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-66; April
    2001

## Facility Security Risk Management

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Facilities-26 -- 27](../FAA/CIP1999/fac.pdf); January 1999

###  DESCRIPTION

Criminal or terrorist attacks on FAA facilities would jeopardize
critical air traffic services. Safety of employees and NAS users is
critically dependent on an operational and administrative environment
that provides reasonable safeguards. Security risk assessments of FAA
facilities have deter-mined that existing security measures are
inadequate. To ensure the protection of FAA employees, facilities, and
assets, the FAA will upgrade its security measures.

This application will build an effective security risk management
program to protect critical NAS infrastructure. The program provides
funding for facility design and onsite engineering and installation of
security upgrades. Future funding requirements will be based on activity
levels and local situations that are validated on a year-to-year basis.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Facilities-26 -- 27](../FAA/CIP1999/fac.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-16; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-69; April
    2001

## Frequency and Spectrum Engineering

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Mission Support-18 -- 20](../FAA/CIP1999/mission.pdf); January 1999

###  DESCRIPTION

Radio frequency spectrum is a limited national resource that faces
continually increasing congestion and competition among its users. This
is especially true now that Title VI of the Omnibus Budget
Reconciliation Act of 1993 is being implemented. The act requires that
235 megahertz (MHz) of Federal radio frequency spectrum (without
exemption for protecting air traffic control services) be transferred to
the private sector. Additional spectrum auctions, as a result of the
Balanced Budget Act of 1997, have caused additional pressure to be
placed on the aeronautical spectrum.

In addition, radio frequency interference (RFI) is a growing problem,
particularly near major airports. Careful planning is required to avoid
problems with interference, poor propagation, and unavailability of
spectrum for particular applications in order to satisfy the strict
safety requirements of civil aviation. Frequency interference problems
are projected to increase as demands for aviation and nonaviation
services grow, especially with the increase of global positioning
satellite (GPS) use.

Most of the RFI work is completed at the regional level. More complex
problems will be jointly addressed by regional offices in coordination
with FAA headquarters.

This application will produce frequency engineering models; RFI
suppression devices; investigations of modern technology; procedures for
RFI elimination; and radio, television, and pager interference
evaluation, etc.

Frequencies supporting communication, navigation, and surveillance
systems are engineered to ensure interference-free NAS operation. This
effort involves electromagnetic compatibility analysis, formal spectrum
certification by the National Telecommunications and Information
Administration (NTIA), national and international frequency
coordination, radio propagation studies, and spectrum capacity analyses.
Additionally, the FAA provides both national and international
coordination for aeronautical mobile ser-vices, aeronautical fixed
services, and aeronautical mobile satellite services in developing
International Civil Aviation Organization (ICAO) standards and
recommended practices.

The application will provide support to obtain and protect necessary
frequencies for new, relocated, or replaced NAS facilities through
automated computer techniques. RFI problems will be investigated and
resolved. It provides spectrum engineering and frequency management
support for projects and facilities that are being implemented under the
CIP. Furthermore, the project provides the regions with the training,
resources, and equipment (spectrum analyzers and hand-held direction
finders) required to independently identify the source of interference
problems in a timely manner.

Two new regional-level resources will significantly enhance the
region\'s ability to independently resolve interference problems. First,
the equipment necessary to identify and eliminate frequency interference
problems will be provided to every regional office. Second, the
region\'s technical support staff personnel will be trained in this
area.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Mission Support-18 -- 20](../FAA/CIP1999/mission.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-44; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-75; April
    2001

## NAS Infrastructure Management System (NIMS)

Last Revised: April 2001

Description Source**: Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Mission Support-7 -- 8](../FAA/CIP1999/mission.pdf); January 1999

###  DESCRIPTION

There is a pressing need to migrate the operation and management of the
NAS infrastructure from the current equipment maintenance philosophy to
one focused on managing and delivering NAS air traffic control (ATC) and
advisory services to system users. Currently, Airway Facilities Service
(AAF) is operating under a philosophy of equipment maintenance, focusing
on the operation and repair of each individual NAS system and subsystem,
without regard to the criticality or priority of the individual system
to the NAS. This philosophy has worked over the years because thousands
of Airway Facilities (AF) field specialists have been available to
service the FAA\'s numerous equipment at the hundreds of facilities
across the Nation.

The FAA plans to expand capabilities within the NAS to meet the
increasing demands for ATC and advisory services. In addition,
maintaining the system with the current number of AF field specialists
becomes problematic, as evidenced by the growing mean time to restore
(MTTR). Maintaining the system in accordance with the current strategy
could result in decreased capacity, reduced levels of service available
to ATC services, and increased costs.

The NAS Infrastructure Management System (NIMS) provides the means to
migrate the FAA\'s equipment maintenance philosophy to a service
management philosophy. Building on the remote maintenance monitoring
system concept---but incorporating modern, commercially available
management tools---NIMS will establish a national operations control
center (NOCC) and three strategically located operations control centers
(OCC). NIMS will concentrate information and technical expertise to
ensure the continued operation of the NAS by directly associating NAS
infrastructure components with the delivery of specific NAS services.
NIMS will enable the FAA to track and monitor the actual cost of
providing NAS services and to assess trends.

The NIMS application will employ a phased implementation approach based
on the managed evolutionary systems development concept. The program has
three phases.

-   NIMS Phase 1 will provide the building blocks for a service-based
    management system. While providing additional remote monitoring and
    control to new equipment, Phase 1 will integrate existing element
    management systems, telecommunications systems, and leased mobile
    communications for the AF workforce. NIMS will also introduce modern
    commercial-off-the-shelf (COTS) resource management tools and
    information security controls.

-   NIMS Phase 2 will expand the service management philosophy by
    providing centralized management of assets that support NAS service
    delivery, NAS customer and user interaction tools, and technical and
    cost trend analyses. It will also provide a refinement of Phase 1
    capabilities, including a COTS enterprise management tool or legacy
    system upgrade.

-   NIMS Phase 3 will provide intelligent fault correlation, information
    sharing, and modernization and refinement of prior phase
    capabilities. Service management will be further enhanced by
    providing the capabilities to perform predictive maintenance and
    analysis.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Mission Support-7 -- 8](../FAA/CIP1999/mission.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-30; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); pp. B-42 - B-43;
    April 2001

##  NAS Management Automation Program (NASMAP)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Mission Support-27 -- 28](../FAA/CIP1999/mission.pdf); January 1999

###  DESCRIPTION

Many NAS data systems use proprietary architectures; they were not
designed to interconnect and do not have a common interface. The ability
to share data among systems is nonexistent or extremely limited. As a
result, they are unable to meet the demand of FAA program offices for
timely, accurate information, despite the fact that most of the
information exists.

This application implements a Corporate Information Management System
and National Data Warehouse. It consists of three components: an
integrated hardware and software architecture plan; the hardware and
software required to support the architecture; and an Executive
Information System.

Phase 1 is complete; it built the infrastructure and communications
capability. Phase 2 is the Corporate Information Management System
(CIMS). The architecture is complete, and implementation has begun.
Components under development are:

-   An electronic dictionary that stores definitions/metrics/sources

-   An Air Traffic Services National Data Ware-house that stores
    mission-critical data from legacy systems

-   A NAS Support Integration Process that annually reviews all NAS
    support systems for integration with the CIMS architecture, cost
    savings, mission value, and funding

-   A Regional Information System that will gather and distribute data
    and support field daily operations

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-   An Executive Information System that will extract information for
    executive decision support

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Mission Support-27 -- 28](../FAA/CIP1999/mission.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-40; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-64; April
    2001

##  National Aviation Safety Data Analysis Center (NASDAC)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Mission Support-25 -- 26](../FAA/CIP1999/mission.pdf); January 1999

###  DESCRIPTION

The FAA's ability to access and analyze safety data has been limited by
lack of standardization, data integrity problems, and dispersed data
source systems. These limitations have made analyzing safety data time
consuming and labor intensive.

The NASDAC application provides a modern, automated capability for
analyzing safety data. The NASDAC imports data from Government and
non-Government sources, normalizes and standardizes the data, and
provides access and analysis through a set of common safety analysis
tools. Growth in demand for safety data has resulted in the NASDAC
processing more than 10 times the number of requests for study data
originally envisioned.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Mission Support-25 -- 26](../FAA/CIP1999/mission.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-12; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-69; April
    2001

##  Operational Data Management System (ODMS)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Automation-16](../FAA/CIP1999/auto.pdf); January 1999

###  DESCRIPTION

Current methods used to collect, validate, archive, and distribute NAS
operational data are inadequate. The Aeronautical Information System
(AIS) and notice to airmen (NOTAM) system are labor intensive, prone to
data input error, use obsolete technology, and do not satisfy user
requirements. Additionally, the FAA lacks a standard process and the
necessary automation for performing airport airspace/analysis and
obstruction evaluations. The program has also sought to fulfill the
mission capability of storing operational data beyond 15 days to conduct
meaningful capacity planning/trend analysis.

This program will eventually replace and integrate the existing AIS and
NOTAM systems. The operational data management system (ODMS) will also
provide a standard reliable process and automation tools for obstruction
evaluation, airport/airspace analysis (OE/AAA) and will track case
files---all in a single system that uses commercially available
hard-ware and software. ODMS will allow rapid dissemination of critical
aeronautical and safety information. It will facilitate standardization
of airport/airspace analyses and obstruction evaluations.

As an interim phase toward the full system implementation, the
application will implement replacement systems for the existing AIS and
NOTAM system. The NAS Resources Subsystem (NASR) of ODMS will replace
AIS. NASR will replace and augment the functionality of the existing AIS
with automated data validation and quality-control tools and provide the
platform for subsequent implementation of the OE/AAA tools. The existing
NOTAM system will be rehosted to a modern commercially supported
computing platform and the application software renovated for year-2000
compliance. The extended operational data storage capability was
fulfilled through implementing an operational data archive in 1997.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Automation-16](../FAA/CIP1999/auto.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-41; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-66; April
    2001

##  Safety Performance Analysis System (SPAS)

Last Revised: July 2001

Description Source: **Federal Aviation Administration, US Department of
Transportation**; [*Aviation System Capital Investment Plan*; pp.
Automation-22 -- 23](../FAA/CIP1999/auto.pdf); January 1999

###  DESCRIPTION

The FAA has the statutory responsibility of conducting surveillance of
air operators, air agencies, aircraft, and air personnel to en-sure
conformance with FAA aviation regulations.

One of the major functions of safety inspectors is to prevent safety
problems. To do that, safety inspectors must have access to synthesized
information that reflects potential problem areas in a timely fashion.
Existing databases are not integrated, and information cannot be
analyzed in an automated fashion. Thus, the FAA does not have the
capability to provide safety inspectors with trend analysis information
for targeting areas of highest risk or priority or to dynamically adjust
work program plans.

SPAS provides an automated capability to analyze safety-critical areas,
using performance indicators designed for the needs of safety
inspectors. It also provides immediate access to relevant underlying
data. Currently, SPAS includes 11 data sources, and 15 other candidate
data sources are being evaluated. Current and candidate databases have
differing data structures and protocols and contain information on
thousands of operators, air agencies, aircraft, and air personnel. SPAS
presents a standardized, easy-to-use graphic display with many features
to assist inspectors in retrieving critical data from these diverse
sources to meet their unique requirements.

With SPAS, safety inspectors can target high-risk certificate holders
that pose a greater safety risk and thus dynamically modify the
surveillance work program. SPAS also allows the FAA to:

-   Monitor the status of aging aircraft

-   Track the growing number of aircraft operations

-   Increase industry accountability for aviation safety

-   Assist the Flight Standards Service in determining resource needs
    and improving data quality

The application will minimize development costs by using existing
databases with commercial-off-the-shelf hardware and software when
appropriate. User requirements have been further refined during
operational testing. Following successful operational testing,
production version, incremental field implementation began, with
specially developed training, in September 1997.

The initial production version of SPAS, SPAS II, and its supporting
infrastructure will be implemented throughout the safety inspector
community. SPAS II will support a large inspector user population
through a distributed client/server design and enhanced functionality.

Future plans address the requirement for all FAA inspectors to access,
review, analyze, and integrate additional agency and industry
proprietary data. Inspectors will be able to respond rapidly to dynamic
aviation changes, changing safety priorities, increased efficiencies
available through technology, international aviation concerns, and an
avalanche of incoming information. The large number of international
operators and an extensive amount of industry technical data outside the
FAA\'s system of records will be referenced to provide the most
comprehensive decision support possible for internal deliberation by FAA
inspectors.

###  BIBLIOGRAPHY

1.  **Federal Aviation Administration, US Department of
    Transportation**; [*Aviation System Capital Investment Plan*; pp.
    Automation-22 -- 23](../FAA/CIP1999/auto.pdf); January 1999

2.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2001-2005 Internet
    Version*](../FAA/cip2000.pdf); p. A-12; 9 August 2000

3.  **Federal Aviation Administration, US Department of
    Transportation**; [*National* *Airspace System Capital Investment
    Plan Fiscal Years 2002-2006*](../FAA/CIP2001.pdf); p. B-68; April
    2001

##  En Route Data Exchange (EDX)

Last Revised: August 2001

Description Source: **National Aeronautics and Space Administration**;
*Decision* *Support Tools of the Advanced Air Transportation
Technologies Project*; May 2000

###  DESCRIPTION

Enables real time data exchange between aircraft and ground information
systems.

###  BIBLIOGRAPHY

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

2.  **Coppenbarger, Richard**; [*Trajectory Negotiation and
    EDX*](../DAG/Coppenbarger_TN_EDX.pdf); Free Flight - DAG/TM
    Workshop, NASA Ames Research Center. Moffett Field, CA; May 22-24,
    2000

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A.  []{#__RefHeading___Toc526666349 .anchor}Acronyms and Abbreviations

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

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

  AAR         Airport Acceptance Rate

  AAS         Advanced Automation System

  AATT        Advanced Air Transportation Technologies

  ACARS       ARINC communications addressing and reporting system

  ADL         Aeronautical Data Link

  ADS-B       Automatic Dependent Surveillance - Broadcast

  aFAST       Active Final Approach Spacing Tool

  AIRMET      Airman's Meteorological Information

  AMASS       Airport Movement Area Safety System

  AOC         Airline Operations Center

  AOP         Autonomous Operations Planner

  ARINC       Aeronautical Radio, Inc.

  ARSR        Air Route Surveillance Radars

  ARTCC       Air Route Traffic Control Center

  ARTS        Automated Route Terminal System

  ASDE        Airport Surface Detection Equipment

  ASR         Airport Surveillance Radars

  ATC         Air Traffic Control

  ATCSCC      Air Traffic Control System Command Center

  ATCT        Air Traffic Control Tower

  ATIS        Automatic Terminal Information System

  ATM         Air Traffic Management

  ATN         Aeronautical Telecommunications Network

  ATS         Air Traffic Services

  ATSP        Air Traffic Service Provider

  AVOSS       Aircraft Vortex Spacing System

  CAA         Civil Aviation Authorities

  CAASD       Center for Advanced Aviation System Development

  CAP         Collaborative Arrival Planner

  CAT         Constrained Airspace Tool

  CAT-I       Category One

  CAT-II      Category Two

  CAT-III     Category Three

  CD&R        Conflict Detection and Resolution

  CDM         Collaborative Decision Making

  CDRL        Contract Data Requirements List

  CDTI        Cockpit Display of Traffic Information

  CFIT        Controlled Flight into Terrain

  CNS         Communication, Navigation, and Surveillance

  CPDLC       Controller Pilot Data Link Communication

  CPL         Current Flight Plan

  CPTP        Conflict Prediction Trial Planner

  CRCT        Collaboration Routing Coordination Tool

  CTAS        Center TRACON Automation System

  D2          Direct To

  DA          Descent Advisor

  DAG         Distributed Air/Ground

  DAG CE      Distributed Air/Ground Concept Element

  DAG-TM      Distributed Air/Ground Traffic Management

  DCFM        Dynamic Congestion Flow Management

  DFW         Dallas Fort Worth Airport

  DME         Distance Measuring Equipment

  DoD         Department of Defense

  DRs         Discrepancy Reports

  DSS         Decision Support System

  DSTs        Decision Support Tools

  EAA         Enhanced Airspace Architecture

  EDA         En Route and Descent Advisor

  EDP         Expedite Departure Path

  EDX         En Route Data Exchange

  ELT         Emergency Locator Transmitter

  ETA         Estimated Time of Arrival

  ETMS        Enhanced Traffic Management System

  EWR         Newark Airport

  FAA         Federal Aviation Administration

  FAA ASD     Federal Aviation Administration ASD

  FACET       Future ATM Concepts Enhancement Tool

  FAF         Final Approach Fix

  FAS         Flight Advisory Service

  FAST        Final Approach Spacing Tool

  FCA         Flow Constrained Area

  FCFS        First Come-First Served

  FD          Flight Deck

  FFP1        Free Flight Phase 1

  FFPII       Free Flight Phase Two

  FIS         Flight Information Service

  FIS-B       Flight Information Service -- Broadcast

  FL          Flight Level

  FMS         Flight Management System

  FSM         Flight Schedule Monitor

  GA          General Aviation

  GDP         Ground Delay Program

  GDPE        Ground Delay Program Enhanced

  GLS         GPS Landing System

  GPS         Global Positioning System

  GPWS        Ground Proximity Warning System

  HUD         Head-Up Display

  ICAO        International Civil Aviation Organization

  ID          Identification

  IF          Instrument Flight

  IFR         Instrument Flight Rules

  IGS         Intelligent Ground System

  IMC         Instrument Meteorological Conditions

  IPT         Integrated Product Team

  K           Knot

  LAAS        Local Area Augmentation System

  MCF         Metroplex Control Facility

  McTMA       Multi-Center Traffic Management Advisor

  METAR       Meteorological Aviation Report

  MSAW        Minimum Safe Altitude Warning

  MVMC        Marginal Visual Meteorological Conditions

  NAS         National Airspace System

  NASA        National Aeronautics and Space Administration

  NASSI       NAS Status Information

  NAT         North Atlantic Track

  NAVAIDs     Navigational Aids

  NEXRAD      Next Generation Weather Radar

  NOTAM       Notice to Airmen

  O&M         Operations and Maintenance

  OAK         Oakland Airport

  ONS         Operational Need Statement

  PFAST       Passive Final Approach Spacing Tool

  PIREP       Pilot Report

  R&D         Research and Development

  RAP         Required Aircraft Performance

  RMM         Remote Maintenance Monitoring

  RNAV        Area Navigation

  RSP         Required System Performance

  RTA         Required Time of Arrival

  RVR         Runway Visual Range

  S&R         Search and Rescue

  SAMS        Special Use Airspace Management System

  SARPs       Standard and Recommended Practices

  SATNAV      Satellite Navigation

  SF21        Safe Flight 21

  SIDs        Standard Instrument Departures

  SIGMET      Significant Meteorological Conditions

  SFO         San Francisco Airport

  SMA         Surface Movement Advisor

  SMS         Surface Management System

  SSR         Secondary Surveillance Radar

  STA         Scheduled Time of Arrival

  STARS       Standard Terminal Automation Replacement System

  STARs       Standard Terminal Arrival Routes

  SUA         Special Use Airspace

  SVFR        Special VFR

  TAFs        Terminal Area Forecasts

  TBD         To Be Determined

  TCAS        Traffic Alert and Collision Avoidance System

  TIS         Traffic Information Service

  TIS-B       Traffic Information Service -- Broadcast

  TFM         Traffic Flow Management

  TMA         Traffic Management Advisor

  TMA-MC      Traffic Management Advisor -- Multi Center

  TMA-SC      Traffic Management Advisor -- Single Center

  TMC         Traffic Management Coordinator

  TMU         Traffic Management Unit

  TRACON      Terminal Radar Approach Control

  UHF         Ultra-High Frequency

  URET        User Request Evaluation Tool

  URET CCLD   User Request Evaluation Tool Conflict

  VDL         VHF Datalink

  VFR         Visual Flight Rules

  VHF         Very-High Frequency

  VMC         Visual Meteorological Conditions

  WAAS        Wide Area Augmentation System

  ZID         Indianapolis ARTCC

  ZME         Memphis ARTCC

  ZFW         Fort Worth ARTCC
  ----------- -----------------------------------------------------------

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164. Federal Aviation Administration, US Department of Transportation;
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169. Federal Aviation Administration, US Department of Transportation;
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174. Federal Aviation Administration, US Department of Transportation;
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228. Jenny, Margaret, ARINC; [*CPDLC: Getting There Through
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231. Jones, H., Arthur D. Little, Inc.; *Assessment and Analysis of the
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253. Leiden, Ken; [*Trajectory
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391. Titan Systems Corporation, Air Traffic Systems Division; *[General
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     Tool)](../NASA/DST_gnral/ERST_g.doc);* Prepared Under RTO-62, AATT
     Operational Concept for ATM -- Year 2002 Update, July 2001

392. Titan Systems Corporation, Air Traffic Systems Division; *[Overview
     Description, ERST (En Route Spacing
     Tool)](../NASA/DST_ovrvw/ERST_o.doc);* Prepared Under RTO-62, AATT
     Operational Concept for ATM -- Year 2002 Update, July 2001

393. Titan Systems Corporation, Air Traffic Systems Division; *[General
     Description, EDP (Expedite Departure
     Path)](../NASA/DST_gnral/EDP_g.doc);* Prepared Under RTO-62, AATT
     Operational Concept for ATM -- Year 2002 Update, May 2001

394. Titan Systems Corporation, Air Traffic Systems Division; *[Overview
     Description, EDP (Expedite Departure
     Path)](../NASA/DST_ovrvw/EDP_o.doc);* Prepared Under RTO-62, AATT
     Operational Concept for ATM -- Year 2002 Update, May 2001

395. Titan Systems Corporation, Air Traffic Systems Division; *[General
     Description, aFAST (Active Final Approach Spacing
     Tool)](../NASA/DST_gnral/AFAST_g.doc);* Prepared Under RTO-62, AATT
     Operational Concept for ATM -- Year 2002 Update, May 2001

396. Titan Systems Corporation, Air Traffic Systems Division; *[Overview
     Description, aFAST (Active Final Approach Spacing
     Tool)](../NASA/DST_ovrvw/AFAST_o.doc);* Prepared Under RTO-62, AATT
     Operational Concept for ATM -- Year 2002 Update, May 2001

397. Titan Systems Corporation, Air Traffic Systems Division; *[General
     Description, D2 (Direct-To)](../NASA/DST_gnral/D2_g.doc);* Prepared
     Under RTO-62, AATT Operational Concept for ATM -- Year 2002 Update,
     May 2001

398. Titan Systems Corporation, Air Traffic Systems Division; *[Overview
     Description, D2 (Direct-To)](../NASA/DST_ovrvw/D2_o.doc);* Prepared
     Under RTO-62, AATT Operational Concept for ATM -- Year 2002 Update,
     May 2001

399. Tobias, L., Volckers, U., and Erzberger, H., *Controller
     Evaluations of the Descent Advisor Automation Aid*, NASA TM-102197,
     1989

400. [*Traffic Information Service (TIS)/Graphical Weather Service
     (GWS)*](http://www.faa.gov/and/and300/datalink/fis_ga/tisgws.htm);
     FAA web page on TIS and GWS

401. Tron, San; [*EN ROUTE CONTROLLER PILOT DATA LINK COMMUNICATIONS
     BUILD I SCHEDULE*](../FAA/ADL/industry_day_01061999_07.ppt);
     January 1999

402. [*TWIP: Terminal Weather Information for
     Pilots*](http://www.faa.gov/and/and300/datalink/fis_ga/twip.htm);
     FAA Summary, Federal Aviation Administration

403. *URET Delivery 3.0 System Level Requirements*, The MITRE
     Corporation, MWR-97W0000078R4, July 1997

404. [*URET One-Pager*](../CAASD/uret.pdf); MITRE CAASD, McLean, VA;
     1998

405. Vivona, R., Ballin, M., Green, S., Bach, R., McNally, D.; *A System
     Concept for Facilitating User Preferences n En Route Airspace*;
     NASA Technical Memorandum 4763; November 1996

406. Vivona, Robert, SRC/Titan Systems Corp.; [*Detailed Description for
     CE-7, En route: Collaboration for Mitigating Local TFM Constraints
     due to Weather, SUA, and Complexity
     Constraints*](../DAG/DAG_CE7-desc.doc); November 2000

407. Volpe Center; *A Safety Hazard Assessment Process For AATT Decision
     Support Tools With An Assessment Of Expedite Departure Path (EDP)*;
     July 2000

408. Volpe National Transportation System Center, *Enhanced Traffic
     Management System (ETMS) Functional Description (DRAFT), Version
     6.0*, Word Version 2, Report Number VNTSC-DTS56-TMS-002, January
     2000

409. Volpe National Transportation Systems Center, *TFAS Volpe Program
     Review*, December 2000

410. Volpe National Transportation Systems Center, TMS-TFAS Development
     Briefing, November 2000

411. Walker, Marilyn, Paul Long, Niamh Lowry; [*URET Daily - Use Metrics
     and Benefits Analysis - Progress
     Report*](http://www.mitre.org/support/papers/tech_papers99_00/walker_uretdaily/walker_uretdaily.pdf);
     MITRE CAASD, McLean, VA; August 2000

412. Waller, M. C., and Scanlon, C. H.; *A Simulation Study of
     Instrument Meteorological Condition Approaches to Dual Parallel
     Runways Spaced 3400 and 2500 Feet Apart Using Flight-Deck-Centered
     Technology*; NASA TM-1999-208743; Langley Research Center, Hampton,
     VA; March 1999

413. Wandels, Alex, EUROCONTROL; [*CPDLC in Europe - Development, Trials
     and Implementation*](../FAA/ADL/AlexWandelsEC.pdf); CPDLC Industry
     Day 2000; February 2000

414. Wanke, Craig; *Using Air-Ground Data Link and Operator-Provided
     Planning Data to Improve ATM Decision Support System Performance*;
     IEEE 0-7803-4150-3/97; March 1997

415. Weidner, J., Davidson, T.G., Birtcil, L., Seagull Technology, Inc.;
     *Potential Benefits of User Preferred Descent Speed Profile*;
     Report 00188.26-02, July 2000

416. Weidner, J., Davidson, T.G., Dorsky, D., Seagull Technology, Inc.;
     *En Route Descent Advisor (EDA) and En Route Data Exchange (EDX)
     ATM Interruption Benefits*; Report 00188.26-01; July 2000

417. Weidner, J., Green, S.; *Modeling ATM Automation Metering
     Conformance Benefits*; 3^rd^ USA/Europe Air Traffic Management R&D
     Seminar, Napoli; June 2000

418. Weidner, J., Mueller, T., Seagull Technology, Inc.; *Comprehensive
     Benefits Assessment of En Route Data Exchange (EDX)*; Report
     00188.27-01, July 2000

419. Weidner, T., Couluris, G. J., Sorensen, J. A., Seagull Technology,
     Inc.; *Initial Data Link Enhancement to CTAS Build 2 Potential
     Benefits Analysis*; TM 98151-01, FAA Prime Contract No.
     DTFA01-96-Y-01009; June 1998

420. Weidner, T., Davidson, G. T., Coppenbarger, R., and Green, S. M.,
     *ATM Interruptions Benefits of User-CTAS Data Exchange*, AIAA
     99-4296, to be presented at the AIAA Guidance, Navigation, and
     Control Conference, Portland, OR, August 9-11, 1999

421. Weidner, T., Davidson, T.G., Seagull Technology, Inc.;
     *Fuel-Related Benefits Analysis of En Route Data Exchange*; TM
     98175.9-01; December 1998

422. Welsch, Jerry D., Andrews, John W.; An Examination of Prior aFAST
     Benefits Analysis Studies - Interim Report; MIT/LL 92PM-AATT-0002;
     December 1999

423. Welsch, Jerry D., Andrews, John W.; *Final Approach Spacing Tool
     Benefits Final Report*; MIT/LL 92PM-AATT-0009; September 2000

424. Wilhelm, Eugene; [*Problem Analysis, Resolution and Ranking
     (PARR)*](../DAG/Wilhelm_PARR.pdf); Free Flight - DAG/TM Workshop,
     NASA Ames Research Center. Moffett Field, CA; May 22-24, 2000

425. William J. Hughes Technical Center, Federal Aviation
     Administration, US Department of Transportation. *Air Traffic
     Control Human Factors: Research and Development Human Factors
     Laboratory Fact Sheet*
     (<http://www.tc.faa.gov/its/cmd/visitors/data/ACT-500/atchf.pdf>).

426. William J. Hughes Technical Center, Federal Aviation
     Administration, US Department of Transportation. *Airway Facilities
     Human Factors: Research and Development Human Factors Laboratory
     Fact Sheet*
     (<http://www.tc.faa.gov/its/cmd/visitors/data/ACT-500/airways.pdf>).

427. William J. Hughes Technical Center, Federal Aviation
     Administration, US Department of Transportation. *NAS Advanced
     Concepts Branch, ACT540 Fact Sheet*
     (<http://www.tc.faa.gov/its/cmd/visitors/data/ACT-500/advanced.pdf>).

428. William J. Hughes Technical Center, Laboratory Management Division
     Website (<http://act400.tc.faa.gov/>). Federal Aviation
     Administration, US Department of Transportation (with input by
     WJHTC personnel).

429. Williams, D. H., and Green, S. M., *Flight Evaluation of the Center
     / TRACON Automation System Trajectory Prediction Process*,
     NASA/TP-1998-208439, July 1998

430. Williams, D. H., and Wells, D. C.; *Jet Transport Operations Using
     Cockpit Display of Traffic Information During Instrument
     Meteorological Conditions*; NASA TP-2567, Langley Research Center,
     Hampton, VA; May 1986

431. Williams, D. H.; *Time-Based Self-Spacing Techniques Using Cockpit
     Display of Traffic Information During Approach to Landing in a
     Terminal Area Vectoring Environment*; NASA TM-84601; Langley
     Research Center, Hampton, VA; 1983

432. Williams, D.H., and Green, S.M., *Piloted Simulation of an
     Air-Ground Profile Negotiation Process in a Time-Based Air Traffic
     Control Environment*, NASA TM-107748, April, 1993

433. Williams, D.H., and Green, S.M.; *Airborne Four-Dimensional Flight
     Management in a Time-Based Air Traffic Control Environment*; NASA
     TM 4269; March 1991

434. Williams, D.H., Green, S.M., den Braven, W., Arbuckle, P.D.;
     *Profile Negotiation: An Air/Ground Automation Integration Concept
     for Managing Arrival Traffic*; AGARD Guidance and Control Panel
     56^th^ Symposium on Machine Intelligence in Air Traffic Management;
     Berlin, Germany; May 1993

435. Williams, D.H., Green, S.M.; *Flight Evaluation or the
     Center/TRACON Automation System Trajectory Prediction Process*;
     NASA/TP-1998-208439; July 1998

436. Williams, D.H., Green, S.M.; *Pilot Simulation of an Air-Ground
     Profile Negotiation Process in a Time-Based air Traffic Control
     Environment*; NASA Technical Memorandum 107748; April 1993

437. Williams, James H., Federal Aviation Administration; [*Controller
     Pilot Data Link Communications
     (CPDLC)*](../FAA/ADL/JimWilliamsFAA.PDF); CPDLC Industry Day 2000;
     February 2000

438. Williams, James H., Federal Aviation Administration; [*CPDLC
     Enabling Technology for Free
     Flight*](../FAA/ADL/JW_Atca_Symposium_12799.pdf); October 1999

439. Williams, James H.; [*EN ROUTE CONTROLLER PILOT DATA LINK
     COMMUNICATIONS STATUS
     OVERVIEW*](../FAA/ADL/industry_day_01061999_01.ppt); January 1999

440. Wing, David and Steve Green; *Detailed Concept Overview*; Free
     Flight -- DAG/TM Workshop, NASA Ames Research Center; Moffett
     Field, CA; May 22-24, 2000

441. Wing, David; [*Concept Element 5 En Route: Free Maneuvering for
     User-Preferred Separation Assurance and User-Preferred Local TFM
     Conformance*](../DAG/Wing_CE-5.pdf); Free Flight - DAG/TM Workshop,
     NASA Ames Research Center. Moffett Field, CA; May 22-24, 2000

442. Wong, G. L., *The Dynamic Planner: The Sequencer, Scheduler, and
     Runway Allocator for Air Traffic Control Automation*,
     NASA/TM-2000-209586, April 2000

443. Wong, G. L.; [*The Dynamic Planner: The Sequencer, Scheduler, and
     Runway Allocator for Air Traffic Control
     Automation*](../CTAS/wong_04_00.pdf); NASA/TM-2000-209586; April
     2000

444. *[Workshop 4](../OTHER/sea_workshop4_1.htm), Sea-Tac International
     Airport Part 150 Study Update*; May 1999

445. Zelenka, R. E., R. Beatty, and S. Engelland; [*Preliminary Results
     of the Impact of CTAS Information on Airline Operational
     Control*](http://www.ctas.arc.nasa.gov/publications/abstracts/zelenka_08_98_abstract);
     AIAA Guidance, Navigation, and Control Conference; Boston, MA;
     August 10-12, 1998

446. Zobell, Stephen, Celesta Ball, Joseph Sherry; [*Traffic Flow
     Management (TFM) Weather Rerouting Decision
     Support*](../CAASD/zobell_tfm.pdf); The MITRE Corporation, McLean,
     Virginia; August 2000

```{=html}
<!-- -->
```
C.  []{#__RefHeading___Toc526666351 .anchor}ApplicationS by Enhancement
    areas

  -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
  **Source**    **Alternate   **Application Title**             **Enhancement Area (EA)**    **Application   **Page Number**
                Source**                                                                     Number in EA**  
  ------------- ------------- --------------------------------- ---------------------------- --------------- --------------------------------------------------------------------------------------------------------
  CIP (SF21)                  Radar Augmentation with ADS-B to  System Capabilities          1               [2](#radar-augmentation-with-ads-b-to-support-mixed-equipage-in-the-terminal-airspace)
                              Support Mixed Equipage in the                                                  
                              Terminal Airspace                                                              

  CIP (SF21)                  Radar Augmentation with ADS-B to  System Capabilities          2               [2](#radar-augmentation-with-ads-b-to-achieve-existing-separation-standards-in-terminal-airspace)
                              Achieve Existing Separation                                                    
                              Standards in Terminal Airspace                                                 

  CIP (SF21)                  Radar Augmentation with ADS-B to  System Capabilities          3               [3](#radar-augmentation-with-ads-b-to-support-mixed-equipage-in-the-en-route-airspace)
                              Support Mixed Equipage in the                                                  
                              En-route Airspace                                                              

  CIP (SF21)                  Radar Augmentation with ADS-B to  System Capabilities          4               [4](#radar-augmentation-with-ads-b-to-achieve-existing-separation-standards-in-en-route-airspace)
                              Achieve Existing Separation                                                    
                              Standards in En route Airspace                                                 

  CIP (SF21)                  Enhance existing surface          System Capabilities          5               [4](#enhance-existing-surface-surveillance-with-ads-b)
                              surveillance with ADS-B                                                        

  CIP (SF21)                  Surveillance Coverage for         System Capabilities          6               [5](#surveillance-coverage-for-airports-without-existing-surface-surveillance)
                              Airports without Existing Surface                                              
                              Surveillance                                                                   

  CIP                         Air Traffic Management (ATM)      System Capabilities          7               [5](#air-traffic-management)

  CIP                         Advanced Technologies & Oceanic   System Capabilities          8               [5](#advanced-technologies-oceanic-procedures-atop)
                              Procedures (ATOP)                                                              

  CIP                         ATC/ATM Decision Support Tools    System Capabilities          9               [6](#atcatm-decision-support-tools)

  CIP                         En Route Controller Pilot Data    System Capabilities          10              [6](#en-route-controller-pilot-data-link-communications-cpdlc)
                              Link Communications (CPDLC)                                                    

  CIP                         Mode Select (Mode-S)              System Capabilities          11              [7](#mode-select-mode-s)

  CIP                         Flight Service Automation System  System Capabilities          12              [7](#flight-service-automation-system-fsas-operational-and-supportability-implementation-system-oasis)
                              (FSAS) Operational and                                                         
                              Supportability Implementation                                                  
                              System (OASIS)                                                                 

  CIP                         Precision Runway Monitor (PRM)    System Capabilities          13              [8](#precision-runway-monitor-prm)

  CIP                         Standard Terminal Automation      System Capabilities          14              [9](#standard-terminal-automation-replacement-system-stars)
                              Replacement System (STARS)                                                     

  CIP (FFP2)                  Controller Pilot Data Link        System Capabilities          15              [9](#controller-pilot-data-link-communication-cpdlc)
                              Communication (CPDLC)                                                          

  CIP                         Air/Ground Communications         System Capabilities          16              [12](#airground-communications-infrastructure)
                              Infrastructure                                                                 

  CIP                         Airport Surface Detection         System Capabilities          17              [13](#airport-surface-detection-equipment-asde-3)
                              Equipment (ASDE-3)                                                             

  CIP                         Airport Surface Detection         System Capabilities          18              [13](#airport-surface-detection-equipment---model-x-asde-x)
                              Equipment - Model X (ASDE-X)                                                   

  CIP                         Weather Systems Processor (WSP)   System Capabilities          19              [13](#weather-systems-processor-wsp)

  CIP                         Airport Surveillance Radar        System Capabilities          20              [14](#airport-surveillance-radar-asr11)
                              (ASR11)                                                                        

  CIP                         Alaskan NAS Interfacility         System Capabilities          21              [15](#alaskan-nas-interfacility-communications-system-anics)
                              Communications System (ANICS)                                                  

  CIP                         Automated Surface Observing       System Capabilities          22              [16](#automated-surface-observing-system-asos---automated-surface-observing-system-network-aswon)
                              System (ASOS) - Automated Surface                                              
                              Observing System Network (ASWON)                                               

  CIP                         Automatic Dependent Surveillance  System Capabilities          23              [16](#automatic-dependent-surveillance-broadcast-ads-b)
                              Broadcast (ADS-B)                                                              

  CIP                         Integrated Terminal Weather       System Capabilities          24              [16](#integrated-terminal-weather-system-itws)
                              System (ITWS)                                                                  

  CIP                         Critical Telecommunications       System Capabilities          25              [17](#critical-telecommunications-support-cts)
                              Support (CTS)                                                                  

  CIP                         Gulf of Mexico Offshore Program   System Capabilities          26              [18](#gulf-of-mexico-offshore-program)

  CIP                         Local Area Augmentation System    System Capabilities          27              [19](#local-area-augmentation-system-laas)
                              (LAAS)                                                                         

  CIP                         Low Level Wind Shear Alert System System Capabilities          28              [20](#low-level-wind-shear-alert-system-llwas)
                              (LLWAS)                                                                        

  CIP                         Information Security              System Capabilities          29              [20](#information-security)

  CIP                         Next Generation Air/Ground (A/G)  System Capabilities          30              [21](#next-generation-airground-ag-communications-system-nexcom)
                              Communications System (NEXCOM)                                                 

  CIP                         Next Generation Weather Radar     System Capabilities          31              [23](#next-generation-weather-radar-nexrad)
                              (NEXRAD) (2)                                                                   

  CIP                         Runway Visual Range (RVR)         System Capabilities          32              [24](#runway-visual-range-rvr)

  CIP                         Terminal Applied Engineering      System Capabilities          33              [24](#terminal-applied-engineering)

  CIP                         Tower Data link Services (TDLS)   System Capabilities          34              [25](#tower-data-link-services-tdls)

  CIP                         Weather and Radar Processor       System Capabilities          35              [25](#weather-and-radar-processor-warp)
                              (WARP)                                                                         

  CIP                         Wide Area Augmentation System     System Capabilities          36              [26](#wide-area-augmentation-system-waas)
                              (WAAS)                                                                         

  NARP                        Airport Security Technology       System Capabilities          37              [27](#airport-security-technology-integration)
                              Integration                                                                    

  NARP                        Airport Technology - Deicing      System Capabilities          38              [27](#airport-technology-deicing)

  NARP                        Aviation Safety Risk Analysis     System Capabilities          39              [28](#aviation-safety-risk-analysis)

  NARP                        CAASD (System Applications)       System Capabilities          40              [29](#system-applications)

  NARP                        Environment and Energy            System Capabilities          41              [29](#environment-and-energy)

  NARP                        Flight Safety/Atmospheric Hazards System Capabilities          42              [30](#flight-safetyatmospheric-hazards-research-aircraft-icing)
                              Research (Aircraft Icing)                                                      

  NARP                        Information System Security       System Capabilities          43              [31](#information-system-security)

  CIP                         Information Technology            System Capabilities          44              [32](#information-technology-integration)
                              Integration                                                                    

  NARP                        Navigation Research (WAAS/LAAS)   System Capabilities          45              [32](#navigation-research-waaslaas)

                              Not Used                          System Capabilities          46              [33](#this-section-intentionally-left-blank.)

  CIP           NARP          Operational Concept Validation    System Capabilities          47              [34](#operations-concept-validation)

  CIP           NARP          ADS-B Data Link Evaluation        System Capabilities          48              [34](#ads-b-data-link-evaluation)

  CIP           NARP          Software Engineering R&D          System Capabilities          49              [35](#software-engineering-research)

  NARP                        Automatic Dependent               System Capabilities          50              [35](#automatic-dependent-surveillance-broadcast-ads-b-research)
                              Surveillance-Broadcast (ADS-B)                                                 
                              Research                                                                       

  CIP           NARP          System Capacity, Planning and     System Capabilities          51              [36](#system-capacity-planning-and-improvements)
                              Improvements                                                                   

  CIP                         NAS Requirements Development      System Capabilities          52              [37](#nas-requirements-development)

  NARP                        Commercial Space Transportation   System Capabilities          53              [38](#commercial-space-transportation-safety)
                              Safety                                                                         

  NARP                        William J. Hughes Technical       System Capabilities          54              [39](#william-j.-hughes-technical-center)
                              Center (Formerly 1.54-1.57)                                                    

  CIP (FFP2)                  Advanced Vortex Spacing System    System Capabilities          55              [44](#advanced-vortex-spacing-system)
                              (AVOSS)                                                                        

  CIP                         Terminal Weather Doppler Radar    System Capabilities          56              [45](#terminal-weather-doppler-radar-tdwr---provide)
                              (TDWR) - Provide                                                               

  DAG                         NAS-Constraint Considerations for Flight Planning              1               [46](#nas-constraint-considerations-for-scheduleflight-optimization)
                              Schedule/Flight Optimization                                                   

  DAG                         Free Maneuvering for              Flight Planning              2               [46](#free-maneuvering-for-user-preferred-local-tfm-conformance)
                              User-preferred Local TFM                                                       
                              Conformance                                                                    

  DAG                         Free Maneuvering for              Separation Assurance         1               [49](#free-maneuvering-for-user-preferred-separation-assurance)
                              User-preferred Separation                                                      
                              Assurance                                                                      

  DAG                         Trajectory Negotiation for        Separation Assurance         2               [51](#trajectory-negotiation-for-user-preferred-separation-assurance)
                              User-preferred Separation                                                      
                              Assurance                                                                      

  DAG                         Free Maneuvering for Weather      Separation Assurance         3               [54](#free-maneuvering-for-weather-avoidance)
                              Avoidance                                                                      

  DAG                         Trajectory Negotiation for        Separation Assurance         4               [55](#trajectory-negotiation-for-weather-avoidance)
                              Weather Avoidance                                                              

  DAG                         Airborne CD&R for Closely Spaced  Separation Assurance         5               [55](#airborne-cdr-for-closely-spaced-approaches)
                              Approaches                                                                     

  CIP (SF21)                  Enhanced Visual Acquisition of    Separation Assurance         6               [56](#enhanced-visual-acquisition-of-other-traffic-for-see-and-avoid-using-ads-b-only)
                              other Traffic for See-and-Avoid                                                
                              (using ADS-B only)                                                             

  CIP (SF21)                  Enhanced Visual Acquisition of    Separation Assurance         7               [56](#enhanced-visual-acquisition-of-other-traffic-for-see-and-avoid-using-ads-b-and-tis-b)
                              other Traffic for See-and-Avoid                                                
                              (using ADS-B and TIS-B)                                                        

  CIP (SF21)                  Conflict Detection                Separation Assurance         8               [57](#conflict-detection)

  CIP (SF21)                  Conflict Resolution               Separation Assurance         9               [58](#conflict-resolution)

  CIP (SF21)                  Delegated Air-to-Air              Separation Assurance         10              [58](#delegated-air-to-air-self-separation-for-one-in-one-out-airspace)
                              Self-Separation for                                                            
                              One-in-One-Out Airspace                                                        

  CIP (SF21)                  Center Situational Awareness with Separation Assurance         11              [58](#center-situational-awareness-with-ads-b)
                              ADS-B                                                                          

  CIP (SF21)                  Radar-like Services with ADS-B    Separation Assurance         12              [59](#radar-like-services-with-ads-b)

  CIP (SF21)                  Reduced Separation Standards with Separation Assurance         13              [59](#reduced-separation-standards-with-ads-b)
                              ADS-B                                                                          

  CIP                         User Request Evaluation Tool      Separation Assurance         14              [60](#user-request-evaluation-tool-uret)
  (FFP1/FFP2)                 (URET)                                                                         

  CIP                         Runway Safety Program (RSP)       Separation Assurance         15              [61](#runway-safety-program-rsp)

  NARP                        CAASD (GPS based TCAS)            Separation Assurance         16              [62](#gps-based-tcas)

  NARP                        Runway Incursion Reduction        Separation Assurance         17              [62](#runway-incursion-reduction)

  CIP (SF21)                  Initial FIS-B                     Situational Awareness and    1               [63](#initial-fis)
                                                                Advisory                                     

  CIP (SF21)                  Additional FIS-B Products         Situational Awareness and    2               [64](#additional-fis-b-products)
                                                                Advisory                                     

  CIP (SF21)                  Low Cost Terrain Situational      Situational Awareness and    3               [65](#low-cost-terrain-situational-awareness)
                              Awareness                         Advisory                                     

  CIP (SF21)                  Increased access to terrain       Situational Awareness and    4               [65](#increased-access-to-terrain-constrained-low-altitude-airspace)
                              constrained low altitude airspace Advisory                                     

  CIP (SF21)                  Pilot Situational Awareness       Situational Awareness and    5               [66](#pilot-situational-awareness-beyond-visual-range)
                              Beyond Visual Range               Advisory                                     

  CIP (SF21)                  Runway and final approach         Situational Awareness and    6               [66](#runway-final-approach-occupancy-awareness-using-ads-b-only)
                              occupancy awareness (using ADS-B  Advisory                                     
                              only)                                                                          

  CIP (SF21)                  Runway and final approach         Situational Awareness and    7               [67](#runway-final-approach-occupancy-awareness-using-ads-b-and-tis-b)
                              occupancy awareness (using ADS-B  Advisory                                     
                              and TIS-B)                                                                     

  CIP (SF21)                  Airport Surface Situational       Situational Awareness and    8               [67](#airport-surface-situational-awareness)
                              Awareness                         Advisory                                     

  CIP (SF21)                  Center Situational Awareness with Situational Awareness and    9               [68](#center-situational-awareness-with-ads-b-1)
                              ADS-B                             Advisory                                     

  CIP (SF21)                  Radar-like Services with ADS-B    Situational Awareness and    10              [68](#radar-like-services-with-ads-b-1)
                                                                Advisory                                     

  CIP (SF21)                  Tower Situational Awareness       Situational Awareness and    11              [69](#tower-situational-awareness-beyond-visual-range)
                              beyond Visual Range               Advisory                                     

  CIP                         Airport Movement Area Safety      Situational Awareness and    12              [69](#airport-movement-area-safety-system-amass)
                              System (AMASS)                    Advisory                                     

  CIP                         Flight Informational Services     Situational Awareness and    13              [70](#flight-informational-services-data-link-fisdl)
                              Data Link (FISDL)                 Advisory                                     

  NARP                        Air Traffic Control/Airway        Situational Awareness and    14              [70](#air-traffic-controlairway-facilities-human-factors)
                              Facilities Human Factors          Advisory                                     

  NARP                        Flight Deck/Maintenance/Systems   Situational Awareness and    15              [72](#flight-deckmaintenancesystem-integration-human-factors)
                              Integration Human Factors         Advisory                                     

  NARP                        Weather Program                   Situational Awareness and    16              [73](#weather-program)
                                                                Advisory                                     

  CIP                         Next Generation Weather Radar     Situational Awareness and    17              [74](#next-generation-weather-radar-nexrad-1)
                              (NEXRAD)                          Advisory                                     

  NARP                        CAASD (Alternative for Using GPS  Navigation and Landing       1               [76](#alternatives-for-using-gps-in-free-flight)
                              in Free Flight)                                                                

  CIP                         Instrument Approach Procedures    Navigation and Landing       2               [76](#instrument-approach-procedures-automation-iapa)
                              Automation (IAPA)                                                              

  CIP (FFP1)                  Collaborative Decision Making     Traffic Management --        1               [77](#collaborative-decision-making-cdm-enhanced-ground-delay-program-gdp)
                              (CDM) - Enhanced Ground Delay     Strategic Flow                               
                              Program                                                                        

  CIP (FFP1)                  Collaborative Decision Making     Traffic Management --        2               [78](#collaborative-decision-making-cdm-initial-collaborative-routing)
                              (CDM) - Initial Collaborative     Strategic Flow                               
                              Routing                                                                        

  CIP (FFP2)                  Collaborative Routing             Traffic Management --        3               [78](#collaborative-routing-coordination-tool)
                              Coordination Tool (CRCT)          Strategic Flow                               

  AATT                        Traffic Flow Automation System    Traffic Management --        4               [80](#tfas---traffic-flow-automation-system)
                              (TFAS)                            Strategic Flow                               

  CIP (FFP2)                  Collaborative Decision Making     Traffic Management --        5               [81](#collaborative-decision-making-cdm-enhancements)
                              (CDM) Enhancements                Strategic Flow                               

  CIP (FFP2)                  Equitable Allocation of Limited   Traffic Management --        6               [82](#equitable-allocation-of-limited-resources)
                              Resources                         Strategic Flow                               

  AATT          CIP (FFP2)    Active Final Approach Spacing     Traffic Management -         1               [84](#active-final-approach-spacing-tool-afast)
                              Tool (aFAST)                      Synchronization                              

  AATT                        Collaborative Arrival Planner     Traffic Management --        2               [86](#collaborative-arrival-planner-cap)
                              (CAP)                             Synchronization                              

  AATT          CIP (FFP2)    Direct-to (D2)                    Traffic Management --        3               [87](#direct-to-d2)
                                                                Synchronization                              

  AATT          CIP (FFP2)    En Route and Descent Advisor      Traffic Management --        4               [89](#en-route-descent-advisor-eda)
                              (EDA)                             Synchronization                              

  AATT          CIP (FFP2)    Expedite Departure Path (EDP)     Traffic Management --        5               [92](#expedite-departure-path-edp)
                                                                Synchronization                              

  AATT          CIP (FFP2)    Multi-Center Traffic Management   Traffic Management --        6               [93](#multi-center-traffic-management-advisor-tma-mc)
                              Advisor (TMA MC)                  Synchronization                              

  AATT          CIP           Passive Final Approach Spacing    Traffic Management --        7               [94](#passive-final-approach-spacing-tool-pfast)
                (FFP1/FFP2)   Tool (pFAST)                      Synchronization                              

  AATT          CIP           Surface Management Advisor (SMA)  Traffic Management --        8               [96](#surface-movement-advisor-sma)
                (FFP1/FFP2)                                     Synchronization                              

  AATT          CIP (FFP2)    Surface Management System (SMS)   Traffic Management --        9               [97](#surface-management-system-sms)
                                                                Synchronization                              

  AATT          CIP           Traffic Management Advisor (TMA)  Traffic Management --        10              [98](#traffic-management-advisor-tma)
                (FFP1/FFP2)                                     Synchronization                              

  DAG                         Intelligent Routing for Efficient Traffic Management --        11              [99](#intelligent-routing-for-efficient-pushback-times-taxi)
                              Active-Runway Crossing and Taxi   Synchronization                              

  DAG                         Free Maneuvering for User         Traffic Management --        12              [100](#free-maneuvering-for-user-preferred-departures)
                              Preferred Departures              Synchronization                              

  DAG                         Trajectory Negotiation for User   Traffic Management --        13              [100](#trajectory-negotiation-for-user-preferred-departures)
                              Preferred Departures              Synchronization                              

  DAG                         Trajectory Negotiation for        Traffic Management --        14              [101](#trajectory-negotiation-for-user-preferred-local-tfm-conformance)
                              User-preferred Local TFM          Synchronization                              
                              Conformance                                                                    

  DAG                         Collaboration for Mitigating      Traffic Management --        15              [104](#collaboration-for-mitigating-local-tfm-constraints-due-to-weather-sua-complexity)
                              Local TFM Constraints due to      Synchronization                              
                              Weather, SUA, Complexity                                                       

  DAG                         Collaboration for User-Preferred  Traffic Management --        16              [105](#collaboration-for-user-preferred-arrival-metering)
                              Arrival Metering                  Synchronization                              

  DAG                         Self Spacing for Merging and      Traffic Management --        17              [106](#self-spacing-for-merging-in-trail-separation)
                              In-Trail Separation               Synchronization                              

  DAG                         Trajectory Exchange for Merging   Traffic Management --        18              [108](#trajectory-exchange-for-merging-in-trail-separation)
                              and In-Trail Separation           Synchronization                              

  DAG                         Intelligent Routing for Efficient Traffic Management --        19              [109](#intelligent-routing-for-efficient-active-runway-crossing-taxi)
                              Pushback Times and Taxi           Synchronization                              

  CIP (SF21)                  Enhanced Visual Approaches        Traffic Management --        20              [109](#enhanced-visual-approaches-visual-acquisition-with-existing-procedures-ads-b-only)
                              (Visual acquisition with existing Synchronization                              
                              procedures, ADS-B only)                                                        

  CIP (SF21)                  Enhanced Visual Approaches (with  Traffic Management --        21              [110](#enhanced-visual-approaches-with-new-procedures-using-ads-b-only)
                              new procedures using ADS-B only)  Synchronization                              

  CIP (SF21)                  Enhanced Visual Approaches (with  Traffic Management --        22              [111](#enhanced-visual-approaches-with-new-procedures-using-ads-b-and-tis-b)
                              new procedures using ADS-B and    Synchronization                              
                              TIS-B)                                                                         

  CIP (SF21)                  Approach Spacing for Visual       Traffic Management --        23              [112](#approach-spacing-for-visual-approaches)
                              Approaches                        Synchronization                              

  CIP (SF21)                  Approach Spacing for Instrument   Traffic Management --        24              [113](#approach-spacing-for-instrument-approaches)
                              Approaches                        Synchronization                              

  CIP (SF21)                  Enhanced Parallel Approaches in   Traffic Management --        25              [113](#enhanced-parallel-approaches-in-vmcmvmc)
                              VMC/MVMC                          Synchronization                              

  CIP (SF21)                  Departure Spacing/Clearance (VMC  Traffic Management --        26              [114](#departure-spacingclearance-vmc-in-radar)
                              in radar)                         Synchronization                              

  CIP (SF21)                  Approaches to Closely Space       Traffic Management --        27              [114](#approaches-to-closely-space-parallel-runways)
                              Parallel Runways                  Synchronization                              

  CIP (SF21)                  Closer Climb and Descent in       Traffic Management --        28              [115](#closer-climb-and-descent-in-non-radar-airspace)
                              Non-Radar Airspace                Synchronization                              

  CIP (SF21)                  In-Trail Spacing in En Route      Traffic Management --        29              [115](#in-trail-spacing-in-en-route-airspace)
                              Airspace                          Synchronization                              

  CIP (SF21)                  Merging in En Route Airspace      Traffic Management --        30              [115](#merging-in-en-route-airspace)
                                                                Synchronization                              

  CIP (SF21)                  Passing Maneuvers in En Route     Traffic Management --        31              [115](#passing-maneuvers-in-en-route-airspace)
                              Airspace                          Synchronization                              

  CIP (SF21)                  Enhanced IMC Airport Surface      Traffic Management --        32              [116](#enhanced-imc-airport-surface-operations)
                              Operations                        Synchronization                              

  CIP (SF21)                  Radar-like Services with ADS-B    Traffic Management --        33              [116](#radar-like-services-with-ads-b-2)
                                                                Synchronization                              

  NARP                        CAASD (Evaluation of FFP1 Tools)  Traffic Management --        34              [117](#evaluation-of-ffpi-tools)
                                                                Synchronization                              

  CIP (FFP2)                  Problem Analysis Resolution and   Traffic Management --        35              [117](#problem-analysis-resolution-and-ranking-parr)
                              Ranking (PARR)                    Synchronization                              

  CIP (SF21)                  Reduced Separation Standards with Airspace Management          1               [118](#reduced-separation-standards-with-ads-b-1)
                              ADS-B                                                                          

  CIP                         Houston Area Air Traffic System   Airspace Management          2               [119](#houston-area-air-traffic-system)

  CIP                         Northern California TRACON        Airspace Management          3               [119](#northern-california-tracon)

  CIP                         Potomac TRACON                    Airspace Management          4               [120](#potomac-tracon)

  CIP                         DoD/FAA ATC Facility Transfer     Airspace Management          5               [120](#dodfaa-atc-facility-transfer)

  CIP           NARP          Airspace Management Laboratory    Airspace Management          6               [120](#airspace-management-laboratory)

  NARP                        CAASD (Airspace Redesign          Airspace Management          7               [121](#airspace-redesign-enhancements)
                              Enhancements)                                                                  

  NARP          CIP           General Aviation and Vertical     Airspace Management          8               [121](#general-aviation-and-vertical-flight-technology-program)
                              Flight Technology Program                                                      

  NARP          CIP           Separation Standards              Airspace Management          9               [122](#separation-standards)

  NARP                        Domestic Reduced Vertical         Airspace Management          10              [123](#domestic-reduced-vertical-separation-minima)
                              Separation Minima                                                              

  DAG                         Information Access/Exchange for   Infrastructure/Information   1               [126](#information-accessexchange-for-enhanced-decision-support)
                              Enhanced Decision Support         Management                                   

  CIP (FFP1)                  Collaborative Decision Making     Infrastructure/Information   2               [127](#collaborative-decision-making-cdm-nas-status-information)
                              (CDM) - NAS Status Information    Management                                   

  CIP                         FAA Telecommunications            Infrastructure/Information   3               [128](#faa-telecommunications-infrastructure-fti)
                              Infrastructure (FTI)              Management                                   

  CIP                         Integrated Flight Quality         Infrastructure/Information   4               [128](#integrated-flight-quality-assurance-ifqa)
                              Assurance (IFQA)                  Management                                   

  CIP                         Air Traffic Operations Management Infrastructure/Information   5               [129](#air-traffic-operations-management-system-atoms)
                              System (ATOMS)                    Management                                   

  CIP                         Aviation Safety Analysis System   Infrastructure/Information   6               [129](#aviation-safety-analysis-system-asas)
                              (ASAS)                            Management                                   

  CIP                         Facility Security Risk Management Infrastructure/Information   7               [130](#facility-security-risk-management)
                                                                Management                                   

  CIP                         Frequency and Spectrum            Infrastructure/Information   8               [130](#frequency-and-spectrum-engineering)
                              Engineering                       Management                                   

  CIP                         NAS Infrastructure Management     Infrastructure/Information   9               [132](#nas-infrastructure-management-system-nims)
                              System (NIMS)                     Management                                   

  CIP                         NAS Management Automation Program Infrastructure/Information   10              [133](#nas-management-automation-program-nasmap)
                              (NASMAP)                          Management                                   

  CIP                         National Aviation Safety Data     Infrastructure/Information   11              [133](#national-aviation-safety-data-analysis-center-nasdac)
                              Analysis Center (NASDAC)          Management                                   

  CIP                         Operational Data Management       Infrastructure/Information   12              [134](#operational-data-management-system-odms)
                              system (ODMS)                     Management                                   

  CIP                         Safety Performance Analysis       Infrastructure/Information   13              [134](#safety-performance-analysis-system-spas)
                              System (SPAS)                     Management                                   

  AATT                        En Route Data Exchange (EDX)      Infrastructure/Information   14              [136](#en-route-data-exchange-edx)
                                                                Management                                   
  -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------