**A Joint Government/Industry Operational Concept**

**for the Evolution of Free Flight**

Prepared by the RTCA Select Committee on Free Flight Implementation

# August 1997  {#august-1997 .Front-Matter-Header}

#  {#section .Front-Matter-Header}

# Foreword {#foreword .Front-Matter-Header}

This document, *A* *Joint Government/Industry Operational Concept for
the Evolution of Free Flight* is the result of a collaborative effort
among a diverse set of aviation stakeholders - in both government and
industry - to further define the next level of details of the
operational concept as initially defined in RTCA Task Force 3. The
establishment of a joint concept is another example of the continued
needed collaborative effort between the government and industry towards
achieving the Free Flight concept. This joint concept is intended to be
used by both the government and industry to drive procedural, investment
and architecture decisions necessary to achieve Free Flight in a
coordinated and collaborative manner. It is expected that both industry
and the government will use this document as the basis for their
respective plans and decisions. The RTCA Select Committee on Free Flight
Implementation will coordinate future revisions to this document.

# Table of Contents {#table-of-contents .Front-Matter-Header}

**Section Page**

1 Introduction 1-1

1.1 Background 1-1

1.2 Development Process 1-2

1.3 Scope and Intended Use 1-2

1.4 The Evolution of the NAS 1-3

1.5 Organization 1-5

2 Flight Planning 2-1

2.1 Flight Planning Operational Concept for the Year 2000 2-1

2.1.1 Users With AOC or AOC-like Capability (2000) 2-1

2.1.2 GA Users (2000) 2-1

2.1.3 DoD Users (2000) 2-2

2.2 Flight Planning Operational Concept for the Year 2005 2-2

2.2.1 Users With AOC or AOC-like Capability (2005) 2-3

2.2.2 GA Users (2005) 2-3

2.2.3 DoD Users (2005) 2-3

2.3 Flight Planning Operational Concept for the Mature State 2-3

2.3.1 Users With AOC or AOC-like Capability (Mature State) 2-4

2.3.2 GA Users (Mature State) 2-4

2.3.3 DoD Users (Mature State) 2-4

3 Surface Movement Operations 3-1

3.1 Surface Movement Operational Concept for the Year 2000 3-1

3.1.1 Users With AOC or AOC-like Capability (2000) 3-1

3.1.2 GA Users (2000) 3-2

3.1.3 DoD Users (2000) 3-2

3.2 Surface Movement Operational Concept for the Year 2005 3-2

3.2.1 Users With AOC or AOC-like Capability (2005) 3-4

3.2.2 GA Users (2005) 3-4

3.2.3 DoD Users (2005) 3-4

3.3 Surface Movement Operational Concept for the Mature State 3-5

3.3.1 Users With AOC or AOC-like Capability (Mature State) 3-5

3.3.2 GA Users (Mature State) 3-5

3.3.3 DoD Users (Mature State) 3-5

4 Terminal-Area Operations (Arrival/Departure) 4-1

4.1 Terminal-Area Operational Concept for the Year 2000 4-1

4.1.1 Users With AOC or AOC-like Capability (2000) 4-2

4.1.2 GA Users (2000) 4-2

4.1.3 DoD Users (2000) 4-2

4.2 Terminal-Area Operational Concept for the Year 2005 4-3

4.2.1 Users With AOC or AOC-like Capability (2005) 4-4

4.2.2 GA Users (2005) 4-5

4.2.3 DoD Users (2005) 4-5

4.3 Terminal-Area Operational Concept for the Mature State 4-5

4.3.1 Users With AOC or AOC-like Capability (Mature State) 4-6

4.3.2 GA Users (Mature State) 4-6

4.3.3 DoD Users (Mature State) 4-6

5 En Route (Cruise) 5-1

5.1 En Route Operational Concept for the Year 2000 5-1

5.1.1 Users With AOC or AOC-like Capability (2000) 5-1

5.1.2 GA Users (2000) 5-2

5.1.3 DoD Users (2000) 5-2

5.2 En Route Operational Concept for the Year 2005 5-2

5.2.1 Users With AOC or AOC-like Capability (2005) 5-4

5.2.2 GA Users (2005) 5-4

5.2.3 DoD Users (2005) 5-4

5.3 En Route Operational Concept for the Mature State 5-4

5.3.1 Users With AOC or AOC-like Capability (Mature State) 5-5

5.3.2 GA Users (Mature State) 5-5

5.3.3 DoD Users (Mature State) 5-5

6 Oceanic 6-1

6.1 Oceanic Operational Concept for the Year 2000 6-1

6.1.1 Users With AOC or AOC-like Capability (2000) 6-1

6.1.2 GA Users (2000) 6-2

6.1.3 DoD Users (2000) 6-2

6.2 Oceanic Operational Concept for the Year 2005 6-2

6.2.1 Users With AOC or AOC-like Capability (2005) 6-3

6.2.2 GA Users (2005) 6-4

6.2.3 DoD Users (2005) 6-4

6.3 Oceanic Operational Concept for the Mature State 6-4

6.3.1 Users With AOC or AOC-like Capability (Mature State) 6-4

6.3.2 GA Users (Mature State) 6-4

6.3.3 DoD Users (Mature State) 6-4

7 Traffic Flow Management 7-1

7.1 Traffic Flow Management Operational Concept for the Year 2000 7-1

7.2 Traffic Flow Management Operational Concept for the Year 2005 7-2

7.3 Traffic Flow Management Operational Concept for the Mature State 7-3

List of References RE-1

Appendix A: Traceability to RTCA Task Force 3 Concepts A-1

Glossary GL-1

Section 1Number range Level1Number range Level2Number range Level3Number
range FigureNumber range Table

# Introduction

This document provides an evolutionary concept of operations from the
perspectives of National Airspace System (NAS) users and service
providers. This concept covers the transition from the current NAS
through three distinct timeframes: the year 2000, the year 2005, and the
time when mature Free Flight[^1] occurs. It is intended to incorporate
the needs and requirements of NAS users and service providers and to
serve as the basis for an incremental and a benefits-driven approach
towards Free Flight. It is also intended to form the basis for both the
Federal Aviation Administration (FAA) and the user community to plan
procedural, investment and architectural decisions that will provide the
operational capabilities needed to achieve Free Flight.

# 1.1 Number range Level3Number range Level2Background

Free Flight is an innovative concept born out of the need for increased
user flexibility, with operating efficiencies and increased levels of
capacity and safety to meet the growing demand for air transportation.
The concept of Free Flight was developed by the RTCA Task Force on Free
Flight during 1995. The RTCA Task Force produced a report entitled *The
Final Report of RTCA Task Force 3: Free Flight Implementation* \[1\],
that further defined the Free Flight operational concept, evaluated the
Free Flight architecture and technology needs, and identified an
incremental transition to Free Flight. The RTCA Task Force 3 report also
outlined specific operational capabilities and potential procedures and
technologies that could achieve those concepts. Although flights
conducted under Visual Flight Rules (VFR) will receive some benefit from
greater information sharing under a Free Flight concept, flights under
Instrument Flight Rules will benefit the most by greater flexibility,
historically only enjoyed by VFR flights.

The Free Flight concept suggests that significant benefits can be
achieved by concentrating on (1) removal of constraints and restrictions
to flight operations, (2) better exchange of information and
collaborative decision making among users and service providers, (3)
more efficient management of airspace and airport resources, and (4)
tools and models to aid air traffic service providers. The RTCA Task
Force 3 report illustrates incremental concepts for near-, mid-, and
far-term timeframes.

*The Free Flight Action Plan* \[2\], prepared by the Government/Industry
Free Flight Steering Committee, outlines the specific FAA and industry
program activities that implement the concepts and capabilities defined
in the RTCA Task Force 3 report in the timeframe needed by the user
community. It reflects a benefits-driven incremental approach to the
provision of services to the users of the airspace.

# 1.2 Development Number range Level3Number range Level2Process

This document*,* *A Joint Government/Industry Operational Concept for
the Evolution of Free Flight*, is a further refinement of the Free
Flight operational concepts. The concepts are described from the
airspace user and service provider perspectives during all phases of
flight. This document uses the RTCA Task Force 3 report, as well as the
*Action Plan*, as the basis to further refine those concepts and to more
specifically define the communication, navigation and surveillance/Air
Traffic Management (CNS/ATM) concepts needed to achieve Free Flight. It
was developed as part of the deliberations of the RTCA Select Committee
on Free Flight Implementation Working Group on ATM Operational Concepts.

It is important to remember that the existing NAS continues to reflect
its origins as a system in which aircraft flew directly from
NAVigational AID (NAVAID) to NAVAID along a set of FAA defined routes.
The airspace structure and boundary restrictions strongly reflect the
constraints that the communication and computational systems imposed
when the NAS was developed. For this system to progress toward meeting
the NAS user needs and requirements, [there need to be changes in
procedures, roles and responsibilities, equipment, and automation
functions to evolve into a structure that accommodates greater user
flexibility in planning and conducting flights. (L 1.7 &
A1.1_2]{.mark}[\[[1_105](../OPSCON_L.XLS#_1_105)\])]{.mark} This
operational concept provides a basis for the NAS architectural decisions
and strategies needed to complete this transition. It also serves as a
source for strategic decision making from the NAS user and service
provider perspectives.

# 1.3 Number range Level3Number range Level2Scope and Intended Use

This document reflects the joint FAA and industry view of how the air
traffic management system will operate in three timeframes: 2000, 2005,
and mature state. For each concept described, the respective roles and
responsibilities of the participants in that concept are described.
Where appropriate, operational scenarios are used to better illustrate
the concept and more easily convey the roles that the various
participants will have to play.

This document will be used by both the FAA and the user community to
coordinate activities related to the development and implementation of
air traffic services and operational capabilities within the NAS. This
document will be updated as necessary to reflect changes in FAA and user
strategy. As rigorous concept evaluation and validation is conducted,
this document will be modified to reflect the results of those efforts
to provide a more detailed definition and analysis of the concepts.

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

Before this operational concept moves from the *concept* stage to the
*implementation* stage, [the need exists for further development and
validation of Free Flight enhancing procedures and technologies, which
would, among other things, emphasize human factors considerations.
(A1.3_1)]{.mark} [Such validation testing would serve to build a
consensus among users and between users and service providers.
(A1.3_2)]{.mark} It is also of paramount importance that [prior to
operational implementation of any concepts described herein, required
safety studies be conducted, and joint government and industry agreement
on certification criteria and standards be established. (A1.3_3)]{.mark}
Finally, [adequate backup and security procedures must be defined to
address the failure and vulnerability of enabling technologies.
(A1.3_4]{.mark}[\[[1_125](../OPSCON_L.XLS#_1_125)\])]{.mark}

# 1.4 Number range Level3Number range Level2The Evolution of the NAS

In this document, the concept for year **2000** reflects the initial
Free Flight capabilities as envisioned by Task Force 3 and as outlined
in the *Action Plan.* For **2005**, the concept describes the next
incremental steps towards Free Flight, with additional capabilities
across a wider area of the NAS. This timeframe also coincides with the
completion of the National Airspace Review, [the replacement of the
"Host"]{.mark} en route automation system, [the transition to satellite
navigation. (L 1.9 & A
3_1]{.mark}[\[[1_110](../OPSCON_L.XLS#_1_110)\])),]{.mark} and [the
introduction of automatic dependent surveillance. This creates the first
opportunity for service providers to make fundamental changes in how NAS
services are delivered. (A
3_2]{.mark}[\[[1_115](../OPSCON_L.XLS#_1_115)\])]{.mark} [It marks the
end of the first phase of transition to an airspace structure and
technologies facilitating Free Flight. (L 1.10 & A
3_3]{.mark}[\[[1_120](../OPSCON_L.XLS#_1_120)\])]{.mark} The **Mature
State** captures more advanced concepts and capabilities, such as
self-separation and will eventually require more definition. Each of
these timeframes is consistent with the operational concepts defined in
the RTCA Task Force 3 report.

Key elements in the evolution of the NAS to allow greater user
flexibility are the following:

-   [Separation assurance remains the responsibility of the service
    provider. However, that responsibility is shifted to the flight deck
    for specific operations. (L 1.20 & A
    3_18]{.mark}[\[[1_225](../OPSCON_L.XLS#_1_225)\])]{.mark}

-   [Airborne and ground situation awareness is enhanced by automatic
    dependent surveillance broadcasts.
    (A3_19]{.mark}[\[[1_230](../OPSCON_L.XLS#_1_230)\])]{.mark} [This is
    especially significant for allowing positive control in non-radar
    environments.
    (A3_20]{.mark}[\[[1_235](../OPSCON_L.XLS#_1_235)\])]{.mark}

-   [Navigation is enhanced through the use of the Global Positioning
    System (GPS), resulting in the decommissioning of ground-based
    NAVAIDs. (3_21]{.mark}[\[[1_240](../OPSCON_L.XLS#_1_240)\])]{.mark}

-   [Terminal-area route structures are expanded
    (A3_22]{.mark}[\[[1_245](../OPSCON_L.XLS#_1_245)\])]{.mark},
    including those flown automatically by the onboard Flight Management
    System (FMS). [When the projected demand for volumes of airspace is
    at or near capacity and after collaboration between users and
    national Traffic Flow Management (TFM), a temporary route structure
    with transition points for moving to and from user trajectories is
    identified. (A
    3_23]{.mark}[\[[1_250](../OPSCON_L.XLS#_1_250)\])]{.mark}

-   [Static route structures exist only in places of continuous high
    density or to provide for avoidance of terrain and active Special
    Use Airspaces (SUAs). (A
    3_24]{.mark}[\[[1_255](../OPSCON_L.XLS#_1_255)\])]{.mark}

-   [The oceanic environment closely resembles the en route environment
    in terms of waypoints, surveillance, airspace structure, and
    communications.
    (A_25]{.mark}[\[[1_260](../OPSCON_L.XLS#_1_260)\])]{.mark}

-   [Enhanced cockpit display of traffic information (CDTI) may allow
    the transfer of responsibility for separation assurance to the
    flight deck for some operations.
    (A3_26]{.mark}[\[[1_265](../OPSCON_L.XLS#_1_265)\])]{.mark}

-   [For ground delay programs, users are allocated capacity at the
    affected airport in the form of an arrival interval and the
    designated number of flights they may have arrive in that
    interval.(A3_27]{.mark}[\[[1_270](../OPSCON_L.XLS#_1_270)\])]{.mark}

-   [Information is provided in a timely and consistent manner across
    the NAS for both user and service provider planning. (L 1.23 & A
    3_28]{.mark}[\[[1_275](../OPSCON_L.XLS#_1_275)\])]{.mark} and
    decision making. [This information is available through various
    verbal and electronic means. (A
    3_29]{.mark}[\[[1_280](../OPSCON_L.XLS#_1_280)\])]{.mark} [This
    information enables decisions to be based on a shared common view of
    situations. (A
    3_30]{.mark}[\[[1_285](../OPSCON_L.XLS#_1_285)\]),]{.mark} even as
    conditions are changing. [It is envisioned that the sharing of this
    information will be facilitated via a NAS information system. (A
    3_31]{.mark}[\[[1_290](../OPSCON_L.XLS#_1_290)\])]{.mark} [The
    information consists of:]{.mark}

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

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

    [- Flight information on each flight, such as: the filed flight
    profile and any amendments, the time of first movement of the
    aircraft, wheels-up time, positional data in flight, touchdown time,
    gate or parking assignment, and engine shutdown time]{.mark}

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

    [- Status of the NAS Infrastructure, including facilities and
    equipment. (A
    3_32]{.mark}[\[[1_295](../OPSCON_L.XLS#_1_295)\])]{.mark}

-   [There is increased collaboration among users and service providers,
    collaboration includes information exchange, plus shared and active
    user participation in decision making. For situations such as
    demand-capacity imbalances or severe weather, this capability
    supports determining when, where, and how transitional route
    structures are established in the airspace to meet a short-term
    problem. Collaboration also supports strategic problem resolution.
    (A 3_33]{.mark}[\[[1_300](../OPSCON_L.XLS#_1_300)\])]{.mark} [All
    parties involved in collaboration share a common situation
    awareness, using the best information possible.
    (A3_34]{.mark}[\[[1_305](../OPSCON_L.XLS#_1_305)\])]{.mark}

-   Timely operating procedures for service providers and users
    accommodate the transition to Free Flight. [Procedural changes are
    developed, evaluated and instituted to meet technology as it
    arrives, rather than post deployment. (L 1.35 &
    A3_35]{.mark}[\[[1_310](../OPSCON_L.XLS#_1_310)\])]{.mark}

-   [There are improved methods for collecting and processing NAS
    infrastructure data. (L 1.36 & A
    3.36]{.mark}[\[[1_315](../OPSCON_L.XLS#_1_315)\])]{.mark} [These
    data will be used to prioritize and schedule NAS infrastructure
    activities as a collaboration between service providers and users.
    To facilitate this collaboration, decision support tools include,
    where appropriate, information regarding the coverage and status of
    NAS infrastructure components. (L 1.37 & A
    3_37]{.mark}[\[[1_320](../OPSCON_L.XLS#_1_320)\])]{.mark}

-   [There is increasingly accurate weather information available to the
    service provider and user, including automatic simultaneous
    broadcast of hazardous weather alerts for wind shear, microbursts,
    gust fronts; and areas of precipitation, icing, and low visibility.
    (L 1.38 & A
    3_38]{.mark}[\[[1_325](../OPSCON_L.XLS#_1_325)\])]{.mark} [As the
    weather tools are improved and integrated into decision support
    tools, improved steps towards avoiding convective weather will have
    been made. (L 1.39 & A
    3_39]{.mark}[\[[1_330](../OPSCON_L.XLS#_1_330)\])]{.mark}

-   [There are improved methods and tools for measuring NAS performance
    with respect to user requirements, including the daily archiving of
    appropriate NAS user and service provider information. The
    improvements are oriented toward providing the information in a
    meaningful and readily accessible format. (L 1.40 & A
    3_40]{.mark}[\[[1_335](../OPSCON_L.XLS#_1_335)\])\
    ]{.mark}

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

# 1.5 Number range Level3Number range Level2Organization

In order to convey a meaningful concept of operations, this document is
organized according to the sequence that users would follow in preparing
and conducting a flight through the ATM system.

-   **Section 2** describes those operations necessary for planning a
    flight and obtaining a departure clearance

-   **Section 3** describes operations for airport surface operations

-   **Section 4** describes operations for departures and arrivals

-   **Section 5** describes operations envisioned for the en route or
    cruise phase of flight

-   **Section 6** describes oceanic operations

-   **Section 7** describes traffic flow management

    The operational concepts are presented for the following classes of
    users:

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

-   GA Users

-   DoD Users

    [Some of the operational concepts rely on user equipage of advanced
    avionics.]{.mark} It is important to state that not all users are
    expected to be so equipped in the timeframes noted; the operational
    concepts merely reflect the capabilities available in those
    timeframes. Obviously, for those users that do equip, [not all will
    be equipped similarly.]{.mark} Indeed, [varying levels of equipage
    will imply varying levels of service in the NAS. (A
    1.4_1]{.mark}[\[[1_130](../OPSCON_L.XLS#_1_130)\])]{.mark}

    For each phase of flight, the operational concepts are presented in
    an evolutionary format, where only the changes envisioned for each
    time period (2000, 2005, Mature State) are described. Within each
    time period, the capabilities of each user class are presented.
    Concepts common to all users are presented first, followed by unique
    user concepts where appropriate for each phase of flight. For
    example, GA has unique capabilities in the flight planning phase of
    flight and this would be presented separately.

    For each phase of flight, the presentation format will be as
    follows:

    **2000 Concept**

    Common operational concepts

    Unique concepts for users with AOC or AOC-like capabilities

    Unique concepts for GA users

    Unique DoD user concepts\
    **2005 Concept**

    Common operational concepts

    Unique concepts for users with AOC or AOC-like capabilities

    Unique concepts for GA users

    Unique DoD user concepts\
    **Mature State Concept**

    Common operational concepts

    Unique concepts for users with AOC or AOC-like capabilities

    Unique concepts for GA users

    Unique DoD user concepts

    Finally, the discussion of operational capabilities available in
    2000 does not imply that such capabilities exist across the NAS at
    that time. The discussion of these "year 2000" capabilities serves
    only to introduce the capabilities for users at certain locations.

    Operational scenarios will be used to illustrate the operational
    concepts described in this document. These scenarios, will be
    available in the next published version of this document and will
    show the operational concept from the perspective of the air traffic
    service provider, user planning agent, and pilot.

    Section 2Number range Level1Number range Level2Number range
    Level3Number range FigureNumber range Table

# Flight Planning

# 2.1 Number range Level3Number range Level2Flight Planning Operational Concept for the Year 2000

[Flight planning for the year 2000 remains much as it is today. However,
if an aircraft is properly-equipped, users are able to file
user-preferred routes from departure airport Standard Instrument
Departure (SID) to arrival airport Standard Terminal Arrival Route
(STAR) or from airport-to-airport. (A
2.1.1_1]{.mark}[\[[2_100](../OPSCON_L.XLS#_2_100)\])]{.mark}
[User-preferred routes can be based on user selected waypoints instead
of NAVAIDs. (A
2.1.1_2]{.mark}[\[[2_105](../OPSCON_L.XLS#_2_105)\])]{.mark}

[[During the flight planning phase, airlines with AOCs and GA with
AOC-like capabilities will be able to file International Civil Aviation
Organization (ICAO)-formatted Filed Flight Plans (FPL) using the En
Route Automation System for flights operating domestically and
regionally, e.g., in Canadian and Mexican
airspace]{.mark}](../AATT_00.doc#AATT00_2_435)[\[[2_435](../OPSCON_L.XLS#_2_435)\].]{.mark}
[[Since the ICAO format contains a 4-D profile, it provides potential
benefits for use in a Free Flight
environment]{.mark}](../AATT_00.doc#AATT00_2_440)[\[[2_440](../OPSCON_L.XLS#_2_440)\]]{.mark}.

[All users can probe against system constraints such as hazardous
weather, SUA, flow restrictions (airspace facility demands), and
infrastructure outages. (A
2.1.1_3]{.mark}[\[[2_110](../OPSCON_L.XLS#_2_110)\])]{.mark} [so that
the flight planner has an improved awareness of conditions along the
proposed route and whether the flight may need to be rerouted after
departure. (A 2.1.1_4]{.mark}[\[2_115\])]{.mark}

# 2.1.1 Number range Level3Users With AOC or AOC-like Capability (2000)

[Collaborative flight planning begins as the air traffic service
provider and the AOCs use visual collaboration media supported by
automation capabilities to exchange real-time information regarding
airspace or flow restrictions. This information is used by the AOC to
prepare flight plans, resulting in reduced reroutes. (A
2.1.2_1]{.mark}[\[[2_120](../OPSCON_L.XLS#_2_120)\])]{.mark}

[For those users equipped with data link, the capability exists to load
a flight plan route directly into the aircraft FMS. (A
2.1.2_3\[2_110\])]{.mark}

[The user is able to obtain a complete weather briefing for the proposed
route via AOC computer. In addition, system-wide information is obtained
through the AOC computer. (A
2.1.2_2]{.mark}[\[[2_125](../OPSCON_L.XLS#_2_125)\])]{.mark}

# 2.1.2 Number range Level3GA Users (2000)

[[For most GA pilots, flight planning and filing require access to an
air traffic service provider, who can provide the weather and system
briefings necessary for the
flight]{.mark}](../AATT_00.doc#AATT00_2_445)[\[[2_445](../OPSCON_L.XLS#_2_445)\].]{.mark}
[[Some users, however, have access to system-wide information through a
personal or Fixed-Base Operator (FBO) computer and can print the
appropriate information on an attached
printer]{.mark}](../AATT_00.doc#AATT00_2_450)[\[[2_450](../OPSCON_L.XLS#_2_450)\].]{.mark}
This service is not much different than services available today, except
for [the ability to probe flight plans against system constraints. (A
2.1.3_1]{.mark}[\[[2_135](../OPSCON_L.XLS#_2_135)\])]{.mark}

[Limited navigation and terrain database services are available, which
enable the GA user to receive updates to databases used in cockpit or
hand-held avionics. (A
2.1.3_2]{.mark}[\[[2_140](../OPSCON_L.XLS#_2_140)\])]{.mark}

[For aircraft filing under VFR and equipped with an emergency locator
transmitter (ELT) capable of transmitting a discrete identification code
and satellite based navigation location, the enhanced flight plan
contains the pilot's flight profile, the discrete identification code,
and all information necessary to initiate search and rescue if the need
arises. (A 3.1_5)]{.mark}

# 2.1.3 Number range Level3DoD Users (2000)

In 2000, DoD NAS users continue to use flight plans to describe their
intended route and altitude for a flight.

# 2.2 Number range Level3Number range Level2Flight Planning Operational Concept for the Year 2005

[The flight planning process includes the improvements made in the year
2000, its capabilities further enhanced due to the "real time" sharing
of information regarding the NAS and system demand. (A
3.1.1_1]{.mark}[\[[2_270](../OPSCON_L.XLS#_2_270)\])]{.mark} [Service
providers move to a collaborative interaction with the user, where both
reveal strategies and constraints and mutually develop solutions to
problems. (A3.1.1_2]{.mark}[\[[2_275](../OPSCON_L.XLS#_2_275)\])]{.mark}

Users will have the information, tools and an interactive capability
necessary to create a [flight profile that can be as simple as the
user's preferred route or as detailed as a time-based trajectory
including preferred climb and descent profiles. (L 2.8 & A
3.1.1_3]{.mark}[\[[2_280](../OPSCON_L.XLS#_2_280)\])]{.mark} The user
supplies the service provider with the [flight profile]{.mark} that best
meets requirements. [This action initiates the automatic creation of a
flight plan that contains either the user's preferred route of flight or
a more detailed time-based flight trajectory. (L 2.11 & A 3.1.1.1_1 &
3.1.1_4]{.mark}
[\[[2_285](../OPSCON_L.XLS#_2_285)\]\[[2_300](../OPSCON_L.XLS#_2_300)\])]{.mark}
[This information is available electronically to all service providers
until the termination of the flight. (L 2.13 & A
3.1.1.1_3)]{.mark}[\[[2_310](../OPSCON_L.XLS#_2_310)\].]{.mark}
[Information such as runway preferences and aircraft weight, or
information to support flight following, can be added during the
planning phase. (L 2.14 & A
3.1.1.1_4]{.mark}[\[[2_315](../OPSCON_L.XLS#_2_315)\])]{.mark}

[As the user generates the profile, information regarding current and
predicted weather conditions, traffic density, restrictions and status
of SUAs is available. (L 2.15 & A
3.1.1.1_5]{.mark}[\[[2_320](../OPSCON_L.XLS#_2_320)\])]{.mark} [When the
profile is filed, it is automatically checked against these conditions
and any static constraints such as terrain and advisories. (L 2.16 & A
3.1.1.1_6]{.mark}[\[[2_325](../OPSCON_L.XLS#_2_325)\])]{.mark}
[Potential problems are displayed automatically to the user for
reconciliation. Upon filing, the flight profile created at the
initiation of planning is updated as are all affected projections of NAS
demand. (L 2.17 & A
3.1.1.1_7]{.mark}[\[[2_330](../OPSCON_L.XLS#_2_330)\])]{.mark}

[For all users, an enhanced flight plan is available that provides a
much larger data set, including preferred trajectory, aircraft weight,
runway preference for departure and arrival, gate assignment, and
cross-border issues for international flights. (A
3.1.1_5]{.mark}[\[[2_290](../OPSCON_L.XLS#_2_290)\])]{.mark} [The
information]{.mark} within this flight profile [can be updated
throughout the flight, providing a common source of information to users
and service providers. (L 2.10 & A
3.1.1_6]{.mark}[\[[2_295](../OPSCON_L.XLS#_2_295)\])]{.mark}

# 2.2.1 Number range Level3Users With AOC or AOC-like Capability (2005)

[Air traffic service providers maintain a continuously updated data base
of airspace and flow restrictions. (A
3.1.1.2_1]{.mark}[\[[2_350](../OPSCON_L.XLS#_2_350)\])]{.mark} [The AOC
and Air Traffic (AT) computers share this information. Using this data,
the AOC flight planner prepares a proposed flight plan, performing a
probe for active or scheduled SUAs, weather, and airspace and flow
restrictions. The AOC flight planner uses this information to file the
final flight plan. (A
3.1.1.2_2]{.mark}[\[[2_355](../OPSCON_L.XLS#_2_355)\])]{.mark} [As
conditions change during the planning phase or during the flight, the
user is able to interactively determine the impact of the changes on the
flight and modify the flight plan as necessary. (L 2.12 & A 3.1.1.2_3 &
3.1.1.1_2]{.mark}[\[[2_305](../OPSCON_L.XLS#_2_305)\])]{.mark}

The status of active and proposed flights, as well as real-time updates
to reflect more realistic departure times (e.g., the latest planned
departure times) are available to NAS users. This [results in more
accurate predictions of traffic load, and increased flexibility due to
the imposition of fewer restrictions. (L 2.3 & A
3.1­\_10]{.mark}[\[[2_195](../OPSCON_L.XLS#_2_195)\])]{.mark} [Current
information is also available on the status of the NAS infrastructure.
(A 3.1.1.2_5]{.mark}[\[[2_370](../OPSCON_L.XLS#_2_370)\])]{.mark}
[Availability of flight planning information and NAS infrastructure
information facilitates more effective collaborative decision making
between the AOC and AT. This increased collaboration and information
exchange between the user and the service provider provides a baseline
of planning for traffic loading. (A
3.1.1.2_6]{.mark}[\[[2_375](../OPSCON_L.XLS#_2_375)\])]{.mark}

# 2.2.2 Number range Level3GA Users (2005)

[In 2005, the GA user has the capability to access the same flight data
used by all other system users and service providers via personal
computer, FBO, or service provider computer. (A
3.1.1.3_1]{.mark}[\[[2_380](../OPSCON_L.XLS#_2_380)\])]{.mark} [Those
users connecting through personal computer are able to enter a command
and be transferred to a service provider for clarification of the
information. Depending on the user's equipment, this dialog can be by
voice or through electronic messaging. (A
3.1.1.3_2]{.mark}[\[[2_385](../OPSCON_L.XLS#_2_385)\])]{.mark}

[VFR flight plans, once filed, are available to all ATC service
providers. (A
3.1.1.3_3]{.mark}[\[[2_390](../OPSCON_L.XLS#_2_390)\])]{.mark} This
enhances the ability of the pilot to receive and the service provider to
[provide VFR flight following services. (A Future_9
(204]{.mark}[\[[2_250](../OPSCON_L.XLS#_2_250)\]))]{.mark}

# 2.2.3 Number range Level3DoD Users (2005)

DoD flight planners have no unique capabilities above those already
mentioned, although [flight planning will continue to be performed by
Military Base Operations (A
3.1.1.4_1]{.mark}[\[[2_395](../OPSCON_L.XLS#_2_395)\])]{.mark}
(BASEOPS). It is worth noting that for National Security reasons, [a
secure encryption capability exists to protect DoD assets. (A
3.1.1.4_2]{.mark}[\[[2_400](../OPSCON_L.XLS#_2_400)\])]{.mark}

# 2.3 Number range Level3Number range Level2Flight Planning Operational Concept for the Mature State

The mature state uses the enhanced programs and procedures developed for
the years 2000 and 2005. [Interactive flight planning capabilities have
been fully implemented.
(3.1.2.1_1]{.mark}[\[[2_405](../OPSCON_L.XLS#_2_405)\])]{.mark} [User
preferred routing from airport-to-airport is available to all
properly-equipped aircraft for domestic and international flights. (A
3.1.2.1_2]{.mark}[\[[2_410](../OPSCON_L.XLS#_2_410)\])]{.mark}

# 2.3.1 Number range Level3Users With AOC or AOC-like Capability (Mature State)

[An interactive flight planning capability is available for all
properly-equipped aircraft to aid in filing airport-to-airport flight
plans with user-preferred routings.
(A3.1.2.2_1]{.mark}[\[[2_415](../OPSCON_L.XLS#_2_415)\])]{.mark}
[Interactive flight planning also allows users to better monitor fleet
activities during routine and non-routine operations, which results in
better resource utilization and cost savings. (A
3.1.2.2_2]{.mark}[\[[2_420](../OPSCON_L.XLS#_2_420)\])]{.mark}

# 2.3.2 Number range Level3GA Users (Mature State)

[[Interactive flight planning information is available to all GA
pilots]{.mark}](../AATT_00.doc#AATT00_2_455)[\[[2_455](../OPSCON_L.XLS#_2_455)\].]{.mark}
[Interactive flight planning is available for pilots of
properly-equipped aircraft to aid in filing airport-to-airport flight
plans with user-preferred routings. (A
3.1.2.3-1]{.mark}[\[[2_425](../OPSCON_L.XLS#_2_425)\])]{.mark}

# 2.3.3 Number range Level3DoD Users (Mature State)

[The DoD user has *real-time* interactive flight planning capabilities,
which enable more effective flight planning with respect to NAS
resources. (A
3.1.2.4_1]{.mark}[\[[2_430](../OPSCON_L.XLS#_2_430)\])]{.mark}

Section 3Number range Level1Number range Level2Number range Level3Number
range FigureNumber range Table

# Surface Movement Operations

# 3.1 Number range Level3Number range Level2Surface Movement Operational Concept for the Year 2000

In today's environment, there are many constraints placed upon the user
when surface demand is higher than the capacity of the airport at
certain times of the day and when low visibility conditions essentially
prevent arrivals and departures.

[As alternative methods to ARINC Communications Addressing and Reporting
System (ACARS) for data link become available, Automated Terminal
Information System (ATIS) and clearance delivery are available to all
users, reducing frequency congestion and misunderstood communications.
(A 2.2.1_1]{.mark}[\[[3_100](../OPSCON_L.XLS#_3_100)\])]{.mark} [[In
addition, the introduction of data linked meteorological information
improves overall situational
awareness]{.mark}](../AATT_00.doc#AATT00_3_670)[\[[3_670](../OPSCON_L.XLS#_3_670)\].]{.mark}

[CDTI is available in some aircraft and gives an increased situational
awareness of other equipped aircraft and vehicles on the surface (A
2.2.1_2]{.mark}[\[[3_105](../OPSCON_L.XLS#_3_105)\])]{.mark} as well as
in the traffic pattern (Note: surface should also include operations in
the traffic pattern, say under 1000 ft above ground level \[AGL\]).
[[This gives the flight crew decision support information to better
evaluate the potential for runway/taxiway incursions and ramp incidents,
especially at night and in low visibility
conditions]{.mark}](../AATT_00.doc#AATT00_3_675)[\[[3_675](../OPSCON_L.XLS#_3_675)\].]{.mark}
[[It should be noted that this information is of limited use unless a
majority of traffic can be displayed in the cockpit of an equipped
aircraft on an appropriate airport overlay
map]{.mark}](../AATT_00.doc#AATT00_3_680)[\[[3_680](../OPSCON_L.XLS#_3_680)\].]{.mark}
[Locations of obstructions in and around some airports are also marked
by broadcast transmitters for better obstruction avoidance. (A Future_7
(276]{.mark}[\[[3_235](../OPSCON_L.XLS#_3_235)\]))]{.mark}

[[In addition to the ATIS-type message, pilots receive weather
information over data link for display inside the cockpit. Weather
information includes current observations, pilot reports, hazardous
phenomena in both graphic and text format, and winds aloft
information]{.mark}](../AATT_00.doc#AATT00_3_685)[\[[3_685](../OPSCON_L.XLS#_3_685)\].]{.mark}

[[In addition to weather and ATIS information, all communication
frequencies needed for operation in the vicinity of the airport are
included in the aircraft's navigation database and can be displayed to
the
pilot]{.mark}](../AATT_00.doc#AATT00_3_690)[\[[3_690](../OPSCON_L.XLS#_3_690)\].]{.mark}

[[Aircraft without the necessary equipment are handled as they are
today]{.mark}](../AATT_00.doc#AATT00_3_695)
[\[[3_695](../OPSCON_L.XLS#_3_695)\].]{.mark}

# 3.1.1 Number range Level3Users With AOC or AOC-like Capability (2000)

[[While at the gate, properly-equipped aircraft can receive a
Pre-Departure Clearance (PDC) via data
link]{.mark}](../AATT_00.doc#AATT00_3_700)[\[[3_700](../OPSCON_L.XLS#_3_700)\].]{.mark}
[ATIS and other weather information can]{.mark} also [be
received]{.mark} via data link or [by voice. (A Future_6
(275]{.mark}[\[[3_230](../OPSCON_L.XLS#_3_230)\]))]{.mark} [[After
proper coordination with the AOC and the air traffic ground controller,
the flight crew can push back and begin taxi to the appropriate
runway]{.mark}](../AATT_00.doc#AATT00_3_705)[\[[3_705](../OPSCON_L.XLS#_3_705)\].]{.mark}
[The taxi clearance is simplified by the use of standardized taxi
routes. Through improved ramp and air traffic control, taxi and take off
delays are reduced. (A
2.2.2_1]{.mark}[\[[3_110](../OPSCON_L.XLS#_3_110)\])]{.mark}

[[Most airlines continue to use ACARS as a source of data linked
information]{.mark}](../AATT_00.doc#AATT00_3_710)[\[[3_710](../OPSCON_L.XLS#_3_710)\].]{.mark}

# 3.1.2 Number range Level3GA Users (2000)

[Like the GA user with AOC capability, this class of GA user has the
capability of enhancing position awareness on ramps, taxiways, and
runways through the use of a handheld or panel-mounted Global
Positioning System (GPS) receiver with moving map and airport database
that includes airport surface diagrams. (A
2.2.3_1]{.mark}[\[[3_115](../OPSCON_L.XLS#_3_115)\])]{.mark} [[At
airports where data link is available through the services of a fixed
base operator, the data link information is available to GA users who
are data link
equipped]{.mark}](../AATT_00.doc#AATT00_3_715)[\[[3_715](../OPSCON_L.XLS#_3_715)\].]{.mark}

# 3.1.3 Number range Level3DoD Users (2000)

[In 2000, DoD NAS users continue to receive surface movement
instructions by personnel and equipment in the air traffic control
tower]{.mark}[\[[3_720](../OPSCON_L.XLS#_3_720)\].]{.mark} The increase
in new and dissimilar aircraft at one field requires that [[tower and
ground controllers execute improved plans for all surface
movement]{.mark}](../AATT_00.doc#AATT00_3_725)[\[[3_725](../OPSCON_L.XLS#_3_725)\].]{.mark}
[Air crews receive ATIS information primarily via
voice]{.mark}[\[3_730\].]{.mark} However, [the introduction of data link
and synthetic voice as alternate means is introduced in selected areas
and aircraft. (A
2.2.4_1]{.mark}[\[[3_120](../OPSCON_L.XLS#_3_120)\])]{.mark} [[Cohesive
taxi plans are developed to facilitate aircraft parking and the flow of
vehicular
traffic]{.mark}](../AATT_00.doc#AATT00_3_735)[\[[3_735](../OPSCON_L.XLS#_3_735)\].]{.mark}
[A secure mode capability is required for both voice and data link
communications. (A
2.2.4_2]{.mark}[\[[3_125](../OPSCON_L.XLS#_3_125)\])]{.mark}

# 3.2 Number range Level3Number range Level2Surface Movement Operational Concept for the Year 2005

In 2005, [information is provided to both NAS users and service
providers on the status of active and proposed flights, as well as the
status of the NAS infrastructure. (A
3.2.1_1]{.mark}[\[[3_275](../OPSCON_L.XLS#_3_275)\])]{.mark} [The
quality and timeliness of users' flight plan information contributes to
higher ATM system effectiveness when interfaced with tower automation.
(A 3.2.1_2]{.mark}[\[[3_280](../OPSCON_L.XLS#_3_280)\])]{.mark} Timely
and [current flight information, together with the integration of
service provider surface automation with departure and arrival
automation, provides the ability to establish a realistic set of
schedules for departures, arrivals, and surface traffic. This results in
the reduction of taxi times, takeoff delays, and idle time spent on the
airport surface. (A
3.2.1_3]{.mark}[\[[3_285](../OPSCON_L.XLS#_3_285)\])]{.mark}

[A surface management information system is fielded at some airports to
facilitate coordination between decision-makers at all levels of the
airport operation. (L 3.23 & A
3.2.1_4]{.mark}[\[[3_290](../OPSCON_L.XLS#_3_290)\]\[[3_465](../OPSCON_L.XLS#_3_465)\])]{.mark}
[This system's processes and displays provide complete data connectivity
between the service provider, flight deck, airline operations center,
ramp, airport operator, and airport emergency centers. (L 3.24 & A
3.2.1_5 & Future 3
(272]{.mark}[\[[3_215](../OPSCON_L.XLS#_3_215)\]\[[3_295](../OPSCON_L.XLS#_3_295)\]\[[3_470](../OPSCON_L.XLS#_3_470)\]))]{.mark}
[The system provides access to airport environmental information,
arrival, departure, and taxi schedules, airborne and surface
surveillance information, flight information, ATIS and other weather
information, and traffic management initiatives. (L 3.25 & A
3.2.1_6]{.mark}[\[[3_300](../OPSCON_L.XLS#_3_300)\]\[[3_475](../OPSCON_L.XLS#_3_475)\])]{.mark}
[These data are shared among users and service providers. (L 3.26 & A
3.2.1.1_10 &
3.2.1_7]{.mark}[\[[3_305](../OPSCON_L.XLS#_3_305)\]\[[3_480](../OPSCON_L.XLS#_3_480)\])]{.mark}
[The sharing of data at the airport allows the service providers to
coordinate local operations with airline ramp and airport operators,
improving overall airport operations. (A
3.2.1_8]{.mark}[\[[3_310](../OPSCON_L.XLS#_3_310)\])]{.mark} [At sites
where the surface management information system is not fielded, ad-hoc
site adaptations can provide basic intra-airport connectivity. (3.27 & A
3.2.1_9]{.mark}[\[[3_315](../OPSCON_L.XLS#_3_315)\]\[[3_485](../OPSCON_L.XLS#_3_485)\])]{.mark}

[As the aircraft prepares to taxi, service providers use decision
support systems to determine taxi sequencing (that is based largely on
user preferences), and to perform conformance monitoring and conflict
checking. (L 3.36 & A
3.2.1_10]{.mark}[\[[3_320](../OPSCON_L.XLS#_3_320)\])]{.mark} Since
[this automated planning process shares information with the surface
situation, the resulting taxi plan balances the efficiency of the
movement with the probability it can be executed without change. (L 3.37
& A
3.2.1_11]{.mark}[\[[3_325](../OPSCON_L.XLS#_3_325)\]\[[3_525](../OPSCON_L.XLS#_3_525)\])]{.mark}
[For departures, the decision support system incorporates departure
times, aircraft type, wake turbulence criteria, and departure routes to
safely and efficiently sequence aircraft to the departure threshold. (L
3.38 & A
3.2.1_12]{.mark}[\[[3_330](../OPSCON_L.XLS#_3_330)\]\[[3_530](../OPSCON_L.XLS#_3_530)\])]{.mark}
[For arrivals, the decision support system considers the assigned gate
to minimize taxi time after landing. (L 3.39 & A
3.2.1_13]{.mark}[\[[3_335](../OPSCON_L.XLS#_3_335)\]\[[3_535](../OPSCON_L.XLS#_3_535)\])]{.mark}
Additionally, [improved knowledge of aircraft intent allows automatic
monitoring of taxi plan execution and provides alerts to the potential
for runway incursion. (L 3.40 & A
3.2.1_14]{.mark}[\[[3_340](../OPSCON_L.XLS#_3_340)\]\[[3_540](../OPSCON_L.XLS#_3_540)\])]{.mark}

[Airport surveillance is enhanced with the advent of satellite-based
surveillance broadcasts. (A
3.2.1_15]{.mark}[\[[3_345](../OPSCON_L.XLS#_3_345)\])]{.mark} [This
allows for low-cost cockpitttraffic displays, thus enhancing the pilot's
perspective of surrounding surface traffic (A
3.2.1_16]{.mark}[\[[3_350](../OPSCON_L.XLS#_3_350)\])]{.mark} (aircraft
and other vehicles in the airport movement area). [Other tower
automation enhancements, integrated with terminal area automation
enhancements, reduce taxi and takeoff delays for all users. (A
3.2.1_17]{.mark}[\[[3_355](../OPSCON_L.XLS#_3_355)\])]{.mark}

[While ATC continues to monitor aircraft movement and possible
conflicts, pilots continue to rely on visual means for separation
assurance. (A
3.2.1_18]{.mark}[\[[3_360](../OPSCON_L.XLS#_3_360)\])]{.mark} [Pilot
familiarity with the airport is enhanced with a moving map display that
leads to better planning and increased safety during surface operations.
Cockpit capabilities for some users include appropriate conflict
detection logic, which, in conjunction with an airport moving map
display to monitor present position, allows for safer operations,
especially in low-visibility conditions. (A
3.2.1_19]{.mark}[\[[3_365](../OPSCON_L.XLS#_3_365)\])]{.mark}
[Properly-equipped aircraft are authorized for lower Runway Visual Range
(RVR) operations than those that are not equipped. (A
3.2.1_20]{.mark}[\[[3_370](../OPSCON_L.XLS#_3_370)\])]{.mark}

At some airports today, [tower automation performs surface conflict
detection (A
3.2.1_21]{.mark}[\[[3_375](../OPSCON_L.XLS#_3_375)\])]{.mark}; in 2005,
[enhancements are made to this automation that take advantage of the
improved accuracy of satellite-based navigation and surveillance. (A
3.2.1_22]{.mark}[\[[3_380](../OPSCON_L.XLS#_3_380)\])]{.mark} [Tower
automation also provides schedules for arrivals, departures and surface
traffic using flight schedule information. (A
3.2.1_23]{.mark}[\[[3_385](../OPSCON_L.XLS#_3_385)\])]{.mark}

[Clearances, airport information, and weather conditions (current,
forecast, hazardous) are provided over data link to more users at more
airports (A
3.2.1_24]{.mark}[\[[3_390](../OPSCON_L.XLS#_3_390)\])]{.mark} In
addition, [taxi routes are data linked to the cockpit, and other
aircraft positions on the airport surface are received by broadcast from
other similarly equipped aircraft.(A
3.2.1_25]{.mark}[\[[3_395](../OPSCON_L.XLS#_3_395)\])]{.mark} [The
receipt of taxi routes over data link helps in relieving communication
frequency congestion (A
3.2.1_100]{.mark}[\[[3_400](../OPSCON_L.XLS#_3_400)\])]{.mark} and, tied
with [a moving map display of the aircraft's position on the airport
surface]{.mark}, increases pilot awareness of the situation and enhances
safety. [Cockpit display of position information from other aircraft
further contributessto better situation awareness for the pilot and
increased safety. (A
3.2.1_26]{.mark}[\[[3_405](../OPSCON_L.XLS#_3_405)\])]{.mark}

[Through the use of data link at some airports, pilots of
properly-equipped aircraft can receive operationally significant data
necessary to conduct a flight. (A
3.2.1_27]{.mark}[\[[3_410](../OPSCON_L.XLS#_3_410)\])]{.mark}

[Traffic flow service providers oversee surface movement operations by
analyzing the operational situation and establishing initial parameters
for surface movement planning.]{.mark} [(L 3.43 & A
3.2.1_28]{.mark}[\[[3_415](../OPSCON_L.XLS#_3_415)\]\[[3_555](../OPSCON_L.XLS#_3_555)\])]{.mark}
In the process, these service providers [establish initial taxi-times
based on weather and airport configurations, and establish aircraft
movement times required to accomplish deicing with minimal delay from
station to departure. (L 3.44 & A
3.2.1_29]{.mark}[\[[3_420](../OPSCON_L.XLS#_3_420)\]\[[3_560](../OPSCON_L.XLS#_3_560)\])]{.mark}
[The service provider evaluates results and adjusts parameters as
needed. Both the initial values and subsequent adjustments are
incorporated into the surface management information system (L 3.45 & A
3.2.1_30 &
3.2.1.1_26]{.mark}[\[[3_425](../OPSCON_L.XLS#_3_425)\])]{.mark} to
ensure consistency and an integrated approach across systems. [At busy
airports, there is a traffic flow service provider in the tower. (A
3.2.1_31 &
3.2.1.1_27]{.mark}[\[[3_430](../OPSCON_L.XLS#_3_430)\])]{.mark}

# 3.2.1 Number range Level3Users With AOC or AOC-like Capability (2005)

[Unique airport surface operations include coordination with ATC
regarding pushback and departure times. (A
3.2.1.2_1]{.mark}[\[[3_570](../OPSCON_L.XLS#_3_570)\])]{.mark} [Pushback
clearances include specific aircraft location and type as well as
sequencing number for more efficient taxi planning, thus reducing taxi
times and departure delays. (A
3.2.1.2_2]{.mark}[\[[3_575](../OPSCON_L.XLS#_3_575)\])]{.mark}

[In addition to those capabilities available in 2000, all routine ATC
communications are performed using data link, including departure
clearance. (A
3.2.1.2_3]{.mark}[\[[3_580](../OPSCON_L.XLS#_3_580)\])]{.mark} However,
[the clearance now contains enhanced flight plan information including
pilot requested ascent and descent profiles, as well as cruise speed and
altitude. (A
3.2.1.2_4]{.mark}[\[[3_585](../OPSCON_L.XLS#_3_585)\])]{.mark}

[Ramp service providers, where used, are able to sequence and meter
aircraft movement at gates and on ramp areas using situation displays
that interface with decision support systems and personnel in the
control tower. (L 3.42 & A
3.2.1.2_5]{.mark}[\[[3_545](../OPSCON_L.XLS#_3_545)\]\[[3_590](../OPSCON_L.XLS#_3_590)\])]{.mark}
[Safety is enhanced by these situation displays, which include airborne
and surface traffic as well as information from the local information
system. This information aids in preparing for gate operations and in
sequencing gate arrivals and departures in concert with the ground taxi
planning system.
(A3.2.1.2_6]{.mark}[\[[3_595](../OPSCON_L.XLS#_3_595)\])]{.mark}

# 3.2.2 GA Users (2005)

In addition to the capabilities available in 2000, [the GA population
begins to see data link messages specifically designed for GA users, but
available to all users. In addition to data linked ATIS, clearance
delivery, and taxi instructions, basic meteorological information, such
as current and forecast weather and pilot reports (PIREPs), are
available in the cockpit, along with current weather maps. (A
3.2.1.3_1]{.mark}[\[[3_600](../OPSCON_L.XLS#_3_600)\])]{.mark}

# 3.2.3 Number range Level3DoD Users (2005)

[In 2005, all DoD NAS users receive ATIS almost entirely by synthetic
voice or data link. (A
3.1.1.4_1]{.mark}[\[[3_605](../OPSCON_L.XLS#_3_605)\])]{.mark} [Taxi
clearances and instructions are delivered via data link systems. (A
3.2.1.4_2]{.mark}[\[[3_610](../OPSCON_L.XLS#_3_610)\])]{.mark} [Tower
and ground service providers at some major air bases receive a tower
decision support system that facilitates air base operations. It
contains information about environmental and operating conditions at the
air base and enables exchange of information and requests between the
tower, base operations, the command post and ground service providers.
The use of decision support systems to coordinate local operations with
other air base operations improves the efficiency of air base surface
movements. (A
3.2.1.4_3]{.mark}[\[[3_615](../OPSCON_L.XLS#_3_615)\])]{.mark}

# 3.3 Number range Level3Number range Level2Surface Movement Operational Concept for the Mature State

Improvements at airports across the NAS provide safety and capacity
enhancements to all users. [Those equipped with data link and CDTI
realize safety and efficiency benefits at more airports, particularly in
low visibility conditions.
(A3.2.2_1]{.mark}[\[[3_620](../OPSCON_L.XLS#_3_620)\])]{.mark}

Building upon the foundation established in 2005, [surface operations
and capabilities are expanded to more airports in the mature state. (A
3.2.2.1_1]{.mark}[\[[3_625](../OPSCON_L.XLS#_3_625)\])]{.mark} [In
addition to receipt of the ATIS-type message data linked to the pilot,
real time updates of ATIS message components are data linked to the
pilot. (A 3.2.2.1_2]{.mark}[\[[3_630](../OPSCON_L.XLS#_3_630)\])]{.mark}
[Message components include RVR, braking action and surface condition
reports, current precipitation, runway availability, and wake turbulence
and wind shear advisories. (A
3.2.2.1_3]{.mark}[\[[3_635](../OPSCON_L.XLS#_3_635)\])]{.mark}

In the mature state, there is an [accurate display of weather for both
user and service provider, with automatic simultaneous broadcasts of
hazardous weather alerts. (A
3.2.2.1_4]{.mark}[\[[3_640](../OPSCON_L.XLS#_3_640)\])]{.mark}

[With the implementation of local augmentation corrections,
satellite-based position information is very accurate. (A
3.2.2.1_5]{.mark}[\[[3_645](../OPSCON_L.XLS#_3_645)\])]{.mark} [With
accurate position information (e.g., taxi routes), a cockpit moving map
with aircraft positions, and real-time data link information, airport
operations can continue to occur at near normal visual rates in near
zero visibility conditions. (A
3.2.2.1_6]{.mark}[\[[3_650](../OPSCON_L.XLS#_3_650)\])]{.mark}

[Aircraft using satellite-based navigation on the airport surface are
subject to conflict detection checking by tower automation. Tower
automation detects conflicts between aircraft as well as between
aircraft and vehicles. (A
3.2.2.1_7]{.mark}[\[[3_655](../OPSCON_L.XLS#_3_655)\])]{.mark} [Tower
automation also performs conformance monitoring of the aircraft's taxi
route to ensure that aircraft do not enter active runways without
clearance. (A
3.2.2.1_8]{.mark}[\[[3_660](../OPSCON_L.XLS#_3_660)\])]{.mark}

# 3.3.1 Number range Level3Users With AOC or AOC-like Capability (Mature State)

[The mature state for airline airport surface movement potentially
includes the capability for very low visibility or "blind taxi." These
properly-equipped aircraft and trained flight crews are authorized to
taxi and provide separation assurance solely based on electronic means
(e.g., enhanced vision moving map, CDTI, conflict detection logic). (A
3.2.2.2_1]{.mark}[\[[3_665](../OPSCON_L.XLS#_3_665)\])]{.mark}

# 3.3.2 Number range Level3GA Users (Mature State)

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

# 3.3.3 Number range Level3DoD Users (Mature State)

No significant unique capabilities above those mentioned for 2000 and
2005 are envisioned for the DoD in this timeframe.

Section 4Number range Level1Number range Level2Number range Level3Number
range FigureNumber range Table

# Terminal-Area Operations (Arrival/Departure)

# 4.1 Number range Level3Number range Level2Number range Level3Number range Level2Terminal-Area Operational Concept for the Year 2000

[A rapid proliferation of improved navigation capability occurs in
aircraft of all user classifications in 2000.
(A2.3.1_1]{.mark}[\[[4_100](../OPSCON_L.XLS#_4_100)\])]{.mark} [Common
among these for the terminal area operations is the ability to fly
departure and arrival routes based on precision area navigation
capabilities. (A
2.3.1_2]{.mark}[\[[4_105](../OPSCON_L.XLS#_4_105)\])]{.mark} [This,
coupled with changes in service provider separation procedures, allows
for the increased ability to accommodate user-preferred
arrival/departure routes, climb/descent profiles, and runway assignment.
(A 2.3.1_3]{.mark}[\[[4_110](../OPSCON_L.XLS#_4_110)\])]{.mark} [With
the availability of accuracy augmentation for these area navigation
systems, precision instrument approaches to additional runways become
available in this period. (A
2.3.1_4]{.mark}[\[[4_115](../OPSCON_L.XLS#_4_115)\])]{.mark}

[New procedures are used for distributing arrival and departure
waypoints using the now pervasive area navigation capability to allow
airplanes and powered lift aircraft to make use of a greater portion of
the airspace being used by airplanes and powered lift aircraft. (A
2.3.1_5]{.mark}[\[[4_120](../OPSCON_L.XLS#_4_120)\])]{.mark} This
effectively reduces the congestion previously created in the terminal
area. In addition, [the 250 knot speed restriction for departures in
Class B airspace below 10,000 feet has been removed and the flight is
able to climb using optimum climb profiles. (A
2.3.1_6]{.mark}[\[[4_125](../OPSCON_L.XLS#_4_125)\])]{.mark} [[Adequate
CDTI and collision avoidance protection enhances safety during the
reduction of the 250 knot speed
restriction]{.mark}](../AATT_00.doc#AATT00_4_805)[\[[4_805](../OPSCON_L.XLS#_4_805)\].]{.mark}

[Increased pilot situational awareness through Automatic Dependent
Surveillance-Broadcast (ADS-B]{.mark}[\[4_810\])CDTI, as well as better
weather and navigation information, increases the safety and efficiency
of approaches and departures and leads to better runway utilization. (A
2.3.1_7)]{.mark} [Safety enhancements include improved identification of
other traffic (e.g., electronic flight ID) as well as automation
assistance to judge closure rates, geometries, and wake vortex
separation with other traffic. (A
2.3.1_8]{.mark}[\[[4_135](../OPSCON_L.XLS#_4_135)\])]{.mark} [[Approach
and departure visual separation spacing can also be more accurately
maintained/judged by the
pilot]{.mark}](../AATT_00.doc#AATT00_4_815)[\[[4_815](../OPSCON_L.XLS#_4_815)\].]{.mark}
[With confidence in the ADS-B/CDTI system, visual approaches/departures
may be continued even with momentary loss of visual acquisition, as long
as the target is still displayed on the CDTI and the flight crew
assesses that it is still a safe situation. (A
2.3.1_9]{.mark}[\[[4_140](../OPSCON_L.XLS#_4_140)\])]{.mark}

[Arriving aircraft can now receive expanded airport information through
data link for display in cockpit which includes RVR, braking action and
surface condition reports, and runway availability as well as wake
turbulence and wind shear advisories. (A
2.3.1_11]{.mark}[\[[4_150](../OPSCON_L.XLS#_4_150)\])]{.mark} [All
communication frequencies needed for operation in the airport vicinity
are similarly displayed (A
2.3.1_12]{.mark}[\[[4_155](../OPSCON_L.XLS#_4_155)\])]{.mark}, with [any
changes \[in frequencies\] from the published list uplinked over the
data link.]{.mark} This should [reduce the number of verbal
miscommunications of this routine information]{.mark}[\[4_820\].]{.mark}
Also during this time, [pilots begin conducting approaches using
independent navigation systems, such as GPS/area navigation
(RNAV)inertial navigation system (INS)FMS and begin monitoring the
approach path on a moving map display. (A
2.3.1_13]{.mark}[\[[4_160](../OPSCON_L.XLS#_4_160)\])]{.mark}
[Instrument precision approaches can be conducted at some airports using
satellite navigation with supporting augmentation. (A
2.3.1_14]{.mark}[\[[4_165](../OPSCON_L.XLS#_4_165)\])]{.mark}

[[Although the time spent at low altitudes has ostensibly been reduced
with the development of new arrival and departure procedures, all
aircraft still have to spend at least some time near the surface of the
earth during these procedures, and with the flexibility of the new
procedures there is still the ever present potential for Controlled
Flight Into Terrain](../AATT_00.doc#AATT00_4_825)
(CFIT]{.mark}[\[[4_825](../OPSCON_L.XLS#_4_825)\])]{.mark} [With a GPS
receiver and terrain database, an enhanced ground proximity warning
system (EGPWS) allows flight crews to more readily monitor terrain and
avoid the CFIT incidents. (A
2.3.1_15]{.mark}[\[[4_170](../OPSCON_L.XLS#_4_170)\])]{.mark}

Since [provisions have]{.mark} finally [been made for a common aviation
data link (A
2.3.1_10]{.mark}[\[[4_145](../OPSCON_L.XLS#_4_145)\]),]{.mark}
[properly-equipped aircraft can now receive data linked ATIS for display
in the cockpit]{.mark}[\[4_830\].]{.mark} Similarly, [all communication
frequencies needed for operation in the airport vicinity can be
displayed, with any changes from the published list sent up over the
data link]{.mark}[\[4_835\].]{.mark}

# 4.1.1 Number range Level3Users With AOC or AOC-like Capability (2000)

[[Procedures are being developed for reduced visual approach and
departure minima with the use of specific point in space geometries that
are designed to allow for easy visual acquisition of traffic of interest
(e.g., traffic on adjacent approach). These geometries include FMS
offset type approaches/departures combined with some vertical and/or
horizontal separation between
aircraft]{.mark}](../AATT_00.doc#AATT00_4_840)[\[[4_840](../OPSCON_L.XLS#_4_840)\].]{.mark}
[Speed control in relation to traffic of interest is required, but may
be obtained procedurally (e.g., assigned speeds) or in reference to CDTI
(A 2.3.2_1]{.mark}[\[[4_175](../OPSCON_L.XLS#_4_175)\])]{.mark} (e.g.,
station-keeping). [Once proven in visual conditions, these type of
approach/departure procedures may be accomplished in instrument
meteorological conditions. (A
2.3.2_2]{.mark}[\[[4_180](../OPSCON_L.XLS#_4_180)\])]{.mark}

[[Given the higher performance of many of the aircraft associated with
this type of operation, such as executive jet fleets, several of the
improvements that can be made are tied to procedures, e.g., the
previously mentioned elimination of the routine 250 knot speed
restriction for departures in Class B airspace below 10,000
feet]{.mark}](../AATT_00.doc#AATT00_4_845)[\[[4_845](../OPSCON_L.XLS#_4_845)\].]{.mark}

# 4.1.2 Number range Level3GA Users (2000)

These aircraft, including observation airplane and helicopter operators,
of necessity spend a substantial amount of time at low altitudes.
Therefore, [the terrain databases for these aircraft are expanded to
include man-made artifacts such as towers and other obstructions. (A
2.3.3_2]{.mark}[\[[4_190](../OPSCON_L.XLS#_4_190)\])]{.mark}

# 4.1.3 Number range Level3DoD Users (2000)

[In 2000, some DoD aircraft are configured with a collision avoidance
system, along with cockpit displays of weather which increase air crew
situation awareness during the arrival and departure phases of flight.
(A 2.3.4_1]{.mark}[\[[4_195](../OPSCON_L.XLS#_4_195)\])]{.mark} [Most
DoD aircraft are equipped to use Instrument Landing System (ILS) and
Microwave Landing System (MLS), the current NATO standards, as landing
aids]{.mark}[\[[4_850](../OPSCON_L.XLS#_4_850)\].]{.mark} However, [some
aircraft such as the C17 will begin to be equipped with multi‑mode
receivers that can be tailored to each carrier's need (A
2.3.4_2]{.mark}[\[[4_200](../OPSCON_L.XLS#_4_200)\])]{.mark} (i.e.,
ILS/GPS, ILS/MLS, ILS/MLS/GPS). [DoD aircraft receive more
user-preferred routing and departures are able to fly faster than 250
knots below 10,000 feet Mean Sea Level (MSL) in Class B airspace. (A
2.3.4_3]{.mark}[\[[4_205](../OPSCON_L.XLS#_4_205)\])]{.mark}

# 4.2 Number range Level3Number range Level2Terminal-Area Operational Concept for the Year 2005

[Building on improved area navigation capabilities and the growing
number and increasing quality of cockpit displays, all users have the
capability to display weather and surrounding traffic in the cockpit. (A
3.3.1_1]{.mark}[\[[4_360](../OPSCON_L.XLS#_4_360)\])]{.mark} In
addition, [with the inclusion of ground-based augmentation stations, it
is possible to provide precision instrument approaches at practically
any airport runway or vertiport. (A
3.3.1_2]{.mark}[\[[4_365](../OPSCON_L.XLS#_4_365)\])]{.mark} Also, [a
common data link is available that provides current weather information
and hazardous weather alerts, in addition to the more routine message
traffic. (A
3.3.1_3]{.mark}[\[[4_370](../OPSCON_L.XLS#_4_370)\])]{.mark}. [With the
improved accuracy and display of the weather information on the service
provider's display, a common situational awareness is shared by user and
provider (A
3.3.1_4]{.mark}[\[[4_375](../OPSCON_L.XLS#_4_375)\])]{.mark}, thereby
enhancing safety and supporting collaborative decision making.

[With the introduction of a global standard for satellite-based
navigation and surveillance, aircraft position is broadcast to ATC and
other users to provide a common traffic picture to pilots and ATC
service providers. (A
3.3.1_5]{.mark}[\[[4_380](../OPSCON_L.XLS#_4_380)\])]{.mark} [Such a
concept must account for any potential navigational failure in order to
maintain a robust operational system. (A
3.3.1_6]{.mark}[\[[4_385](../OPSCON_L.XLS#_4_385)\])]{.mark} [In
addition, provisions must be made to ensure that equipped aircraft have
a complete picture of all surrounding traffic in the terminal area,
including unequipped aircraft or aircraft with an equipment failure. (A
3.3.1_7]{.mark}[\[[4_390](../OPSCON_L.XLS#_4_390)\])]{.mark} [With the
capability for the crew to see the surrounding aircraft, modifications
to service provider Air Traffic Management (ATM) procedures, and the
improvements in turbulence and wake vortex avoidance, reduced or
time-based separation standards can be implemented and more direct
routes through the terminal airspace can be flown. (A
3.3.1_8]{.mark}[\[[4_395](../OPSCON_L.XLS#_4_395)\])]{.mark} This could
help improve the traffic flows in the terminal area as a result of the
streamlining of the aircraft command and control functions, particularly
in non-radar airspace.

[There is an expansion of the number of instrument precision approaches
based on satellite navigation. Such approaches can now be conducted at
potentially any airport with the appropriate supporting augmentation,
such as local or wide area. (A
3.3.1_9]{.mark}[\[[4_400](../OPSCON_L.XLS#_4_400)\])]{.mark} Also, [as
satellite-based navigation and surveillance capabilities expand, the
routine 250 knot speed restriction is eliminated in more Class B
airspace for both departures and arrivals within environmental
constraints]{.mark}[\[4_855\].]{.mark} Uses of [data link and cockpit
displays are developed to the point that the pilot cannot only monitor
all the surrounding traffic but current meteorological data and
automated hazardous weather alerts (A
3.3.1_10]{.mark}[\[[4_405](../OPSCON_L.XLS#_4_405)\])]{.mark} as well.

[Pre-defined data link messages, such as altitude clearances and
frequency changes, are uplinked to an increasing number of equipped
aircraft. (L 4.14 & A 3.3_4 &
3.3.1_11]{.mark}[\[[4_225](../OPSCON_L.XLS#_4_225)\]\[[4_410](../OPSCON_L.XLS#_4_410)\])]{.mark}
[Voice communications between service providers and pilots are]{.mark}
thereby [reduced (L 4.15& A 3.3.1_12 &
3.3_5]{.mark}[\[[4_230](../OPSCON_L.XLS#_4_230)\]\[[4_415](../OPSCON_L.XLS#_4_415)\]),]{.mark}
giving the service provider additional time for planning functions that
help accommodate increased traffic demand. The service provider
automation tools enhance final approach spacing and runway assignment;
[[this information is communicated to the pilot, who in turn can execute
new, more flexible
procedures]{.mark}](../AATT_00.doc#AATT00_4_860)[\[[4_860](../OPSCON_L.XLS#_4_860)\].]{.mark}
Such [automation assists the service provider in assigning runways and
merging and sequencing aircraft according to user preferences. (L 4.9 &
A 3.3.1_13]{.mark}[\[[4_420](../OPSCON_L.XLS#_4_420)\])]{.mark}

[The status of active and proposed flights as well as the status of the
NAS infrastructure are available to NAS users. (L 4.8 & A
3.3.1_14]{.mark}[\[[4_425](../OPSCON_L.XLS#_4_425)\])]{.mark} [Service
providers also remain informed on distant weather conditions in order to
anticipate changes to the daily traffic flow, and requests from other
facilities. This is especially important when working with tower service
providers to manage runway configuration changes. (L 4.53 & A
3.3.1_15]{.mark}[\[[4_430](../OPSCON_L.XLS#_4_430)\])]{.mark} [Arrival
flows and departure queues are planned around projected times for runway
configuration changes that cause the least traffic disruption. (L 4.55 &
A 3.3.1_16]{.mark}[\[[4_435](../OPSCON_L.XLS#_4_435)\])]{.mark} [When
traffic management initiatives are required, service providers
collaborate with users to resolve congestion problems through adjustment
of user schedules. (L 4.57 & A
3.3.1_17]{.mark}[\[[4_440](../OPSCON_L.XLS#_4_440)\])]{.mark} If these
adjustments do not adequately resolve the problem, [the service
providers work with the national traffic management function to solicit
user input concerning flow constraints (L 4.58 & A
3.3.1_18]{.mark}[\[[4_445](../OPSCON_L.XLS#_4_445)\]),]{.mark} which are
shared among NAS users and service providers. This facilitates [more
effective collaborative decision making, with the AOCs collaborating
with ATM in deciding TFM initiatives which are then data linked to the
pilots and service providers. (A
3.3.1_19]{.mark}[\[[4_450](../OPSCON_L.XLS#_4_450)\])]{.mark}

[A goal in 2005 is to allow turbojet and turboprop aircraft to fly
higher, remaining at a higher altitude closer to the airport. (A
3.3.1_20]{.mark}[\[[4_455](../OPSCON_L.XLS#_4_455)\])]{.mark} [[This
reduces exposure between high and low performance aircraft and releases
lower altitude airspace for use by lower performance
aircraft]{.mark}](../AATT_00.doc#AATT00_4_865)[\[[4_865](../OPSCON_L.XLS#_4_865)\].]{.mark}
[[It also permits more efficient operation of high performance
aircraft]{.mark}](../AATT_00.doc#AATT00_4_870)[\[[4_870](../OPSCON_L.XLS#_4_870)\].]{.mark}

# 4.2.1 Number range Level3Users With AOC or AOC-like Capability (2005)

[Data link continues to be used for routine contact with AOC to provide
position, flight plan information, fuel and engine trend reports, and
accurate arrival/departure times (e.g., Out-Off-On-In data). It is also
used as a primary contact with air traffic control for routine messages
such as frequency and altitude changes. (A
3.3.1.2_1]{.mark}[\[[4_685](../OPSCON_L.XLS#_4_685)\])]{.mark} [Real
time weather information and maps are received in the cockpit. Improved
ground based and aircraft navigation systems and aids provide additional
precision approaches to more runways; these approaches allow for optimum
descent from cruise to the runway threshold. (A
3.3.1.2_2]{.mark}[\[[4_690](../OPSCON_L.XLS#_4_690)\])]{.mark}

[Improved service provider automation and displays and the use of
cockpit situation displays enhance traffic situational awareness and
allow for enhanced approaches and departures. (A
3.3.1.2_3]{.mark}[\[[4_695](../OPSCON_L.XLS#_4_695)\])]{.mark}
[Dependent and independent approaches/departures in Instrument
Meteorological Conditions (IMC) may be performed at many airports
between properly-equipped aircraft and by a properly trained flight
crew. (A 3.3.1.2_4]{.mark}[\[[4_700](../OPSCON_L.XLS#_4_700)\])]{.mark}
As a result, [increased capacity and greatly reduced delays during IMC
are realized at airports with closely-spaced parallel]{.mark}
[\[[4_875](../OPSCON_L.XLS#_4_875)\]runways]{.mark}

[The addition of enhanced collision avoidance logic based on
satellite-based navigation and surveillance information has improved
collision avoidance capabilities to provide protection to the ground,
including on closely spaced parallel approaches. (A
3.3.1.2_5]{.mark}[\[[4_705](../OPSCON_L.XLS#_4_705)\])]{.mark} [Specific
parallel approach collision avoidance and escape guidance logic has led
to the implementation of paired (dependent) and simultaneous
(independent) approaches to closely spaced runways in IMC. (A
3.3.1.2_6]{.mark}[\[[4_710](../OPSCON_L.XLS#_4_710)\])]{.mark} [This has
also been enabled by the improvement of real-time wake turbulence
visualization in the cockpit. (A
3.3.1.2_7]{.mark}[\[[4_715](../OPSCON_L.XLS#_4_715)\])]{.mark}

# 4.2.2 Number range Level3GA Users (2005)

[IFR and VFR transition routes are incorporated into the traffic flow
patterns in some terminal areas, which will reduce re-routing around the
terminal area. GA aircraft transitioning outside these corridors are
afforded the use of unused terminal airspace as traffic allows (A
3.3.1.3_1]{.mark}[\[[4_720](../OPSCON_L.XLS#_4_720)\])]{.mark}

# 4.2.3 Number range Level3DoD Users (2005)

In addition to the capabilities previously mentioned for other users,
[most major DoD aircraft however, are equipped with multi-mode receivers
(MMRs) capable of utilizing ILS and MLS as a backup to GPS for precision
approaches. (A
3.3.1.4_1]{.mark}[\[[4_725](../OPSCON_L.XLS#_4_725)\])]{.mark}
Additionally, [secure data link capabilities are introduced for tactical
control. (A
3.3.1.4_2]{.mark}[\[[4_730](../OPSCON_L.XLS#_4_730)\])]{.mark}

# 4.3 Number range Level3Number range Level2Terminal-Area Operational Concept for the Mature State

[Data link is available to handle routine pilot and service provider
communications. (A
3.3.2.1]{.mark}[\_\[[4_735](../OPSCON_L.XLS#_4_735)\]1]{.mark} However,
[there are some emergency communications which are automatically sent to
both pilot and the service provider to further increase safety by
eliminating the time necessary for a human to relay the message. (A
3.3.2.1_2]{.mark}[\[[4_740](../OPSCON_L.XLS#_4_740)\])]{.mark} Examples
of such messages are wind shear alerts (generated either by airborne or
ground equipment), airborne collision resolution advisories, and
instructions to "go around" in a runway incursion scenario.

At this point, [the equipage with ADS-B is fundamentally complete and
all aircraft broadcast their position to ATC and other users. (A
3.3.2.1_3]{.mark}[\[[4_745](../OPSCON_L.XLS#_4_745)\])]{.mark} [Using
CDTI based on this capability, together with ATC decision support
systems and data link, new procedures are developed that use area
navigation capabilities to reduce congestion over waypoints (A
3.3.2.1_4]{.mark}[\[[4_750](../OPSCON_L.XLS#_4_750)\])]{.mark}, thus
improving the utility and safety of the system for all users.

To provide as much flexibility as possible in arriving and departing the
terminal area, [the pilot can select which route he wishes to follow. (A
3.3.2.1_5]{.mark}[\[[4_755](../OPSCON_L.XLS#_4_755)\])]{.mark} [In
high-density terminal-areas, airspace design allows for multiple arrival
and departure routes based on area navigation. Routes in use are sent
via data link to pilots in properly-equipped aircraft. This information
is exchanged with ATC and used in terminal-area decision support systems
to provide appropriate sequencing. (A
3.3.2.1_6]{.mark}[\[[4_760](../OPSCON_L.XLS#_4_760)\])]{.mark} This
flexibility, coupled with the on-board capabilities allow [pilots to fly
to meet required times of arrival (A
3.3.2.1_7]{.mark}[\[[4_765](../OPSCON_L.XLS#_4_765)\])]{.mark},
improving the utilization of airport assets.

# 4.3.1 Number range Level3Users With AOC or AOC-like Capability (Mature State)

[Free maneuvering operations in low density areas is being performed. (A
3.3.2.2_1]{.mark}[\[[4_350](../OPSCON_L.XLS#_4_350)\]\[[4_770](../OPSCON_L.XLS#_4_770)\])]{.mark}
[High density areas still require the oversight from ATC for sequencing
and primary separation assurance (A
3.3.2.2_2]{.mark}[\[[4_775](../OPSCON_L.XLS#_4_775)\]);]{.mark} however,
even [in the denser environments some cockpit self-separation is
assigned to the flight crew by ATC when operationally advantageous. (A
3.3.2.2_3]{.mark}[\[[4_780](../OPSCON_L.XLS#_4_780)\])]{.mark}

# 4.3.2 Number range Level3GA Users (Mature State)

[IFR and VFR transition routes are incorporated into the traffic flow
patterns in all terminal areas (A
3.3.2.3_1]{.mark}[\[[4_785](../OPSCON_L.XLS#_4_785)\]),]{.mark} which
will reduce re-routing around the terminal area. [GA aircraft
transitioning outside these corridors are afforded the use of unused
terminal airspace as traffic allows. (A
3.3.2.3_2]{.mark}[\[[4_790](../OPSCON_L.XLS#_4_790)\])]{.mark}

# 4.3.3 Number range Level3DoD Users (Mature State)

In the mature state, [all DoD NAS users are equipped with augmented
satellite-based navigation aids, data link, GPWS, cockpit display of
traffic and weather information and on-board collision avoidance. (A
3.3.2.4_1]{.mark}[\[[4_795](../OPSCON_L.XLS#_4_795)\])]{.mark} [Weather
and air traffic management information are secure encrypted and sent via
data link to DoD NAS users. (A
3.3.2.4_2]{.mark}[\[[4_800](../OPSCON_L.XLS#_4_800)\])]{.mark}

Section 5Number range Level1Number range Level2Number range Level3Number
range FigureNumber range Table

# En Route (Cruise)

# 5.1 Number range Level3Number range Level2En Route Operational Concept for the Year 2000

[Procedure changes allow for user-preferred routing from SID to STAR or
from airport-to-airport]{.mark}[\[5_840\].]{.mark} [Reduced vertical
separation minima (RVSM) above FL290 increases airspace capacity and
allows for more users to fly at optimal altitudes. (A
2.4.1_1]{.mark}[\[[5_100](../OPSCON_L.XLS#_5_100)\])]{.mark} [Reduced
horizontal separation standards in the form of time-based separation
also provides more capacity. (A
2.4.1_2]{.mark}[\[[5_105](../OPSCON_L.XLS#_5_105)\])]{.mark} [A
ground-based conflict probe allows for greater user flexibility in
receiving user-preferred routings. (A
2.4.1_3]{.mark}[\[[5_110](../OPSCON_L.XLS#_5_110)\])]{.mark}

[[In en route airspace, the use of moving maps for CFIT avoidance, CDTI,
and weather depiction has begun, albeit, the user application stressed
may be
different]{.mark}](../AATT_00.doc#AATT00_5_845)[\[[5_845](../OPSCON_L.XLS#_5_845)\].]{.mark}
Even so, [the primary common thread is the attainment of increased
user-preferred routes from SID to STAR or from airport-to-airport
without the conventional altitude
restrictions]{.mark}[\[5_850\].]{.mark} In this timeframe, [the
development of these more flexible routings is allowed through the use
of a ground based conflict probe to provide the necessary
safeguards]{.mark}[\[5_855\].]{.mark} [The use of en route airborne
holding has been reduced with the implementation of other procedures
that improve traffic flow patterns and make maximum use of available
terminal capacity. (A
2.4.1_4]{.mark}[\[[5_115](../OPSCON_L.XLS#_5_115)\])]{.mark}

[[The capability to navigate and monitor position en route using a GPS
receiver or other area navigation capability with a moving map enhances
ground proximity warning
systems]{.mark}](../AATT_00.doc#AATT00_5_860)[\[[5_860](../OPSCON_L.XLS#_5_860)\].]{.mark}
Also, [all communication frequencies needed for the route can be
displayed, with data link being used to send any corrections to the
published database list]{.mark}[\[5_865\].]{.mark}

[During the en route or cruise phase of flight, there is
machine-to-machine transfer and acknowledgment of the ICAO Current
Flight Plan (CPL) message (which is defined as an active flight plan, as
modified by ATC) for aircraft operating between the U.S. and Mexican,
and the U.S. and Canadian ATC systems. This facilitates cross-border
coordination, particularly when diversions into non U.S. airspace are
required. (A
2.4.1_5]{.mark}[\[[5_120](../OPSCON_L.XLS#_5_120)\])]{.mark}

# 5.1.1 Number range Level3Users With AOC or AOC-like Capability (2000)

[ATC considers AOC-and aircraft-derived preferences while assigning
routes and controlling aircraft. (A
2.4.2_1]{.mark}[\[[5_125](../OPSCON_L.XLS#_5_125)\])]{.mark} [[Routes
are probed for flow constraints prior to filing, resulting in fewer
reroutes]{.mark}](../AATT_00.doc#AATT00_7_870)[\[[5_870](../OPSCON_L.XLS#_5_870)\].]{.mark}
[[FMS equipage, including coupled navigation capabilities, also allow
for more efficient flight planning by the
AOC]{.mark}](../AATT_00.doc#AATT00_5_875)[\[[5_875](../OPSCON_L.XLS#_5_875)\].]{.mark}
[The availability of ground-based conflict probe allows the use of more
flexible routes and altitudes. (A
2.4.2_2]{.mark}[\[[5_130](../OPSCON_L.XLS#_5_130)\])]{.mark}

While [separation assurance is still the responsibility of the
controller (A
2.4.2_3]{.mark}[\[[5_135](../OPSCON_L.XLS#_5_135)\]),]{.mark} [the
increased basic situational awareness in the cockpit, based on CDTI and
navigation capabilities, allows some spacing tasks to be accurately
performed by the flight crew. (A
2.4.2_4]{.mark}[\[[5_140](../OPSCON_L.XLS#_5_140)\])]{.mark} [These
tasks could be performed for metering or merging]{.mark}
[\[5_880\]purposes.]{.mark}

[Techniques for establishing metering spacing provide the crew the
flexibility to efficiently manage their flight with respect to aircraft
performance, crew preferences, and ATC considerations. It may also allow
aircraft to stay on route in cases were ATC would otherwise have to
vector the aircraft off route to achieve the desired spacing (A
2.4.2_5]{.mark}[\[[5_145](../OPSCON_L.XLS#_5_145)\])]{.mark} due to
controller workload and today\'s pilot-ATC tactical control loop[.
[While vectoring of aircraft is a high workload for both controllers and
pilots, only one clearance is given for this metering spacing
technique](../AATT_00.doc#AATT00_5_885)]{.mark}[\[[5_885](../OPSCON_L.XLS#_5_885)\].]{.mark}
Also, the option to stay on route is typically more fuel and time
efficient.

[The AOC monitors the status of the NAS and relays status information to
pilots. (A 2.4.2_6]{.mark}[\[[5_150](../OPSCON_L.XLS#_5_150)\])]{.mark}
[Aircraft not equipped to operate in a Free Flight environment will be
handled as they are today. (A
2.4.2_7]{.mark}[\[[5_155](../OPSCON_L.XLS#_5_155)\])]{.mark}

# 5.1.2 Number range Level3GA Users (2000)

[More GA users employ GPS as a primary means of navigation. (A
2.4.3_1]{.mark}[\[[5_160](../OPSCON_L.XLS#_5_160)\])]{.mark} [In
addition, the GA pilot will have improved situation awareness of terrain
and airspace during the cruise portion of the flight. For the GA pilot
this is accomplished through the use of handheld or panel-mounted units
that include special use and ATC airspace supplemented by a terrain
database. (A
2.4.3_2]{.mark}[\[[5_165](../OPSCON_L.XLS#_5_165)\])]{.mark}
[Multi‑function displays begin to appear in GA aircraft, including
weather and traffic information superimposed on a moving map. (A
2.4.3_3]{.mark}[\[[5_170](../OPSCON_L.XLS#_5_170)\])]{.mark}

[In a small number of busy terminal areas, transition through the Class
B or C airspace is facilitated by the design of routes and procedures
that allow for direct IFR and VFR flights through the airspace. (A
2.4.3_4]{.mark}[\[[5_175](../OPSCON_L.XLS#_5_175)\])]{.mark}

# 5.1.3 Number range Level3DoD Users (2000)

[In 2000, DoD NAS users are more involved in the determination of routes
and flight profiles. (A
2.4.4_1]{.mark}[\[[5_180](../OPSCON_L.XLS#_5_180)\])]{.mark} [For most
DoD aircraft, satellite-based navigation systems are increasingly used
for en route and cruise navigation, supplemented by but less reliant on
ground-based NAVAIDS and inertial navigation systems. (A
2.4.4_2]{.mark}[\[[5_185](../OPSCON_L.XLS#_5_185)\])]{.mark} [Those DoD
aircraft equipped with a cockpit display of traffic information have
better situational awareness throughout the cruise phase of flight. (A
2.4.4_3]{.mark}[\[[5_190](../OPSCON_L.XLS#_5_190)\])]{.mark}

# 5.2 Number range Level3Number range Level2En Route Operational Concept for the Year 2005

[The use of satellite-based navigation and surveillance data has not
only increased on-board capabilities ranging from cockpit traffic and
enhanced collision avoidance logic, but it is also used by ground-system
automation for enhanced conflict probe and alerting. (A
3.4.1_1]{.mark}[\[[5_430](../OPSCON_L.XLS#_5_430)\])]{.mark}
[Situational awareness is increased by monitoring all surrounding
traffic with cockpit display of traffic information. Many of these
aircraft have a navigational capability coupled to an FMS. (L 6.23 & A
3.4.1_2]{.mark}[\[[5_435](../OPSCON_L.XLS#_5_435)\])]{.mark} [Additional
intent and aircraft performance data is provided to decision support
systems, thus improving the accuracy of trajectory predictions. This
information is combined and presented on the service provider's display.
(L 5.15 & A
3.4.1_3]{.mark}[\[[5_235](../OPSCON_L.XLS#_5_235)\]\[[5_440](../OPSCON_L.XLS#_5_440)\])]{.mark}
[Since there are different separation standards depending on the
flight's equipage and the quality of the positional data, service
provider displays indicate the quality of the resulting aircraft
positions and the appropriate equipage information. (L 5.18 & A
3.4.1_4]{.mark}[\[[5_240](../OPSCON_L.XLS#_5_240)\]\[[5_445](../OPSCON_L.XLS#_5_445)\])]{.mark}
[Reduced or time-based separation standards are developed based on
technology and aircraft capability, further increasing system capacity
and safety. (A
3.4.1_5]{.mark}[\[[5_415](../OPSCON_L.XLS#_5_415)\]\[[5_450](../OPSCON_L.XLS#_5_450)\])]{.mark}

[The ground system automation allows for a more flexible airspace
structure and reduced boundary restrictions. Static restrictions due to
fixed sector boundaries are reduced or eliminated. (A
3.4.1_6]{.mark}[\[[5_455](../OPSCON_L.XLS#_5_455)\])]{.mark} [The
airspace structure is frequently evaluated and adjusted in anticipation
of expected traffic flows, or in response to weather and NAS
infrastructure changes. (L 5.71 & A
3.4.1_7]{.mark}[\[[5_380](../OPSCON_L.XLS#_5_380)\]\[[5_460](../OPSCON_L.XLS#_5_460)\]\[[5_720](../OPSCON_L.XLS#_5_720)\])]{.mark}
Additionally, [facility boundaries are adjusted to accommodate dynamic
changes in traffic flow or weather. (L 5.72 & A
3.4.1_8]{.mark}[\[[5_465](../OPSCON_L.XLS#_5_465)\]\[[5_725](../OPSCON_L.XLS#_5_725)\])
Route structure is now an exception, not a rule. Static route structures
still exist only when necessary as in places of continuous high density,
to provide for avoidance of terrain and active SUAs, and for transition
between areas with differing separation standards. (L 5.6.1 & A
3.4.1_9]{.mark}[\[[5_315](../OPSCON_L.XLS#_5_315)\]\[[5_470](../OPSCON_L.XLS#_5_470)\])]{.mark}
[Aircraft that are not equipped to take advantage of these enhanced
capabilities will continue to receive ATC services as they do today. (A
3.4.1_100)]{.mark}[\[[5_475](../OPSCON_L.XLS#_5_475)\].]{.mark}

[As experience is gained, routine communications are increasingly
handled by data link for users so equipped. (L 5.24 & A
3.4.1_10))]{.mark} [Most en route communication and reporting is done
via data link which leads to faster frequency changes and transfer of
communication as well as more reliable communications and faster
clearance delivery. (A
3.4.1_11]{.mark}[\[[5_485](../OPSCON_L.XLS#_5_485)\])]{.mark} [Updated
charts, current weather, SUA status, and other required data are
up-linked (or data-loaded) to the cockpit allowing for better strategic
and tactical route and altitude planning. Data link also allows the
aircraft crews and the service provider specialists to see the same
weather and alerts. (A
3.4.1_12]{.mark}[\[[5_490](../OPSCON_L.XLS#_5_490)\])]{.mark} [In
addition, basic flight information services are available via data link
to those aircraft that are properly-equipped. This information includes
current and forecast weather, NOTAMs, and hazardous weather warnings. (A
3.4.1_13]{.mark}[\[[5_495](../OPSCON_L.XLS#_5_495)\])]{.mark}
Additionally, [more aircraft provide real-time winds and temperatures
aloft, resulting in better weather information for forecasting and
traffic planning. (L 5.27 & A
3.4.1_14]{.mark}[\[[5_500](../OPSCON_L.XLS#_5_500)\])]{.mark} [Weather
data are distributed to decision support systems for processing and
presentation to service providers, resulting in a more accurate and
common awareness of meteorological conditions. (L 5.28 & A
3.4.1_16]{.mark}[\[[5_285](../OPSCON_L.XLS#_5_285)\]\[[5_505](../OPSCON_L.XLS#_5_505)\])]{.mark}

[Cockpit technology improvements allow more user-preferred routings, SID
to STAR or from airport-to-airport. (A
3.4.1_17]{.mark}[\[[5_510](../OPSCON_L.XLS#_5_510)\])]{.mark} This
increase is underpinned by [decision support systems to assist in
conflict detection and the development of conflict resolutions. (L 5.35
& A
3.4.1_17]{.mark}[\[[5_515](../OPSCON_L.XLS#_5_515)\]\[[5_575](../OPSCON_L.XLS#_5_575)\])]{.mark}
This reduces mental workload and gives the provider more time for other
tasks such as responding to user requests. [Improving the provider's
ability to identify conflicts also reduces the number of occasions when
there is intervention, allowing the user to fly the trajectory proposed
with higher frequency. (L 5.37 & A
3.4.1_18]{.mark}[\[[5_520](../OPSCON_L.XLS#_5_520)\]\[[5_580](../OPSCON_L.XLS#_5_580)\])]{.mark}

[The status of active and proposed flights and NAS infrastructure is
available to NAS users and service providers. (A
3.4.1_19]{.mark}[\[[5_525](../OPSCON_L.XLS#_5_525)\])]{.mark} [This
facilitates more effective collaborative decision making, allowing users
to collaborate with ATM in deciding TFM initiatives. (A
3.4.1_20]{.mark}[\[[5_530](../OPSCON_L.XLS#_5_530)\])]{.mark} [More
accurate NAS information, together with improved automation (ground and
air) enable user-preferred routes that are routinely flown with a
minimum of rerouting. (A
3.4.1_21]{.mark}[\[[5_535](../OPSCON_L.XLS#_5_535)\])]{.mark} As traffic
flow patterns improve, airborne holding is reduced.

[By 2005, ICAO flight data processing will be upgraded to include
automated hand-offs between the U.S. and Mexican, and the U.S. and
Canadian ATC systems. (A
3.4.1_22]{.mark}[\[[5_540](../OPSCON_L.XLS#_5_540)\])]{.mark}

# 5.2.1 Number range Level3 Users With AOC or AOC-like Capability (2005)

[Increased collaboration between the airline AOC and the ATM system
occurs as the AOC interactively probes proposed route changes. (A
3.4.1.2_1]{.mark}[\[[5_735](../OPSCON_L.XLS#_5_735)\])]{.mark} [Modified
routes can be developed collaboratively between the AOC and the service
provider and then data linked to the cockpit and downstream ATC
facilities. (L 5.64 & A 3.4.1.1_33 &
3.4.1.2_2]{.mark}[\[[5_705](../OPSCON_L.XLS#_5_705)\]\[[5_740](../OPSCON_L.XLS#_5_740)\])]{.mark}
In addition, [working with TFM specialists, the AOC helps define and
implement TFM initiatives to relieve airspace congestion. Collaboration
is extended as AOCs have an expanded role in determining the landing
sequence of company flights. (A
3.4.1.2_3]{.mark}[\[[5_745](../OPSCON_L.XLS#_5_745)\])]{.mark} Also,
[since the AOC can interactively probe proposed flight changes, more
point-to-point routings are allowed to more runways. (A
3.4.1.2_4]{.mark}[\[[5_750](../OPSCON_L.XLS#_5_750)\])]{.mark}

# 5.2.2 Number range Level3GA Users (2005)

[As GA users begin to equip with traffic displays, safety is enhanced as
the potential for midair collisions is reduced. (A
3.4.1.3_1]{.mark}[\[[5_755](../OPSCON_L.XLS#_5_755)\])]{.mark} [In most
busy terminal areas, transition through Class B or C airspace is
facilitated by the design of routes and procedures that allow for direct
VFR and IFR flights through the airspace. (A
3.4.1.3_2]{.mark}[\[[5_760](../OPSCON_L.XLS#_5_760)\])]{.mark}
[Satellite-based navigation and augmentation systems greatly expand IFR
access to low altitude airspace, enhancing operations outside of radar
coverage. (A
3.4.1.3_3]{.mark}[\[[5_765](../OPSCON_L.XLS#_5_765)\])]{.mark}

[VFR flight following services are enhanced in 2005. For aircraft
automatically reporting their satellite navigation-derived positions,
the inclusion of that information, coupled with access to the VFR
flight's data, reduces the workload associated with providing traffic
advisories to uncontrolled aircraft (L 5.41 & A 3.4.1.1_13 &
3.4.1.3_4]{.mark}[\[[5_600](../OPSCON_L.XLS#_5_600)\])]{.mark} and
increases the availability of VFR flight following services.

[Terrain databases are supplemented with information on man-made
obstacles. (A
3.4.1.3_5]{.mark}[\[[5_775](../OPSCON_L.XLS#_5_775)\])]{.mark} [For
properly-equipped aircraft, updates to navigation terrain and obstacle
databases are provided over data link. (A
3.4.1.3_6]{.mark}[\[[5_780](../OPSCON_L.XLS#_5_780)\])]{.mark}

# 5.2.3 Number range Level3DoD Users (2005)

DoD users benefit from cockpit traffic displays that allow random and
flexible air refueling tracks.

# 5.3 Number range Level3Number range Level2En Route Operational Concept for the Mature State

[Airlines and high-end GA frequently perform free maneuvering operations
in lowwdensity areas (A
3.4.2.1_1]{.mark}[\[[5_785](../OPSCON_L.XLS#_5_785)\])]{.mark};
[however, high density areas still require the oversight from ATC for
sequencing and primary separation assurance. (A
3.4.2.1_2]{.mark}[\[[5_790](../OPSCON_L.XLS#_5_790)\])]{.mark}

[With the reduction in analog voice communications as the result of full
use of data link capabilities and the implementation of new traffic
management procedures and technology, dynamic resectorization allows
fewer communication frequency changes for en route aircraft. (A
3.4.2.1_3]{.mark}[\[[5_795](../OPSCON_L.XLS#_5_795)\])]{.mark}

[Procedural changes have been implemented to allow low altitude direct
routes (A
3.4.2.1_4]{.mark}[\[[5_800](../OPSCON_L.XLS#_5_800)\]),]{.mark} greatly
benefiting regional, business, general aviation and other users of
airplanes and powered lift vehicles that need operate in this regime.
[Use of the ground based conflict probe has been modified to allow for
airborne procedures to resolve most conflicts, thus allowing maximum
routing flexibility with the least restrictions. (A
3.4.2.1_5]{.mark}[\[[5_805](../OPSCON_L.XLS#_5_805)\])]{.mark} In the
mature state, [ICAO flight data processing will be upgraded to include
an automated pointout capability between the U.S. and Mexican, and the
U.S. and Canadian ATC systems.]{.mark}

As the capacity of busy airports increases, many en route restrictions
and ground delay programs are eliminated.

# 5.3.1 Number range Level3Users With AOC or AOC-like Capability (Mature State)

In high density environments, [some cockpit self-separation is assigned
to the flight crew by ATC when operationally advantageous. (A
3.4.2.2_1]{.mark}[\[[5_810A](../OPSCON_L.XLS#_5_810A)\]\[[5_810B](../OPSCON_L.XLS#_5_810B)\])]{.mark}
[Point-to-point routings are routinely flown, i.e., from SID to STAR or
from airport-to-airport, and airborne holding is adjusted to maximize
airport capacity. (A
3.4.2.2_2]{.mark}[\[[5_815](../OPSCON_L.XLS#_5_815)\])]{.mark} [Aircraft
not equipped to operate in a Free Flight environment will be handled as
they are today, i.e., flying published or preferred routes. (A
3.4.2.2_3]{.mark}[\[[5_820](../OPSCON_L.XLS#_5_820)\])]{.mark}

# 5.3.2 Number range Level3GA Users (Mature State)

[In all busy terminal areas, transition through Class B or C airspace is
facilitated by the design of routes and procedures that allow for direct
VFR flights through the airspace. (A
3.4.2.3_1]{.mark}[\[[5_825](../OPSCON_L.XLS#_5_825)\])]{.mark}

[Panel-mounted multi-function displays and data link capabilities become
commonplace in all but the low-end GA aircraft, where hand-held units
remain the equipment of choice. (A
3.4.2.3_2]{.mark}[\[[5_830](../OPSCON_L.XLS#_5_830)\])]{.mark} In
addition, [satellite-based surveillance systems that enable robust
multi-function capabilities begin to appear in GA cockpits. (A
3.4.2.3_3]{.mark}[\[[5_835](../OPSCON_L.XLS#_5_835)\])]{.mark}

# 5.3.3 Number range Level3DoD Users (Mature State)

No significant unique capabilities above those mentioned for 2000 and
2005 are envisioned for DoD NAS users in this timeframe.

Section 6Number range Level1Number range Level2Number range Level3Number
range FigureNumber range Table

# Oceanic

# 6.1 Number range Level3Number range Level2Oceanic Operational Concept for the Year 2000

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

[In 2000, oceanic environment programs for improving route structures,
surveillance coverage, controller-pilot communications, and separation
minimum are in active trials. These capabilities are available for
properly-equipped aircraft and in designated airspace. ICAO standards
are met to realize the full benefit of reduced separation standards. (A
2.5.1_1]{.mark}[\[[6_100](../OPSCON_L.XLS#_6_100)\])]{.mark}

[Data link is used for most contacts with AOC and AT (e.g., position
reports, climb requests). Some aircraft are still not equipped with data
link, so standard ARINC high frequency (HF) communications still exist.
(A 2.5.1_2]{.mark}[\[[6_105](../OPSCON_L.XLS#_6_105)\])]{.mark}

# 6.1.1 Number range Level3Users With AOC or AOC-like Capability (2000)

[The airline's oceanic aircraft fleets tend to be highly equipped with
the latest avionics for communication, navigation, and surveillance due
to the long duration oceanic flights as well as the lack of ground-based
infrastructure]{.mark}[\[[6_540](../OPSCON_L.XLS#_6_540)\].]{.mark}
[Many aircraft in 2000 are Future Air Navigation System-1
(FANS-1)-equipped or have the required navigation performance capability
(RNPC) for reduced separation standards (A
2.5.2_1]{.mark}[\[[6_110](../OPSCON_L.XLS#_6_110)\])]{.mark} (e.g., 50
nmi lateral and RVSM).

[Along with the ground infrastructure improvements, evaluations for
utilization of air-to-air surveillance for procedural enhancements are
ongoing]{.mark}[\[[6_545](../OPSCON_L.XLS#_6_545)\].]{.mark} [Enhanced
in-trail climbs/descents as well as lead climbs/descents are available
on a pair-wise basis for properly-equipped aircraft. This allows for
enhanced fuel efficiency and greater flexibility for pilots and
controllers to avoid adverse turbulence and weather as well as to reduce
the possibility of costly diversions. (A
2.5.2_2]{.mark}[\[[6_115](../OPSCON_L.XLS#_6_115)\])]{.mark}

Reduced longitudinal separation based on CDTI distance measurements is
being evaluated on some tracks. [Flight crews determine the distance
between aircraft on the traffic display and relay that information to
ATC. (A 2.5.2_3]{.mark}[\[[6_120](../OPSCON_L.XLS#_6_120)\])]{.mark}
[Air traffic controllers apply separation procedures, including mach
technique, to enable trailing aircraft to climb to the altitude of the
lead aircraft and remain longitudinally separated. (A
2.5.2_4]{.mark}[\[[6_125](../OPSCON_L.XLS#_6_125)\])]{.mark} [This
initial CDTI co-altitude separation is based on CDTI distance
measurements. (A
2.5.2_5]{.mark}[\[[6_130](../OPSCON_L.XLS#_6_130)\])]{.mark} It is
initially for a limited period of time prior to radar and VHF coverage
inbound to Hawaii or the West Coast. In this way it is assured that
after application of this procedure there is radar separation and VHF
communications. [Once this limited duration version is properly
evaluated, longitudinal separation may be based on periodic CDTI
distance measurements where the pilot is required to relay distance
information to ATC at "frequent" intervals (e.g., at each position
report]{.mark}[\[6_550\]). There is no change of responsibilities for
pilots and]{.mark} [\[6_555\]controllers.]{.mark}

[[With the initial ADS-B/CDTI implementation, there is a general
increase in pilot situational awareness of other traffic. This is also
integrated with improved navigation and weather information. Overall,
these capabilities increase safety and augment the ground-based ATC
system]{.mark}](../AATT_00.doc#AATT00_6_560)[\[[6_560](../OPSCON_L.XLS#_6_560)\].]{.mark}

# 6.1.2 Number range Level3GA Users (2000)

[No additional capabilities exist from those discussed in Section 5.1.2
for en route.]{.mark}

# 6.1.3 Number range Level3DoD Users (2000)

[In 2000, DoD users use satellite based navigation systems to supplement
today's inertial navigation systems. (A
2.5.4_1]{.mark}[\[[6_135](../OPSCON_L.XLS#_6_135)\])]{.mark}
[Satellite-based communications are also the primary means for voice
position reports. (A
2.5.4_2]{.mark}[\[[6_140](../OPSCON_L.XLS#_6_140)\])]{.mark} [Cockpit
display of traffic information, used in conjunction with satellite-based
navigation systems, allow more relaxed separation standards in oceanic
airspace. (A
2.5.4_3]{.mark}[\[[6_145](../OPSCON_L.XLS#_6_145)\])]{.mark}

# 6.2 Number range Level3Number range Level2Oceanic Operational Concept for the Year 2005

In 2005, the greatest percentage increase in air traffic is projected to
occur across the Atlantic and Pacific Oceans. To accommodate this
growth[, improvements in navigation, communication and the use of
surveillance are paramount enablers of capacity enhancement in oceanic
airspace. (L 6.2 & A
3.5_7]{.mark}[\[[6_180](../OPSCON_L.XLS#_6_180)\])]{.mark}
[Additionally, procedural reductions in separation standards will be
facilitated through the improved
infrastructure]{.mark}[\[6_565\].]{.mark} [Service providers, with the
help of automation and procedural changes, are strategic in solving
potential conflicts due to traffic congestion and demand for
user-preferred
trajectories]{.mark}[\[[6_185](../OPSCON_L.XLS#_6_185)\]\[6_570\].]{.mark}
Characteristics of oceanic operations in 2005 include the following:

-   [User-preferred routes replace the oceanic track system (A 3.5.1_1 &
    Future_12]{.mark}[\[[6_310](../OPSCON_L.XLS#_6_310)\])]{.mark}

-   [Increased airspace capacity through reduced separation minima in
    the vertical, longitudinal and lateral axes (A
    3.5.1_2]{.mark}[\[[6_315](../OPSCON_L.XLS#_6_315)\])]{.mark}

-   [More precise monitoring of separation and flight progression
    through automatic dependent surveillance
    (3.5.1_3]{.mark}[\[[6_320](../OPSCON_L.XLS#_6_320)\])]{.mark}

-   [Separation assurance accomplished with the aid of decision support
    systems and a visual display system similar to that used in en route
    (A 3.5.1_4]{.mark}[\[[6_325](../OPSCON_L.XLS#_6_325)\])]{.mark}

-   [Improved inter- and intra-communications among air traffic service
    providers and NAS users facilities exchange of information and
    increases productivity and efficiency (A
    3.5.1_5]{.mark}[\[[6_330](../OPSCON_L.XLS#_6_330)\])]{.mark}

```{=html}
<!-- -->
```
-   Harmonized [NAS-ICAO oceanic system where data will be presented to
    the oceanic service provider in the same or a similar format,
    minimizing translation on the part of the provider. (L 6.10 & A
    3.5.1_6 &
    3.5_14]{.mark}[\[[6_215](../OPSCON_L.XLS#_6_215)\]\[[6_335](../OPSCON_L.XLS#_6_335)\])]{.mark}
    Procedures for flight planning in U.S. domestic and oceanic airspace
    is identical.

The primary beneficiaries of oceanic enhancements are the airlines with
AOCs.

# 6.2.1 Number range Level3Users With AOC or AOC-like Capability (2005)

In 2005, [full surveillance, better navigation tools, real-time
communications, and automated data exchange between the pilot and
service provider via data link will facilitate the transition away from
tracks and toward trajectories in oceanic airspace. (L 6.33 & A
3.5.1.2_1 &
3.5.1.1_13]{.mark}[\[[6_400](../OPSCON_L.XLS#_6_400)\]\[[6_440](../OPSCON_L.XLS#_6_440)\])]{.mark}
[The airspace structure may change dynamically based on weather, demand,
and user preferences. (L 6.34 & A 3.5.1.2_2 &
3.5.1.1_14]{.mark}[\[[6_405](../OPSCON_L.XLS#_6_405)\]\[[6_445](../OPSCON_L.XLS#_6_445)\])]{.mark}
[These changes are coordinated with all affected national and
international traffic flow service providers via electronic data
transfer. (L 6.35 & A 3.5.1.2_3
&3.5.1.1_15]{.mark}[\[[6_245](../OPSCON_L.XLS#_6_245)\]\[[6_410](../OPSCON_L.XLS#_6_410)\]\[[6_450](../OPSCON_L.XLS#_6_450)\])]{.mark}
[Service providers, aided by supporting automation and electronic visual
displays, are able to acquire and view timely and reliable flight
information to dynamically address necessary changes to the airspace or
trajectories. (L 6.36 & 3.5.1.2_4 &
3.5.1.1_16]{.mark}[\[[6_415](../OPSCON_L.XLS#_6_415)\]\[[6_455](../OPSCON_L.XLS#_6_455)\])]{.mark}

When operationally advantageous to maximize flight efficiency, [pilots
may coordinate with service providers for clearance to conduct specified
cockpit self-separation operations. In these carefully defined
situations, the pilot's view of nearby traffic supplements the service
provider's big picture of longer term traffic flow. (L 6.25 & A
3.5.1.2_5 &
3.5.1.1_7]{.mark}[\[[6_370](../OPSCON_L.XLS#_6_370)\]\[[6_460](../OPSCON_L.XLS#_6_460)\])]{.mark}
[Pilots may obtain approval for special maneuvers such as reduced
separation in-trail climb, in-trail descent, lead climb, lead descent,
limited duration station‑keeping, as well as lateral passing maneuvers.
(A 3.5.1.2_6]{.mark}[\[[6_465](../OPSCON_L.XLS#_6_465)\])]{.mark}
[Cockpit self separation provides immediate situation assessment,
communications (i.e., air to air), and decision making. (A
3.5.1.2_7]{.mark}[\[[6_470](../OPSCON_L.XLS#_6_470)\])]{.mark} [This
tighter cockpit self separation decision/control loop could allow
greatly reduced separation standards. (A
3.5.1.2_8]{.mark}[\[[6_475](../OPSCON_L.XLS#_6_475)\])]{.mark} [Given
the higher degree of responsibility in the cockpit, appropriate
automation aids for monitoring the traffic situation are provided to the
pilot. (A 3.5.1.2_9]{.mark}[\[[6_480](../OPSCON_L.XLS#_6_480)\])]{.mark}

[Adjustments must be made to the airspace structure and/or trajectories
when demand exceeds capacity. (L 6.37 & A 3.5.1.1_17 &
3.5.1.2_10]{.mark}[\[[6_420](../OPSCON_L.XLS#_6_420)\]\[[6_485](../OPSCON_L.XLS#_6_485)\])]{.mark}
[In oceanic airspace, these changes are coordinated with national and
international traffic flow service providers. (L 6.38 & A 3.5.1.1_18 &
3.5.1.2_11]{.mark}[\[[6_425](../OPSCON_L.XLS#_6_425)\]\[[6_490](../OPSCON_L.XLS#_6_490)\])]{.mark}
[The NAS service provider has access to the projected demand information
for the day (L 6.39 & A 3.5.1.2_12 & A
3.5.1.1_19]{.mark}[\[[6_430](../OPSCON_L.XLS#_6_430)\]\[[6_495](../OPSCON_L.XLS#_6_495)\])]{.mark}
and [collaborates with international service providers to determine the
daily airspace structure, identify and explore alternatives to potential
capacity problems, and manage traffic over fixes including gateway
entries. (L 6.40 & A 3.5.1.2_13 & 3.5.1.1_20 & Future_2
(682]{.mark}[\[[6_295](../OPSCON_L.XLS#_6_295)\]\[[6_435](../OPSCON_L.XLS#_6_435)\]\[[6_500](../OPSCON_L.XLS#_6_500)\]))]{.mark}

# 6.2.2 Number range Level3GA Users (2005)

No additional capabilities exist from those discussed in Section 5.2.2
for en route.

# 6.2.3 Number range Level3DoD Users (2005)

Like other users, [satellite-based navigation becomes the primary means
of oceanic/remote navigation for DoD users, although inertial navigation
systems are used as a backup. (A
3.5.1.4_1]{.mark}[\[[6_505](../OPSCON_L.XLS#_6_505)\])]{.mark}

# 6.3 Number range Level3Number range Level2Oceanic Operational Concept for the Mature State

The mature oceanic environment is similar to the 2005 timeframe, but
with [expanded capabilities available to all aircraft and in all
airspace. An example of an expanded capability in the mature state would
be increased airspace capacity through further reductions in separation
minima in the vertical, longitudinal, and lateral axes. (A
3.5.2.1_1]{.mark}[\[[6_510](../OPSCON_L.XLS#_6_510)\])]{.mark}

# 6.3.1 Number range Level3Users With AOC or AOC-like Capability (Mature State)

[Dynamic routing for individual user-preferred trajectories is the norm;
oceanic fixed routes have been eliminated.(A
3.5.2.2_1]{.mark}[\[[6_515](../OPSCON_L.XLS#_6_515)\])]{.mark} [Use of
cockpit self-separation and free maneuvering operations are being
performed in more complex situations, such as merging. (A
3.5.2.2_2]{.mark}[\[[6_520](../OPSCON_L.XLS#_6_520)\])]{.mark} [ATC
oversight is still required for sequencing and separation assurance, but
collaborative decision making has greatly increased among the service
provider, AOC, and the aircraft. (A
3.5.2.2_3]{.mark}[\[[6_525](../OPSCON_L.XLS#_6_525)\])]{.mark}

# 6.3.2 Number range Level3GA Users (Mature State)

No additional capabilities exist from those discussed in Section 5.3.2
for en route.

# 6.3.3 Number range Level3DoD Users (Mature State)

[Satellite-based navigation will emerge as the sole means of navigation,
with inertial systems used as a backup. (A
3.5.2.4_1]{.mark}[\[[6_530](../OPSCON_L.XLS#_6_530)\])]{.mark}

Section 7Number range Level1Number range Level2Number range Level3Number
range FigureNumber range Table

# Traffic Flow Management

[Traffic Flow Management (TFM) initiatives affect all users similarly (A
3.6_3]{.mark}[\[[7_165](../OPSCON_L.XLS#_7_165)\]),]{.mark} although
[users with an AOC or AOC-like capability have an opportunity to
collaborate with TFM service providers to address specific flow
restrictions. (A
3.6_4]{.mark}[\[[7_170](../OPSCON_L.XLS#_7_170)\])]{.mark} Therefore,
unlike the flight planning, surface, terminal-area, en route, and
oceanic operations, the operational concepts for TFM are discussed at a
high level for all users.

# 7.1 Number range Level3Number range Level2Traffic Flow Management Operational Concept for the Year 2000

[Information exchange and collaboration continue to be critical
components of traffic management in 2000. (A
2.6.1_1]{.mark}[\[[7_100](../OPSCON_L.XLS#_7_100)\])]{.mark} [Improved
information exchange among users and service providers enables shared
insight about weather, demand, and capacity conditions and allows for
improved understanding of NAS status and TFM initiatives. (A
2.6.1_2]{.mark}[\[[7_105](../OPSCON_L.XLS#_7_105)\])]{.mark} [Users are
key participants in the planning process of traffic flow initiatives. As
users receive better knowledge of the intent of traffic flow
initiatives, they may arrange their own resources to help solve the flow
problems. (A
2.6.1_3]{.mark}[\[[7_110](../OPSCON_L.XLS#_7_110)\])]{.mark}

[Ground delay programs, or capacity management programs, are exercised
using an approach called rationing by schedule. For scheduled air
carriers, this approach preserves the desired arrival order and reduces
bank disruptions at hub airports. (A
2.6.1_4]{.mark}[\[[7_115](../OPSCON_L.XLS#_7_115)\])]{.mark} For users
without published schedules, flights are treated in 2000 in the same
manner that they are today.

[A key variation from current TFM operations is that the assignment of
specific departure times during capacity constrained operations is
replaced with the assignment of arrival "slots" to each user per period
of time. (A 2.6.1_5]{.mark}[\[[7_120](../OPSCON_L.XLS#_7_120)\])]{.mark}
[This approach is commonly referred to as "control by time of
arrival."]{.mark} For example, under this approach, if an airport's
capacity is reduced by 50%, each user is instructed to reduce their
demand by 50%. The user then has the flexibility to manage the remaining
slots however they deem efficient. [Under this approach, both GA and DoD
users would be able make more effective use of NAS resources during
reduced capacity conditions. (A
2.6.1_6]{.mark}[\[[7_125](../OPSCON_L.XLS#_7_125)\])]{.mark} [Improved
information about capacity constraints allows these users to adjust
their operations accordingly, helping to resolve problems without TFM
intervention. (A
2.6.1_7]{.mark}[\[[7_130](../OPSCON_L.XLS#_7_130)\])]{.mark}

[Another variation by 2000 is the movement away from flight-specific
strategic control to a more aggregate approach (e.g., flow "X" number of
flights into an airport during a specified time period). Aggregate flow
directives are used based on an assessment of whether or not other TFM
initiatives, can be applied in an aggregate manner. (A
2.6.1_8]{.mark}[\[[7_135](../OPSCON_L.XLS#_7_135)\])]{.mark}

[Increasingly, national and local TFM service providers adapt to an
environment of increased user flexibility, collaborative partnership,
and information sharing among themselves and with the airspace
users]{.mark}[\[[7_650](../OPSCON_L.XLS#_7_650)\].]{.mark} [In 2000,
users and service providers alike begin to experience the benefits of
increased automated exchange of information between users and service
providers. Timely and consistent information across the NAS is made
available for both user and service provider planning purposes. (A
2.6.1_9]{.mark}[\[[7_140](../OPSCON_L.XLS#_7_140)\])]{.mark}

[An increase in collaboration among users and service providers for both
planning and strategic problem resolution emerges as a result of
increased information exchange. (A
2.6.1_10]{.mark}[\[[7_145](../OPSCON_L.XLS#_7_145)\])]{.mark} [Databases
and decision support systems that use these databases enable a shared
view of traffic and weather among all parties so that proposed
strategies can be evaluated. (A
2.6.1_11]{.mark}[\[[7_150](../OPSCON_L.XLS#_7_150)\])]{.mark} For
example, [in a severe weather situation, increased collaboration among
users and service providers enables shared decisions on how to avoid the
severe weather and deal with the resultant short-term capacity
shortage]{.mark}[\[[7_655](../OPSCON_L.XLS#_7_655)\].]{.mark}

# 7.2 Number range Level3Number range Level2Traffic Flow Management Operational Concept for the Year 2005

[Increased collaboration among local facilities, national TFM, and NAS
users is augmented by decision support systems that enable a shared view
of traffic and weather with all parties (L 7.33 & A
3.6_11]{.mark}[\[[7_205](../OPSCON_L.XLS#_7_205)\])]{.mark}, and by
["what if" tools for both the service provider and the NAS user to
evaluate proposed strategies. (L 7.34 & A
3.6_12]{.mark}[\[[7_210](../OPSCON_L.XLS#_7_210)\])]{.mark} [Since NAS
users have increased flexibility in planning routes and schedules and
because the NAS relies less on routine restrictions and fixed routes to
structure traffic, the management of NAS resources becomes more dynamic
and adaptive. (L 7.35 & A
3.6_13]{.mark}[\[[7_215](../OPSCON_L.XLS#_7_215)\])]{.mark} [Improved
decision support systems in 2005 help service providers visualize demand
and manage the more complex traffic flows. (L 7.36 & A
3.6_14]{.mark}[\[[7_220](../OPSCON_L.XLS#_7_220)\])]{.mark} In addition,
[decision support systems that evaluate NAS performance in real-time
enable the service provider to be more responsive and develop more
effective traffic management strategies. (L 7.37 & A
3.6_15]{.mark}[\[[7_225](../OPSCON_L.XLS#_7_225)\])]{.mark}

[TFM employs the philosophy of problem resolution at the appropriate
level.(A 3.6.1.1_4 &
3.6.1_1]{.mark}[\[[7_315](../OPSCON_L.XLS#_7_315)\])]{.mark} [Local
service providers have access to the projected demand information for
the day, as well as tools to strategically identify areas and times of
higher density, TFM issues can be efficiently resolved at the local
level. (L 7.46 & A
3.6.1_2]{.mark}[\[[7_320](../OPSCON_L.XLS#_7_320)\]\[[7_485](../OPSCON_L.XLS#_7_485)\])]{.mark}
[Service providers at the national TFM level monitor traffic, weather,
and infrastructure across the NAS (L 7.5 & A 3.6.1_3 &
3.6.1_12]{.mark}[\[[7_325](../OPSCON_L.XLS#_7_325)\]\[[7_370](../OPSCON_L.XLS#_7_370)\]),]{.mark}
[manage and implement traffic restrictions of a broader scope,
facilitate coordination among other domestic and international service
providers, and interact with AOC facilities and other NAS users. (L 7.6
& A 3.6.1_4 &
3.6.1_13]{.mark}[\[[7_330](../OPSCON_L.XLS#_7_330)\]\[[7_375](../OPSCON_L.XLS#_7_375)\])]{.mark}
[National TFM service providers also monitor NAS performance and adjust
traffic management strategies as needed. (L 7.8 & A 3.6.1_5 & Future_6
(767]{.mark}[\[[7_335](../OPSCON_L.XLS#_7_335)\]))]{.mark}

[Common enhanced decision support systems are in place for both local
and national TFM service providers to improve flow strategy development
and NAS performance monitoring]{.mark} [and measurement. (L 7.12 & A
3.6.1_6 &
3.6.1_18]{.mark}[\[[7_340](../OPSCON_L.XLS#_7_340)\]\[[7_400](../OPSCON_L.XLS#_7_400)\])]{.mark}
[Automation and decision support capabilities tailored for national TFM
furnish a global perspective and facilitate coordination among local and
national traffic flow managers, thus improving the decision-making
process. (L 7.13 & A 3.6.1_7 &
3.6.1_19]{.mark}[\[[7_345](../OPSCON_L.XLS#_7_345)\]\[[7_405](../OPSCON_L.XLS#_7_405)\])]{.mark}

[National TFM service providers continue to manage programs]{.mark} and
flow initiatives to mitigate instances where demand exceeds capacity.
However, [more accurate data and user collaboration reduce the frequency
of such initiatives.]{.mark} Therefore, [the programs are primarily used
in the case of infrastructure problems or]{.mark} when [inclement
weather (L 7.66 & A 3.6.1_8 &
3.6.1.1_23]{.mark}[\[[7_350](../OPSCON_L.XLS#_7_350)\]\[[7_580](../OPSCON_L.XLS#_7_580)\])]{.mark}
prevails. Users assume the responsibility for adhering to allocated
arrival times assigned by TFM. [In some instances, international flights
are included in these programs, providing for a more equitable
distribution of impact and increasing the users' substitution options.(L
7.68 & A 3.6.1_9 &
3.6.1.1_24]{.mark}[\[[7_355](../OPSCON_L.XLS#_7_355)\]\[[7_585](../OPSCON_L.XLS#_7_585)\])]{.mark}
[Decision support systems aid the national TFM service provider in
monitoring user adherence to assigned arrival times. (L 7.69 & A
3.6.1_10 &
3.6.1.1_25]{.mark}[\[[7_360](../OPSCON_L.XLS#_7_360)\]\[[7_590](../OPSCON_L.XLS#_7_590)\])]{.mark}

# 7.3 Number range Level3Number range Level2Traffic Flow Management Operational Concept for the Mature State

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

# List of References {#list-of-references .Back-Matter-Header}

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

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

# Appendix A: Traceability to RTCA Task Force 3 Concepts {#appendix-a-traceability-to-rtca-task-force-3-concepts .Appendix-Header}

> See Supplemental material.

+-----------------+----------------------------+----------+----------+
| **Phase of      | **Incremental Benefits**   | **Tim    | **Ope    |
| Flight**        |                            | eframe** | rational |
|                 |                            |          | Concepts |
|                 |                            |          | Refe     |
|                 |                            |          | rences** |
+-----------------+----------------------------+----------+----------+
| Domestic U. S.  | Expand the NRP (Fuel/Time  | N        | 5.1      |
| Cruise          | Savings)                   | ear-Term |          |
+-----------------+----------------------------+----------+----------+
|                 | Increased Use of Low       | N        | 5.1,     |
|                 | Altitude Direct Routes in  | ear-Term | 5.1.2,   |
|                 | Radar/Airspace             |          | 5.2, 5.3 |
+-----------------+----------------------------+----------+----------+
|                 | Increased Use of Low       | Mid-Term | 5.1,     |
|                 | Altitude Direct Routes     |          | 5.1.2,   |
|                 |                            |          | 5.2      |
|                 |                            |          |          |
|                 |                            |          | 5.3      |
+-----------------+----------------------------+----------+----------+
|                 | Speedier Frequency Change  | Mid-Term | 5.2      |
|                 | and Transfer of            |          |          |
|                 | Communication              |          |          |
+-----------------+----------------------------+----------+----------+
|                 | More Reliable              | Mid-Term | 5.2      |
|                 | Communication and Faster   |          |          |
|                 | Clearance Delivery         |          |          |
+-----------------+----------------------------+----------+----------+
|                 | RVSM Above FL 290          | Mid-Term | 5.1      |
+-----------------+----------------------------+----------+----------+
|                 | Better Strategic Route and | Mid-Term | 5.2      |
|                 | Altitude Planning          |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Direct Low-Altitude Routes | Far-Term | 5.3      |
|                 | in Non-Radar Areas         |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Better Dynamic Routes and  | Mid-Term | 5.1, 5.2 |
|                 | Altitudes                  |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Reduced Separation         | Far-Term | 5.1, 5.2 |
|                 | Standards                  |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Free Flight in Low Density | Far-Term | 5.2, 5.3 |
|                 | Areas Evolving to Mature   |          |          |
|                 | Free Flight                |          |          |
+-----------------+----------------------------+----------+----------+
| Terminal, Final | Increase the Number of     | N        | 3.1,     |
| Approach and    | ACARS\                     | ear-Term | 3.1.1,   |
| Airport Surface | Pre-Departure Clearance    |          | 3.2,     |
|                 | (PDC) Locations            |          |          |
|                 |                            |          | 3.2.2    |
+-----------------+----------------------------+----------+----------+
|                 | Direct Low Altitude Routes | N        | 4.1, 4.3 |
|                 | in Radar Airspace          | ear-Term |          |
+-----------------+----------------------------+----------+----------+
|                 | Direct Low Altitude Routes | Mid-Term | 4.1, 4.3 |
|                 | in Radar Airspace          |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Improved Arrival/Departure | N        | 4.1,     |
|                 | Procedures                 | ear-Term | 4.1.1,   |
|                 |                            |          | 4.2      |
+-----------------+----------------------------+----------+----------+
|                 | Digital ATIS               | N        | 3.1,     |
|                 |                            | ear-Term | 3.2, 3.3 |
+-----------------+----------------------------+----------+----------+
|                 | Weather Data Link          | N        | 3.1,     |
|                 |                            | ear-Term | 3.2, 3.3 |
+-----------------+----------------------------+----------+----------+
|                 | Data Link of Taxi Route    | N        | 3.2      |
|                 |                            | ear-Term |          |
+-----------------+----------------------------+----------+----------+
|                 | Arrival and Departure      | Mid-Term | 3.2, 4.2 |
|                 | Sequencing                 |          |          |
+-----------------+----------------------------+----------+----------+
|                 | CAT I Precision Approach   | Mid-Term | 4.1, 4.2 |
|                 | (WAAS)                     |          |          |
+-----------------+----------------------------+----------+----------+
|                 | CAT I Precision Approach   | Far-Term | 4.2, 4.3 |
|                 | (LAAS)                     |          |          |
+-----------------+----------------------------+----------+----------+

+-----------------+----------------------------+----------+----------+
| **Phase of      | **Incremental Benefits**   | **Tim    | **Ope    |
| Flight**        |                            | eframe** | rational |
|                 |                            |          | Concepts |
|                 |                            |          | Refe     |
|                 |                            |          | rences** |
+-----------------+----------------------------+----------+----------+
| Terminal, Final | CAT III Takeoff and Land   | Far-Term | 3.3      |
| Approach and    | (LAAS)                     |          |          |
| Airport Surface |                            |          |          |
|                 |                            |          |          |
| (Concluded)     |                            |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Direct Low Altitude        | N        | 4.2      |
|                 | Routes\                    | ear-Term |          |
|                 | -- Non Radar               |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Direct Low Altitude        | Mid-Term | 4.2      |
|                 | Routes\                    |          |          |
|                 | -- Non Radar with GNSS     |          |          |
|                 | Navigation                 |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Direct Low Altitude Routes | Far-Term | 4.2      |
|                 | Using\                     |          |          |
|                 | ADS-B                      |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Direct Flight to Final     | Far-Term | 7.1      |
|                 | with Required Time of      |          |          |
|                 | Arrival (RTA)              |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Low Visibility Surface     | N        | 3.1,     |
|                 | Operations                 | ear-Term | 3.2, 3.3 |
+-----------------+----------------------------+----------+----------+
|                 | Low Visibility Surface     | Mid-Term | 3.1,     |
|                 | Operations                 |          | 3.2, 3.3 |
+-----------------+----------------------------+----------+----------+
|                 | Low/Zero Visibility        | Far-Term | 3.3      |
|                 | Surface Operations         |          |          |
+-----------------+----------------------------+----------+----------+
| Oceanic         | Achieve Optimum Altitudes  | Near     | 6.1, 6.2 |
|                 |                            | Term     |          |
+-----------------+----------------------------+----------+----------+
|                 | Flexible Tracks            | N        | 6.2      |
|                 |                            | ear-Term |          |
+-----------------+----------------------------+----------+----------+
|                 | Dynamic Rerouting/2000 ft. | N        | 6.1.1,   |
|                 | Step Climbs/50 nmi.        | ear-and\ | 6.2.1    |
|                 | Lateral Separation         | Mid-Term |          |
+-----------------+----------------------------+----------+----------+
|                 | 1000 ft. Vertical          | Mid-Term | Not      |
|                 | Separation/RTA Crossing    |          | a        |
|                 | Technique                  |          | ddressed |
|                 |                            |          | at this  |
|                 |                            |          | level of |
|                 |                            |          | detail   |
+-----------------+----------------------------+----------+----------+
|                 | Lateral Separation 30      | Mid-Term | 6.1.1,   |
|                 | nmiLongitudinal Separation |          | 6.2.1    |
|                 | 50 nmi.                    |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Separation Minima 30/30 -- | Mid-Term | 6.1.1,   |
|                 | Optimum Flight Path Random |          | 6.2.1    |
|                 | Area Routing               |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Separation Minima 15/15    | Far-Term | 6.1.1,   |
|                 |                            |          | 6.2.1    |
+-----------------+----------------------------+----------+----------+
|                 | Separation Minima Less     | Far-Term | 6.1.1,   |
|                 | Than 15/15                 |          | 6.2.1    |
+-----------------+----------------------------+----------+----------+

+-----------------+----------------------------+----------+----------+
| **Phase of      | **Incremental Benefits**   | **Tim    | **Ope    |
| Flight**        |                            | eframe** | rational |
|                 |                            |          | Concepts |
|                 |                            |          | Refe     |
|                 |                            |          | rences** |
+-----------------+----------------------------+----------+----------+
| Traffic Flow    | More Efficient Use of      | Mid-Term | 3.2, 3.3 |
| Management      | Airport Capacity           |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Better Information for     | N        | 2.1, 2.2 |
|                 | Flight Planning            | ear-Term |          |
|                 |                            | and      |          |
|                 |                            | Mid-Term |          |
+-----------------+----------------------------+----------+----------+
|                 | Better Information for     | N        | 2.2,     |
|                 | Flight Planning, Ration by | ear-Term | 2.2.1,   |
|                 | Arrival Schedule Times     |          | 7.1, 7.2 |
+-----------------+----------------------------+----------+----------+
|                 | Better Information for     | N        | 7.1      |
|                 | Flight Planning; Control   | ear-Term |          |
|                 | Flow by Arrival Time Slots |          |          |
|                 | Instead of Controlled      |          |          |
|                 | Departure Times            |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Better Information for     | N        | 7.1      |
|                 | Flight Planning; Allocate  | ear-Term |          |
|                 | Airport Capacity through   |          |          |
|                 | Arrival Slot/Window        |          |          |
|                 | Contracts Traffic Flow     |          |          |
|                 | Management                 |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Better Information for     | N        | 7.1      |
|                 | Flight Planning; Aggregate | ear-Term |          |
|                 | Flow Directives (Capacity  |          |          |
|                 | Allocation instead of Slot |          |          |
|                 | Allocation)                |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Fewer Route Constraints    | N        | 5.1      |
|                 | (Expand National Route     | ear-Term |          |
|                 | Program)                   |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Better Information for     | N        | 2.1, 2.2 |
|                 | Flight Planning; Improve   | ear-Term |          |
|                 | Information Availability   |          |          |
|                 | using Existing             |          |          |
|                 | Communication Capabilities |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Enhanced Airspace          | N        | 2.1, 2.2 |
|                 | Utilization; Provide       | ear-Term |          |
|                 | Status for Selected SUAs   |          |          |
|                 | on Existing Communication  |          |          |
|                 | Mechanisms                 |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Enhanced Airspace          | N        | 2.1, 2.2 |
|                 | Utilization Automated      | ear-Term |          |
|                 | Scheduling and Status      |          |          |
|                 | Dissemination of Special   |          |          |
|                 | Use Airspace (SUA)         |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Greater User Involvement   | N        | 1.4,     |
|                 | in Flow Management         | ear-Term | 4.2, 5.2 |
|                 | Predictions/Decisions;     |          |          |
|                 | Robust Infrastructure for  |          | 5.2.1    |
|                 | TFM/User Collaboration     |          |          |
+-----------------+----------------------------+----------+----------+

+-----------------+----------------------------+----------+----------+
| **Phase of      | **Incremental Benefits**   | **Tim    | **Ope    |
| Flight**        |                            | eframe** | rational |
|                 |                            |          | Concepts |
|                 |                            |          | Refe     |
|                 |                            |          | rences** |
+-----------------+----------------------------+----------+----------+
| Traffic Flow    | Better Information for     | N        | 3.2,     |
| Management      | Flight Planning; Using     | ear-Term | 4.2, 5.2 |
|                 | Capacity More Efficiently; |          |          |
| (Concluded)     | More Accurate Information  |          |          |
|                 | for Flight/Operations      |          |          |
|                 | Planning and               |          |          |
|                 | Demand/Capacity            |          |          |
|                 | Determination              |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Greater User Involvement   | N        | 2.2,     |
|                 | in Flow Management         | ear-Term | 3.2,     |
|                 | Predictions and Decisions; |          | 4.2,     |
|                 | Full Collaboration on      |          |          |
|                 | Demand, Capacity           |          | 5.2      |
|                 | Predictions/Status and     |          |          |
|                 | Flow Management Actions    |          |          |
+-----------------+----------------------------+----------+----------+
|                 | Greater User Involvement   | N        | 4.2,     |
|                 | in Flow Management         | ear-Term | 4.3,     |
|                 | Predictions and Decisions; |          |          |
|                 | Efficient Transition to    |          | 5.2, 5.3 |
|                 | Structured (Congested)     |          |          |
|                 | Airspace                   |          |          |
+-----------------+----------------------------+----------+----------+

# Glossary {#glossary .Back-Matter-Header}

  ------------- -----------------------------------------------------------
  **ACARS**     ARINC Communications Addressing and Reporting System

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

  **AGL**       Above Ground Level

  **AOC**       Airline Operations Center

  **AT**        Air Traffic

  **ATC**       Air Traffic Control

  **ATIS**      Automated Terminal Information System

  **ATM**       Air Traffic Management

  **BASEOPS**   Military Base Operations

  **CDTI**      Cockpit Display of Traffic Information

  **CFIT**      Controlled Flight Into Terrain

  **CNS**       Communication, Navigation and Surveillance

  **CPL**       Current Flight Plan

  **DoD**       Department of Defense

  **EGPWS**     Enhanced Ground Proximity Warning System

  **ELT**       Emergency Locator Transmitter

  **FAA**       Federal Aviation Administration

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

  **FBO**       Fixed Base Operator

  **FMS**       Flight Management System

  **FPL**       Filed Flight Plans

  **GA**        General Aviation

  **GPS**       Global Positioning System

  **HF**        High Frequency

  **ICAO**      International Civil Aviation Organization

  **IFR**       Instrument Flight Rules

  **ILS**       Instrument Landing System

  **IMC**       Instrument Meteorological Conditions

  **INS**       Inertial Navigation System

  **MLS**       Microwave Landing System

  **MMR**       Multi-Mode Receiver

  **MSL**       Mean Sea Level

  **NAS**       National Airspace System

  **NAVAID**    NAVigational AID

  **NOTAM**     Notices to Airmen

  **PDC**       Pre-Departure Clearance

  **PIREPS**    Pilot Reports

  **RNAV**      Area Navigation

  **RNPC**      Required Navigation Performance Capability

  **RVR**       Runway Visual Range

  **RVSM**      Reduced Vertical Separation Minima

  **SID**       Standard Instrument Departure

  **STAR**      Standard Terminal Arrival Route

  **SUA**       Special Use Airspace

  **TFM**       Traffic Flow Management

  **VFR**       Visual Flight Rules
  ------------- -----------------------------------------------------------

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