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**Integrated Plan For**

**Air Traffic Management**

**Research and Technology Development**

**Version 3.0**

**January 1999**

**Volume 2 : Area Work Team Plans and**

**Joint Research Project Descriptions**

**A Product of the**

**FAA/NASA**

**Interagency Air Traffic Management (ATM) Integrated Product Team
(IPT)**

> ![](media/image3.png){width="1.8854166666666667in"
> height="1.4493055555555556in"}

For further information or questions concerning the

Integrated Plan for Air Traffic Management Research and Technology

Development, Version 3.0, please contact:

Federal Aviation Administration

FAA/NASA Integrated NAS Research

AAR-700

800 Independence Avenue, S.W.

Washington, D.C. 20591

(Telephone: 202-267-7316)

Or

National Aeronautics and Space Administration

Advance Air Transportation Technologies Project Office

Ames Research Center

Mail Stop 262-5

Moffett Field, CA. 94035

(Telephone: 650-604-5132)

The Plan is available on the Internet IAIPT FTP site.

**TABLE OF CONTENTS**

[Page]{.underline}

Overview of Research Areas

1\. System/Cross-Cutting Area 1-

1.1 Goals 1-1

1.2 NAS 2005 Environment 1-4

1.3 Operations and Services 1-4

1.4 Needs and Joint Research Projects 1-

1.5 Mature Free Flight Environment 1-5

1.6 Project Summaries 1-

1.6.1 JRPD J11 - ATM Advanced Concept Studies and Exploration 1-

1.6.2 JRPD J12 - Human Factors For Evolving Environments 1-6

1.6.3 JRPD J13 - System Performance Assessment and Investment Analysis
1-

1.6.4 JRPD J14 - Air Traffic Management Operational, Engineering, and

> Safety Methods and Analysis 1-

1.6.5 JRPD J16 - Application of Aircraft Capabilities to ATM Advanced
Concepts 1-

1.7 Integration and Risk Management 1-

2\. Traffic Flow Management Area 2-

2.1 Goals 2-1

2.2 NAS 2005 Environment 2-4

2.3 Operations and Services 2-4

2.4 Needs and Joint Research Projects 2-5

2.5 Mature Free Flight Environment 2-6

2.6 Project Summaries 2-

2.6.1 JRPD J21 - Collaborative Decision Making 2-

2.7 Integration and Risk Management 2-8

3\. Surface Area 3-1

3.1 Goals 3-1

3.2 NAS 2005 Environment 3-3

3.3 Operations and Service 3-

3.4 Needs and Joint Research Projects 3-3

3.5 Mature Free Flight Environment 3-4

3.6 Project Summaries 3-4

3.6.1 JRPD J31 - Airport Surface Management Technologies 3-5

3.7 Integration and Risk Management 3-6

4\. Terminal Area 4-1

4.1 Goals 4-1

4.2 NAS 2005 Environment 4-5

4.3 Operations and Services 4-5

4.4 Needs and Joint Research Projects 4-5

4.5 Mature Free Flight Environment 4-6

4.6 Project Summaries 4-7

4.6.1 JRPD J41 - Final Approach Spacing Tool (FAST) 4-7

4.6.2 JRPD J42 - Dynamic Final Approach Spacing 4-7

4.6.3 JRPD J43 - Parallel Runway Spacing Reduction 4-8

4.6.4 JRPD J45 - CTAS Adaptation/Implementation in Complex Airspace 4-8

4.6.5 JRPD J46 - Collaborative Arrival Planning 4-9

4.6.6 JRPD J47 - RNAV/FMS Terminal Routing 4-10

4.6.8 JRPD J48 - Arrival/Departure Management Integration 4-10

4.7 Integration and Risk Management 4-11

5\. En Route Area 5-1

5.1 Goals 5-1

5.2 NAS 2005 Environment 5-7

5.3 Operations and Services 5-7

5.4 Needs and Joint Research Projects 5-8

5.5 Mature Free Flight Environment 5-10

5.6 Project Summaries 5-10

5.6.1 JRPD J51 - Controller Capabilities to Manage Traffic in Transition
Airspace 5-10

5.6.2 JRPD J54 - Controller Capabilities for Improved Problem Prediction
5-10

5.6.3 JRPD J55 - Controller Capabilities for Improved Problem Resolution
5-11

5.6.4 JRPD J56 - Integration with Other Technologies and Domains 5-11

5.6.5 JRPD J57 - Other Initiatives to Enhance Decision Support Systems
5-12

5.6.6 JRPD J58 - Integration and Application of Decision Support Tools
at Sector 5-12

5.7 Integration and Risk Management 5-14

6\. Oceanic Area 6-1

6.1 Goals 6-1

6.2 NAS 2005 Environment 6-3

6.3 Operations and Services 6-3

6.4 Needs and Joint Research Projects 6-4

6.5 Mature Free Flight Environment 6-4

6.6 Project Summaries 6-5

6.6.1 JRPD J61 - Advanced Oceanic Automation System Development 6-5

6.6.2 JRPD J62 - Common Separation Methods and Standards 6-5

6.7 Integration and Risk Management 6-6

7\. Acronyms and Abbreviations 7-

**APPENDICES**

Appendix A - ATM Performance Outcomes and Outputs for ATM Research and
Technology Development

Appendix B - Definition of an IAIPT Key Milestone for ATM Research and
Technology Development

Appendix C - Joint Research Project Descriptions (JRPDs) for ATM
Research and Technology Development

**LIST OF SCHEDULES**

[Page]{.underline}

1-1 System/Cross-Cutting ATM Performance Goals/Key Milestones 1-2

2-1 Traffic Flow Management ATM Performance Goals/Key Milestones 2-2

3-1 Surface ATM Performance Goals/Key Milestones 3-1

4-1 Terminal ATM Performance Goals/Key Milestones 4-1

5-1 En Route ATM Performance Goals/Key Milestones 5-2

6-1 Oceanic ATM Performance Goals/Key Milestone 6-1

{This Page Intentionally Blank.}

Overview of Research Areas

In its role as manager of the NAS, the FAA supports NAS users by
providing system-wide services that enable and enhance the operations of
the aviation community. FAA services consist of information and
instructions that ensure the safe and efficient planning and operation
of flights within the NAS.[^1]

The types of services available in the 2005 and Free Flight NAS will
probably remain constant; however, the allocation of who provides the
service will change. With increased information sharing, users can play
an active role in NAS decision making and resource management.
Furthermore, avionics enhancements will allow users to accept some
aircraft separation responsibilities.

A NAS where users not only receive but provide many of their own
services will require many new technologies and procedural changes. To
develop capabilities, systems, and procedures that satisfy future needs,
there are 22 FAA and NASA joint research projects. Although many of the
projects target the same or similar needs, comparable requirements may
dictate separate initiatives. For example, the need for real time
updating of trajectory predictions for aircraft operating in oceanic
airspace, where domestic line-of-site communications are not available,
will probably necessitate the use of communications satellites.
Providing this capability for real time updating of trajectory
predictions for aircraft operating over the U.S. will not be necessary.
Consequently, this Integrated Plan correlates each research project with
one of six domains to which the project applies: System/Cross-Cutting,
Traffic Flow Management, Surface, Terminal, En Route, and Oceanic.

The following sub-sections provide detailed information about each
domain. Each includes: 1) a description of domain goals; 2) a domain
specific vision that describes the NAS 2005 environment; 3) operations,
and services; 4) a correlation between domain needs and joint research
projects (see note below); 5) a domain specific vision that describes
the Mature Free Flight environment; 6) joint research project summaries;
and 7) integration/risk management assessments. Individual project
summaries identify the milestone years for each initiative.

[Note]{.underline}: In each table that correlates domain needs to
research projects, the needs were extracted from the bullet statements
that describe how each of the 2005 domains are characterized in *A
Concept of Operations for the National Airspace System in 2005*, dated
September 30, 1997. Research projects are identified by number, product
name, and product identification (ID) number. Further work is planned by
the IAIPT to ensure there has been a complete identification of all
needs, and to correlate any remaining needs with joint research
projects. The IAIPT will continue to assess the priority and direction
of each research project, and take the appropriate actions if revisions
are determined to be necessary.

{This Page Intentionally Blank.}

1\. System/Cross-Cutting Area

The FAA and the aviation community are jointly making recommendations
and decisions about how the ATM system should evolve in accomplishing
the goals of free flight. For example, the RTCA Free Flight Steering
Committee is leading an on-going effort to ensure that the
recommendations of Task Force 3 are carried out in a manner that meets
user needs and priorities. A number of technical and operational issues
exist that must be addressed in deciding whether and how the
recommendations can be accomplished. Also as free fight objectives and
principles mature, there will be a continuing need for research to
address additional recommendations and changes in user needs/priorities.
The primary purpose therefore of this area is to support decision making
on how the ATM system should evolve by assessing system-level issues and
developing promising operational concepts for further research at the
domain level. Additionally, this area covers three major system level
activities that span the other work areas: 1) Airframe systems and
operations; 2) a demonstration of distributed air/ground air traffic
management; and 3) a task to evaluate the introduction of en route,
terminal, and surface automation decision support systems into the North
East Corridor.

1.1 Goals

The first goal of the System/Cross-Cutting Area is to explore
alternative, advanced ATM concepts as a means of achieving the
operational goal of "free flight". This includes performing related
human factors and ATM system-impact studies throughout the concept life
cycle in support of cost-effective and well-prioritized decisions to
pursue concept prototyping and/or development. Activities in the
System/Cross-Cutting area support the efforts of the FAA/user community
to define an evolutionary path to free flight principles that deliver
benefits as early as possible. In particular, the activities are
coordinated with the on-going Free Flight Select Committee and the FAA's
companion Free Flight Action Plan in directing ATM evolution.

The second goal of the System/Cross-Cutting Area is to develop measures
and metrics, analysis methodologies, integrated supporting databases,
models, and tools required to assess and evaluate advanced ATM concepts
and to manage ATM projects which explore and demonstrate those concepts.
Alternative ATM concepts will be assessed using models of the current
and anticipated NAS architecture, extended to include the new functional
and performance capabilities.

**Schedule 1-1 System/Cross-Cutting ATM Performance Goals/Key
Milestones**

##### ATM Advanced Concept Studies and Exploration

![](media/image4.wmf)

**Human Factors for Evolving Environments**

![](media/image5.wmf)

**Schedule 1-1 System/Cross-Cutting ATM Performance Goals/Key
Milestones, Cont.**

**System Performance Assessment and Investment Analysis**

![](media/image6.wmf)

**ATM Operational, Engineering, and Safety Methods and Analysis**

![](media/image7.wmf)

**Schedule 1-1 System/Cross-Cutting ATM Performance Goals/Key
Milestones, Cont.**

**Application of Aircraft Capabilities to ATM Advanced Concepts**

![](media/image8.wmf)

1.2 NAS 2005 Environment

The System/Cross-Cutting Area represents activities that define and mark
the boundaries of the future environment of the NAS. The operational
concepts define the manner in which the users and service providers
would like to perform their evolving roles and responsibilities. The
human centered limits and strategies to realizing these goals are
established by evaluating the capabilities and limitations of the human
to operate in this environment. The capability to identify the limits
imposed by schedule, geographic distribution of travel, and the current
and future infrastructure is also provided through these activities.

This area also represents the activities which are either common to all
domains or require integration across domains. The communication,
surveillance, navigation, and flight deck capabilities to support ATM
are common and should remain common across domains. The databases to
support performance prediction and measurement should be common across
domains and are therefore included in this environment. Finally, the
ultimate benefit of the systems and procedures developed within this
program can be achieved only if the movement of information and the
tactical decisions the information supports are integrated, real-time,
across the domain boundaries. Thus, efforts to integrate and demonstrate
the seamless nature of the future ATM system are truly crosscutting,
system activities.

1.3 Operations and Services

The NAS as described above has one key characteristic which cuts across
domain and phase of flight -- the future NAS is characterized by an
increasing dependency on a shared infrastructure. The flight deck and
ground are coupled for navigation, surveillance, and communications;
but, even more important the automation and decision support systems are
also a shared environment. The question in alternatives for the future
is not in whether the infrastructure is shared, but to what degree. This
changing philosophy reflects both the fiscal advantages as well as the
operational performance that can be achieved when the flight deck is an
active participant in the development of information, planning, and
tactical strategies.

1.4 Needs and Joint Research Projects

The following table correlates System/Cross-Cutting Area needs,
extracted from *A Concept of Operations for the National Airspace System
in 2005*, dated September 30, 1997, and identified in Volume 1, Section
4, of the Integrated Plan, with individual joint research projects. The
JRPD information includes the project number, the specific product that
addresses the need, and the product identification number. Appendix C
contains additional JRPD information.

+-----------------------------------+-----------------------------------+
| **2005 Needs**                    | **JRPD#/Product/Product ID#**     |
+===================================+===================================+
| Technology to improve the         | J11/Operational Capability &      |
| efficiency of human performance   | Performance Requirements/4.127    |
+-----------------------------------+-----------------------------------+
| Decision support systems to       | J12/System Evaluation Tools/4.102 |
| improve performance measurement   |                                   |
|                                   | J13/Portfolio Analysis &          |
|                                   | Selection Methodology/4.142       |
|                                   |                                   |
|                                   | J14/Integrated Operational &      |
|                                   | Engineering Analysis Model/4.107  |
+-----------------------------------+-----------------------------------+
| Avionics to improve pilot         | J16/Flight Deck Automation Tools  |
| situational awareness             | & Displays/4.123                  |
|                                   |                                   |
| GPS Navigation Systems            |                                   |
|                                   |                                   |
| Automatic Dependent Surveillance  |                                   |
| Systems                           |                                   |
+-----------------------------------+-----------------------------------+

1.5 Mature Free Flight Environment

In the mature state, cross cutting systems (integrated en route,
terminal, and surface tool packages which evolve into NAS packages) will
continue to evolve, providing greater flexibility to system users.
Improved avionics will allow users to undertake greater self-separation
responsibilities. In addition, NAS performance measurement systems will
provide better information that service providers and users can use to
collaboratively manage operations. (See JRPDs J11, J12, J16)

1.6 Project Summaries

1.6.1 JRPD J11 - ATM Advanced Concept Studies and Exploration

**Technical Overview/Abstract**

The specific research issues to be addressed will be decided by the
Interagency IPT in concert with the Free Flight Steering Committee and
the aviation community in general. The results of the research
activities, in turn, will support the Free Flight Steering Committee's
planning efforts on the evolution of ATM capabilities. The research
results will include proposed operational concepts including user and
service provider roles and responsibilities, system functional needs and
domain allocations, NAS architectural impacts, and candidate decision
support capabilities and technologies required to implement new
concepts. Most importantly, recommendations will be made to the IAIMT
about whether the issue or concept merits more detailed evaluation at
the domain-level. Such explicit decision making will help the FAA and
the user community to channel research resources toward the highest
payoff concepts.

-   Develop a draft system level operational concept, including
    projected roles and responsibilities for all affected users and
    service providers, and assumptions related to evolving technologies
    (e.g., CNS capabilities available by time frame).

-   An operational concept to a level of detail to support more detailed
    analysis (e.g., identification of issues for assessment).

-   Summary of ROM benefits and costs.

-   Initial assessment of NAS architecture/infrastructure impact (if
    any).

-   A report out to the IAIPT to aid decision on further development and
    assignment of that development to area JRPDs.

[Note]{.underline}: Additionally, this JRPD will include the planning
and concept exploration studies leading to two major technology
validation efforts within the NASA Advanced Air Transportation
Technology program scheduled to begin in 2001. Candidate technology
validation efforts include an adaptation of decision support tools to a
complex airspace such as the North East corridor, and the demonstration
of distributed air/ground air traffic management. The funding for these
technology validation efforts is also included in this JRPD to assure
that the activities are based on NAS-wide issues. A more detailed
description of these plans is contained in the AATT element of the NASA
Aviation System Capacity Program. Complete project descriptions will be
developed by the 4th quarter of 1999. The fiscal resources to be
allocated to the technology validation efforts are explicitly identified
in the Resource Summary table in Section 5.1.7, as well as the resource
analyses in Section 6.

**Program Responsibilities**

The FAA, working in concert with the RTCA Free Flight Steering Committee
and other user organizations, has primary responsibility for leading the
evaluation of advanced concepts for ATM decision support capabilities
and planning the evolution of NAS capabilities. NASA has the
responsibility for leading the evaluation of advanced concepts for
flight deck capabilities. The IAIPT will support those efforts by
conducting research in accordance with the above approach and by
providing research products that will aid in decision on the evolution
of the NAS. Both the FAA/CAASD and NASA will be responsible for
conducting advanced ATM concept research, including laboratory and field
evaluations where necessary to fully evaluate the issue at hand. The ATM
research efforts will be conducted in close coordination with other FAA
IPTs. Those FAA IPTs will provide support for research, development and
demonstration of other capabilities (e.g., CNS, aircraft avionics)
necessary to the candidate ATM concept. Results of these multiple
efforts will, of necessity, be integrated to formulate the total system
answer to the particular research question.

For the complete Joint Research Project Description, see page C-1 in
Appendix C.

1.6.2 JRPD J12 - Human Factors For Evolving Environments

**Technical Overview/Abstract**

This project is a complement to the modeling and simulation project J14.
It is based on the advanced concepts scenarios developed through J11.
Other individual programs within the FAA's Air Traffic Management IPT
are mandated to address human factors issues specific to their
particular implementation. The bases for these specific human factors
decisions are provided by research in this element. However, there are
complex underlying human factors issues such as air/ground integration,
distributed control modes, team decision making, and display and
procedures for flight operations and in support of user-preferred
routing.

-   Design Guidance and Design Support Tools: Provide validated human
    factors guidelines and design-aid tools to assure development of
    human-centered aiding systems for flight deck and ATC.

-   Evaluation Methodologies: Provide validated analytic and model-based
    tools to evaluate system-level human performance and integrated
    decision-aiding systems.

-   Safety and Reliability: Provide validated safety and reliability
    metrics to evaluate human-machine interface

-   Operations Procedures and Communications: Provide procedures and
    human-machine interfaces for the flight deck and ground operations
    in a dynamic distributed control and decision-making system.
    Establish roles and responsibilities within and across system
    elements.

**Program Responsibilities**

The FAA, working in concert with the RTCA Free Flight Steering Committee
and other user organizations, has primary responsibility for leading the
evaluation of advanced concepts for ATM decision support capabilities
and planning the evolution of NAS capabilities. NASA has the
responsibility for leading the evaluation of advanced concepts for
flight deck capabilities. The Interagency IPT will support those efforts
by conducting research in accordance with the above approach and by
providing research products that will aid in decision on the evolution
of the NAS. Both the FAA/CAASD and NASA will be responsible for
conducting advanced ATM concept research, including laboratory and field
evaluations where necessary to fully evaluate the issue at hand. The ATM
research efforts will be conducted in close coordination with other FAA
IPTs. Those FAA IPTs will provide support for research, development, and
demonstration of other capabilities (e.g., CNS, aircraft avionics)
necessary to the candidate ATM concept. Results of these multiple
efforts will, out of necessity, be integrated to formulate the total
system answer to the particular research question.

For the complete Joint Research Project Description, see C-9 in Appendix
C.

1.6.3 JRPD J13 - System Performance Assessment and Investment Analysis

**Technical Overview/Abstract**

To provide tools for concept evaluation, prototype development, and
full-scale development efforts with a comprehensive system performance
(cost/benefit/risk) assessment and investment portfolio analysis. These
tools will support the choice of strategies and technologies which
ensure the continued technological leadership and productivity of the
NAS and its users.

-   Cost/Performance/Risk assessments and methodology development

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-   Life Cycle Cost Realism

-   Benefits Baseline to Domain

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-   Portfolio Analysis and Selection Methodology

-   Project Performance Prediction and Tracking Process

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-   System performance databases (Weather, NAS Demand, Aircraft
    Performance, ATC Infrastructure, Economics)

-   Operational scenario database for life cycle assessment

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-   Airspace User Behavior Assessments

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-   Gaming, Scheduling, Equipment Investments

**Program Responsibilities**

The FAA and NASA will manage and perform the following tasks:

-   Research, develop, select and implement the investment model;

-   Establish a benefits baseline for the NAS;

-   Develop a project performance tracking methodology and the
    supporting database;

-   Research, determine, and implement the ATM IPT investment analysis
    strategy;

-   Perform system studies;

-   Perform the AATT system studies; and

-   Develop all or part of supporting databases and conduct analyses on
    user equipage and aircraft performance.

For the complete Joint Research Project Description, see page C-13 in
Appendix C.

1.6.4 JRPD J14 - Air Traffic Management Operational, Engineering, and
Safety Methods and Analysis

**Technical Overview/Abstract**

To provide operational, engineering and safety analyses to support
National Airspace System concept exploration, research issue
investigations and to determine predicted NAS-wide benefits and safety
impacts of advanced technological and procedural improvements to the air
transportation system.

-   Integrated Operational and Engineering Analysis Models of the
    National Airspace System and its subsystems for use by the FAA/NASA,
    industry and other organizations to improve operational and
    engineering analysis.

-   Operational information to provide input for cost/benefit studies of
    new concepts, technologies, and procedures.

-   Safety assessment methodology for determining hazards, developing
    mitigation strategies and conducting operational assessment of the
    hazards and mitigation strategies.

**Program Responsibilities**

The AWT will co-lead a government-sponsored team to collaborate in
developing a comprehensive modeling effort that covers U.S. domestic NAS
modeling needs. The team will develop the necessary databases,
methodologies, and models. The team will also conduct validation of
these databases, methodologies, and models through their application to
critical assessments of ATM IPT technology and procedural development.

For the complete Joint Research Project Description, see page C-19 in
Appendix C.

1.6.5 JRPD J16 - Application of Aircraft Capabilities to ATM Advanced
Concepts

**Technical Overview/Abstract**

To evaluate and develop aircraft systems and operational procedures that
will enhance the efficiency, flexibility, and safety of the ATM system
in the evolution towards achieving free flight operations for all NAS
users. This effort will evaluate existing and future aircraft systems to
determine their operational impact when integrated with the evolving
free flight environment. New technologies for the aircraft flight deck
will also be developed to enhance efficient and safe free flight
operations.

-   Develop, evaluate, and demonstrate concepts to provide flight deck
    crews the information to dynamically plan and re-plan routes for
    maximum efficiency.

-   Develop airborne automation tools (e.g., conflict resolution),
    flight data and situation displays (e.g., 3-D view of airspace)
    which can be used to assure safe and further reduced separation.

-   Assess the airborne implications of the application of new
    technologies (e.g., GPS/ADS-B, advanced FMS) to support free flight
    operations.

-   Develop NAS 2005 application of datalink avionics (e.g., current
    applications and digital delivery of taxi clearances (DDTC)).

**Program Responsibilities**

The FAA, NASA, and CAASD are working together to develop an integrated
approach to research involving ATM-compatible flight deck systems and
procedures. The Interagency IPT, NASA, and the FAA will work
collaboratively to assure that operational concepts, demonstrations,
validations, and procedures are developed in a integrated manner to best
achieve national goals.

For the complete Joint Research Project Description, see page C-25 in
Appendix C.

**[1.7 Integration and Risk Management]{.underline}**

+------------------+-------------------+-------------------------------+
| # Products       | **Risks**         | **Mitigation Strategy**       |
+------------------+-------------------+-------------------------------+
| (J11) Future Ops | Lack of           | Interface with user via Free  |
| Concept          | acceptance        | Flight Select Committee and   |
|                  |                   | Field Controllers             |
|                  | Uncertainties of  |                               |
|                  | future            | Multiple alternatives         |
|                  | technologies      |                               |
|                  |                   | Work with NEXTOR to identify  |
|                  |                   | potential operational         |
|                  |                   | environment                   |
+------------------+-------------------+-------------------------------+
| (J11) Complex    | Adaptation of     | Parallel airspace design      |
| Airspace         | automation to     | studies with benefit          |
|                  | complex airspace  | assessment                    |
|                  |                   |                               |
|                  | Full realization  |                               |
|                  | of benefits due   |                               |
|                  | to air space      |                               |
|                  | constraints       |                               |
+------------------+-------------------+-------------------------------+
| (J11)            | Controller/pilot  | Conduct fundamental human     |
| Distributed      | acceptance due to | factors assessments to define |
| air/ground air   | difficulties in   | procedures for shared tasking |
| traffic          | managing roles    | between air and ground        |
| management       | and               |                               |
|                  | responsibilities  |                               |
+------------------+-------------------+-------------------------------+
| (J12) Design     | Lack of           | Work with users, service      |
| Guidance         | acceptance        | providers, and IPTs           |
| Operations       |                   |                               |
| Procedure and    | Not aligned with  | Use Ops Concept as basis for  |
| Communication    | future operations | the development               |
+------------------+-------------------+-------------------------------+
| (J13) Cost       | Lack of           | Align with GPRA process       |
| Performance/     | acceptance        |                               |
| Risk methodology |                   | Evaluate NCAR recommendations |
|                  | Changing          |                               |
|                  | investment        | Work with internal            |
|                  | environment --    | cost/pricing group to         |
|                  | future funding of | understand FAA future funding |
|                  | aviation          |                               |
+------------------+-------------------+-------------------------------+
| (J13) Portfolio  | Limited funding   | Demonstrate through prototype |
| Analysis and     |                   | -- decision support on        |
| Selection        |                   | architecture                  |
| Methodology      |                   |                               |
+------------------+-------------------+-------------------------------+
| (J14)            | Limited funding   | Joint development -- NASA and |
| Operational      |                   | European partners             |
| models           | Incompatible data |                               |
|                  | requirements      | RTCA 192 recommendations      |
|                  |                   |                               |
|                  | Fidelity for      | Inter-process for plug and    |
|                  | future operations | play                          |
|                  |                   |                               |
|                  |                   | Developers participate in Ops |
|                  |                   | Concept development and       |
|                  |                   | National Airspace Review      |
+------------------+-------------------+-------------------------------+
| (J14)            | Fidelity of       | Tie development closely to    |
| Infrastructure   | workload and      | FAA air traffic, NASA MIDAS   |
| Model            | controller        | development, and European     |
|                  | activity modeling | partner                       |
+------------------+-------------------+-------------------------------+
| (J16) Flight     | Uncertainty of    | Use FAA Safe Flight 21 to     |
| deck             | technology        | refine requirements and       |
| capabilities for | integration       | guidance                      |
| situational      |                   |                               |
| awareness and    |                   | APATH research                |
| safety           |                   |                               |
+------------------+-------------------+-------------------------------+

2\. Traffic Flow Management Area

Today, when demand is expected to exceed capacity, traffic flow managers
at the national and local levels consider various flow strategies to
resolve the expected congestion. These strategies are typically selected
with limited information or consultation with NAS users, and without
complete knowledge of the implications on other airspace resources. This
lack of information may result in restrictions that are too restrictive.
Furthermore, since NAS users are unaware of the constraints in the
system, they are unable to plan the most efficient operations, and are
unable to take actions to resolve the problem.

In the NAS 2005 environment, managing NAS resources will continue to be
the responsibility of traffic flow service providers at the national and
local level. They will ensure that use of resources will not exceed safe
and acceptable levels. However, the environment will be based on
information sharing and collaboration resulting in better decisions and
more efficient operations for the NAS and its users. NAS users will be
responsible for managing their operations to meet their objectives,
while complying with selected strategies.

2.1 Goals

The goal of the Traffic Flow Management (TFM) Area is to provide a TFM
capability that enables enhanced flexibility, access, and collaboration
for all categories of airspace users. In addition, it explores
enhancements to Decision Support System (DSS) capabilities and
FAA/industry data exchange to support a more collaborative TFM
decision-making environment. Finally, it develops concepts and prototype
capabilities that move TFM operations closer to free scheduling and free
routing in the Free Flight environment.

**Schedule 2-1 Traffic Flow Management ATM Performance Goals/Key
Milestones**

**Collaborative Decision Making**

![](media/image9.wmf)

**Schedule 2-1 Traffic Flow Management ATM Performance Goals/Key
Milestones, Cont.**

**Collaborative Decision Making, cont.**

![](media/image10.wmf)

**Schedule 2-1 Traffic Flow Management ATM Performance Goals/Key
Milestones, Cont.**

**Collaborative Decision Making, cont.**

![](media/image11.wmf)

2.2 NAS 2005 Environment

TFM in the NAS 2005 environment will be characterized by an environment
of collaborative partnership and information sharing among service
providers, and between the service providers and the NAS users.
Increased user flexibility will be achieved because of this new
environment, enabling NAS users to plan their operations based on the
most updated and accurate information regarding NAS status. Information
sharing will also improve decision by traffic flow service providers.
Furthermore, when users receive accurate information on expected
congestion, they may take actions to reduce their demand, hence reducing
that congestion. Another aspect of the NAS 2005 environment is that
traffic flow management will be more collaboration between traffic flow
service providers and NAS users. Given the magnitude of the problem,
lead time, and expected impact on each operator, NAS users may decide to
participate in the strategy selection process. This participation may
result in decisions that are more acceptable to NAS users and at the
same time improves the overall system effectiveness.

### [2.3 Operations and Services]{.underline}

In the NAS 2005 environment, national service providers monitor NAS
conditions and capacity, and serve as a central point-of-contact for NAS
users and local service providers. When required, the national service
providers initiate and coordinate traffic management initiatives of a
broad scope. They play a lead role in improving overall NAS service by
managing national programs that modify national procedures and
techniques governing daily operations. In the NAS 2005 environment,
local service providers resolve traffic flow problems expected to impact
local airspace. These local problems will be handled more efficiently at
the local level, exploring alternatives for managing potential problems
with other service providers as well as with the users; alternatives for
managing potential flow problems typically take an aggregate approach
(such as specifying the number of flights into an airport during a
specified time interval) and have a more equitable distribution of
impact on the users.

Users are better able to plan their operations in anticipation of NAS
capacity and traffic conditions and are better able to minimize
congestion or possible delays due to the comprehensive information made
available. NAS users represented by AOCs will be participants in the
selection of the flow initiatives and assume responsibility for adhering
to selected strategies.

**[2.4 Needs and Joint Research Projects]{.underline}**

The following table correlates Traffic Flow Management Area needs,
extracted from *A Concept of Operations for the National Airspace System
in 2005*, dated September 30, 1997, and identified in Volume 1, Section
4, of the Integrated Plan, with individual joint research projects. The
JRPD information includes the project number, the specific product that
addresses the need, and the product identification number. Appendix C
contains additional JRPD information.

+-----------------------------------+-----------------------------------+
| **2005 Needs**                    | **JRPD#/Product/Product ID#**     |
+===================================+===================================+
| Route conflict probe for use      | J21/Interactive Flight            |
| prior to filing                   | Planning/4.225                    |
+-----------------------------------+-----------------------------------+
| AOC probes proposed route changes | J21/Collaborative Routing/4.224   |
+-----------------------------------+-----------------------------------+
| Probe flight plans against system | J21/Interactive Flight            |
| constraints for General Aviation  | Planning/4.225                    |
+-----------------------------------+-----------------------------------+
| Automatic checking of flight      | J21/Interactive Flight            |
| profile against conditions and    | Planning/4.225                    |
| constraints                       |                                   |
+-----------------------------------+-----------------------------------+
| Automatic display of flight       | J21/Interactive Flight            |
| profile problems to user          | Planning/4.225                    |
+-----------------------------------+-----------------------------------+
| Electronic availability of flight |                                   |
| plan for all service providers    |                                   |
+-----------------------------------+-----------------------------------+
| Enhanced flight plan for all      |                                   |
| users that includes preferred     |                                   |
| trajectory, aircraft weight,      |                                   |
| runway preference for             |                                   |
| departure/arrival, gate           |                                   |
| assignment, and cross border      |                                   |
| issues                            |                                   |
+-----------------------------------+-----------------------------------+
| User provided profile             |                                   |
| automatically generates flight    |                                   |
| plans                             |                                   |
+-----------------------------------+-----------------------------------+
| Interactive flight planning       | J21/Interactive Flight            |
|                                   | Planning/4.225                    |
+-----------------------------------+-----------------------------------+
| Time based metering to maximize   | J46/Initial Collaborative Planner |
| airspace and airport capacity     | Tool/4.410                        |
+-----------------------------------+-----------------------------------+
| Common enhanced DSS for both      | J21/Collaborative Routing/4.224   |
| local and national TFM            |                                   |
+-----------------------------------+-----------------------------------+
| DSS to help service providers     | J21/Collaborative Routing/4.224   |
| visualize demand and manage       |                                   |
| complex traffic flows             |                                   |
+-----------------------------------+-----------------------------------+
| Databases and DSS that use        | J21/Collaborative Routing/4.224   |
| databases to enable shared view   |                                   |
| of traffic and weather among all  |                                   |
| parties                           |                                   |
+-----------------------------------+-----------------------------------+
| Databases and DSS that use        | J21/Collaborative Routing/4.224   |
| databases to enable shared view   |                                   |
| of traffic and weather among all  |                                   |
| parties with \"what-if\" tools to |                                   |
| evaluate proposed strategies      |                                   |
+-----------------------------------+-----------------------------------+
| Increased automated information   | J21/ASD Data to Industry/4.211    |
| exchange                          |                                   |
|                                   | J21/Data Exchange for Ground      |
|                                   | Delay Program Enhancements/4.212  |
|                                   |                                   |
|                                   | J21/Enhance Collection and        |
|                                   | Distribution of NAS Status        |
|                                   | Information/4.213                 |
+-----------------------------------+-----------------------------------+
| DSS to improve NAS monitoring,    | J21/Performanc Assessment/4.233   |
| performance measurements, and     |                                   |
| strategic development             | J21/Automated Problem             |
|                                   | Recognition/4.234                 |
+-----------------------------------+-----------------------------------+
| DSS for ATCSCC to provide global  | J21/System Impact                 |
| perspective and facilitate        | Assessment/4.231                  |
| coordination among national and   |                                   |
| local flow managers               |                                   |
+-----------------------------------+-----------------------------------+

**[2.5 Mature Free Flight Environment]{.underline}**

Although most TFM improvements are expected to take place by the 2005
time frame, enhancements to NAS 2005 capabilities will improve the
resolution of flow problems. Refined capabilities will improve NAS
users' ability to collaborate with traffic management to reduce the
demand for constrained resources. Traffic flow managers will have better
capabilities to predict the time and location of congestion and will use
this information when collaborating with NAS users to determine the most
effective flow strategies. Traffic management personnel will also
receive improved predictions of hazardous weather locations so they can
assess the weather's impact and provide options to system users.
Finally, traffic management personnel and NAS users will continue to
develop strategies to minimize constraints on users in the use of their
share of capacity at constrained resources.

2.6 Project Summaries

2.6.1 JRPD J21 - Collaborative Decision Making

**Technical Overview/Abstract**

[Near-Term TFM Capabilities]{.underline}:

-   Initial FAA/Industry Data Exchange: Provide TFM and user community
    with information necessary to support Ground Delay Program
    Enhancements (GDPE) e.g., schedules, schedule changes, airport
    acceptance rates, arrival rates, etc. This capability will build
    upon current Aircraft Situation Display (ASD) Data to industry
    capability.

-   Collaborative Decision Making (CDM) GDPE: Provide for enhanced
    procedures and automation capabilities (e.g., Flight Schedule
    Monitor, Ration by Schedule, Schedule Compression, etc.) to make the
    GDP more efficient and to better accommodate user preferences in
    dealing with constraints.

[NAS 2005 Capabilities]{.underline}:

-   Enhanced FAA/Industry Data Exchange: Provide for the exchange of
    information (e.g., user preferences, NAS status, sector loading,
    constraints, dynamic SUA) necessary to enable more advanced
    collaborative decision making, including capabilities for users to
    display this information.

-   Expanded GDPE: Provides Flight Substitution Process Simplification,
    Control by Time of Arrival, and Daily Download capabilities.

-   Collaborative Routing: Apply current technologies to achieve
    collaborative objective routing between TFM facilities, and between
    TFM and the users including routing changes due to severe weather
    and traffic congestion (e.g., Collaborative Routing Coordination
    Tools (CRCT)).

-   Interactive Flight Planning: Provide feedback on submitted flight
    plan at time of flight plan filing instead of at clearance delivery.

-   Performance Assessment: Determine performance standards for TFM
    operations in collaboration with TFM operators and NAS users;
    develop metrics for these standards to be used to analyze
    performance; these metrics will be used to help determine strategy
    for similar situations that may develop in the future.

-   Automated Problem Recognition: Develop capability that could
    recognize and measure projected demand on a NAS resource.

-   Compliance Monitor: Define compliance in the context of
    collaborative decision making; determine methods for measuring
    compliance, and ways to ensure that the system is as fair as
    possible to all users.

-   Dynamic Density Monitor: Determine if and how sector boundaries can
    be changed dynamically; determine which traffic features and factors
    are useful to the traffic manager for prediction; explore how to
    express them in a meaningful fashion.

-   System Impact Assessment: Develop a simulation capability to assess
    the impact of schedule changes, routing changes, miles-in-trail
    restrictions.

[Advanced TFM Concept Exploration]{.underline}:

-   Assess alternative roles/responsibilities (ATCSCC, TMU, pilots, AOC)
    to enable TFM evolution toward free flight; includes workload
    assessments.

-   Evaluate automation capabilities needed to support enhanced concepts
    and roles/responsibilities.

-   Evaluate the application of new technologies (e.g., aircraft
    avionics, information sharing tools) to support TFM concepts.

-   Assess impact on TFM infrastructure of advanced ATM concepts; plan
    for evolution of system design/components.

[CDM Packages]{.underline}:

The TFM capabilities are grouped together as builds or "CDM Packages"
and integrated into the TFM infrastructure. The Pre-CDM Package consists
of HARS/R, ASDI and the CDMNet network infrastructure. CDM Package #1
includes the basic CDM capabilities and will be integrated into ETMS by
the end of 1999. CDM Package #2 includes enhancements to the basic CDM
capabilities and the rudiments of Collaborative routing and NAS Status
information. Successive builds have increased functionality in these
areas and also have performance evaluation and enhancement elements.

**Program Responsibilities**

The FAA sponsors the research and development activities. CAASD performs
concept exploration and concept development. The FAA will implement the
developed functionalities.

For the complete Joint Research Project Description, see page C-29 in
Appendix C.

**[2.7 Integration and Risk Management]{.underline}**

+-----------------------+------------------+---------------------------+
| **Products**          | **Risks**        | **Mitigation Strategy**   |
+-----------------------+------------------+---------------------------+
| (J21) Collaborative   | Dependency on    | Provide a product that    |
| Decision Making       | airline          | the airlines want and     |
|                       | participation    | need                      |
|                       | and cooperation  |                           |
+-----------------------+------------------+---------------------------+
| (J21) Collaborative   | Inadequate       | RTCA support; generate    |
| Decision Making       | funding and      | detailed benefit          |
|                       | funding          | assessments               |
|                       | shortfalls       |                           |
+-----------------------+------------------+---------------------------+
| (J21) Collaborative   | Integration of   | Close coordination with   |
| Decision Making       | CDM into TFM     | Volpe NTSC                |
|                       | Infrastructure   |                           |
|                       |                  | FAA must define the       |
|                       |                  | CDM/ETMS architecture     |
+-----------------------+------------------+---------------------------+
| (J21) Collaborative   | Time to develop  | Investigate applicability |
| Decision Making       | R&D products     | of COTS products          |
+-----------------------+------------------+---------------------------+

**3.0 Surface Area**

The surface movement operations in the NAS time frame will provide an
ability to increase the traffic throughput for all weather conditions,
and to minimize ground delay of departing and arriving aircraft; i.e.,
from time of push-back to the runway, and from the runway to the gate.
The NAS 2005 time frame is an evolutionary step to the "mature state"
which is characterized by the implementation of the NAS 2005 system
capabilities at more airports and for a larger aircraft population with
advanced avionics.

3.1 Goals

The goals of the Surface Area are to: 1) reduce taxi delays, 2) design
and develop prototype automation infrastructure, algorithms, and
controller interfaces that will allow the tower controller to
efficiently control surface traffic in instances where visual contact is
severely restricted or precluded, and 3) functionally evaluate future
tower automation capabilities in a full-scale simulation of a major
airport tower cab.

**Schedule 3-1 Surface ATM Performance Goals/Key Milestones**

**Airport Surface Management Technologies**

![](media/image12.wmf)

**Schedule 3-1 Surface ATM Performance Goals/Key Milestones, Cont.**

##### Airport Surface Management Technologies, cont.

![](media/image13.wmf)

[3.2 NAS 2005 Environment]{.underline}

The NAS 2005 environment for Surface is characterized by the
availability of much more accurate information on aircraft and surface
vehicle positions that will improve safety. This is enabled by the use
of satellite-based position information augmented by local area
corrections providing very accurate positional information. This
accurate positional information, when added in the cockpit with
information on other aircraft positions and real time weather
information (via datalink), will allow airport operations to continue at
near normal operations in near zero visibility conditions.

In the NAS 2005 environment, there will be complete integration of all
systems related to airport surface movements (of all vehicles) and
facility use planning. This system integration will allow for optimum
planning by integration of information concerning flight plans, airborne
and surface surveillance information, departures, arrivals, gate
assignments, taxiway and runway assignments and schedules, crew
assignments (both flight and ground) weather, noise abatement
procedures, traffic management plans, and dynamically changing user
needs.

### [3.3 Operations and Services]{.underline}

The integration of systems and information sharing will allow for
reduced taxi times and takeoff delays, and more efficient sequencing of
surface traffic. The system integration will link together the service
providers, flight decks, Airline Operations Centers (AOCs) ramp staff,
airport operator, and airport emergency centers. The services provided
include aviation information, separation assurance, and traffic
management .

3.4 Needs and Joint Research Projects

The following table correlates Surface Area needs, extracted from *A
Concept of Operations for the National Airspace System in 2005*, dated
September 30, 1997, and identified in Volume1, Section 4, of the
Integrated Plan, with individual joint research projects. The JRPD
information includes the project number, the specific product that
addresses the need, and the product identification number. Appendix C
contains additional JRPD information.

+-----------------------------------+-----------------------------------+
| **2005 Needs**                    | **JRPD#/Product/Product ID#**     |
+===================================+===================================+
| Obstructions marked with          |                                   |
| broadcast transmitters            |                                   |
+-----------------------------------+-----------------------------------+
| ATCT automation enhancements      |                                   |
| including satellite based         |                                   |
| surveillance info for conflict    |                                   |
| detection                         |                                   |
+-----------------------------------+-----------------------------------+
| Automation aids for dynamic       | J31/Surface Movement              |
| planning of surface movements     | Advisor/4.304                     |
|                                   |                                   |
|                                   | J31/Collaborative Departure       |
|                                   | Scheduling Tool/4.307             |
+-----------------------------------+-----------------------------------+
| Automation to monitor and predict |                                   |
| the movement of ground vehicles   |                                   |
+-----------------------------------+-----------------------------------+
| Display satellite derived         |                                   |
| position data for selected        |                                   |
| flights to service provider       |                                   |
+-----------------------------------+-----------------------------------+
| DSS for departures incorporating  | J31/Surface Movement              |
| departure time, aircraft type,    | Advisor/4.304                     |
| wake turbulence criteria, and     |                                   |
| route                             | J31/Gate-to-Gate Integration of   |
|                                   | SMA Tools/4.308                   |
+-----------------------------------+-----------------------------------+
| Integration of service provider   | J31/Gate-to-Gate Integration of   |
| automation with departure and     | SMA Tools/4.308                   |
| arrival information               |                                   |
+-----------------------------------+-----------------------------------+
| Ramp service providers have       | J31/Gate-to-Gate Integration of   |
| displays used to sequence and     | SMA Tools/4.308                   |
| meter aircraft movement           |                                   |
+-----------------------------------+-----------------------------------+
| Service provider DSS for arrivals | J31/Surface Movement              |
| that considers assigned gate      | Advisor/4.304                     |
|                                   |                                   |
|                                   | J31/Gate-to-Gate Integration of   |
|                                   | SMA Tools/4.308                   |
+-----------------------------------+-----------------------------------+
| Service provider DSS to determine | J31/Surface Movement              |
| taxi sequencing, conformance      | Advisor/4.304                     |
| monitoring, and conflict          |                                   |
| checking.                         | J31/Gate-to-Gate Integration of   |
|                                   | SMA Tools/4.308                   |
+-----------------------------------+-----------------------------------+
| Surface situation displays for    |                                   |
| airborne and surface traffic and  |                                   |
| with data tags for all flights    |                                   |
| and vehicles                      |                                   |
+-----------------------------------+-----------------------------------+
| Tower automation conformance      |                                   |
| monitoring to detect runway       |                                   |
| encroachments                     |                                   |
+-----------------------------------+-----------------------------------+
| Tower automation to detect        | J31/Surface Movement              |
| conflicts between aircraft as     | Advisor/4.304                     |
| well as between aircraft and      |                                   |
| vehicles                          | J31/Gate-to-Gate Integration of   |
|                                   | SMA Tools/4.308                   |
+-----------------------------------+-----------------------------------+
| Accurate display of weather for   |                                   |
| service provider and user with    |                                   |
| automatic simultaneous broadcast  |                                   |
| of hazardous weather alerts       |                                   |
+-----------------------------------+-----------------------------------+
| Surface management information    | J31/Gate-to-Gate Integration of   |
| system with complete data         | SMA Tools/4.308                   |
| connectivity between service      |                                   |
| providers, flight deck, AOC,      |                                   |
| ramp, airport operator, and       |                                   |
| airport emergency centers         |                                   |
+-----------------------------------+-----------------------------------+

3.5 Mature Free Flight Environment

Building on the foundation established in 2005, surface operations and
capabilities are expanded to more airports. In addition to the receipt
of the Automatic Terminal Information Service (ATIS)-type message
transmitted via datalink, real time updates of ATIS message components
are transmitted via datalink. There will be accurate displays of weather
for both system users and service providers with automatic simultaneous
broadcasts of weather alerts. Using satellite-based position
information, airport operations can continue at a near normal pace
during near zero visibility conditions. In addition, air traffic control
tower automation can detect conflicts between aircraft and vehicles.
Tower automation will also perform conformance monitoring of an
aircraft's taxi route to ensure that aircraft do not enter active
runways without clearance.

3.6 Project Summaries

The outcomes for the Surface Area work team is to enable new
collaborative surface/airfield management technologies that will offer
predictive capabilities (e.g., planning, scheduling, and advisories) to
augment the users operational decision-making process. In addition, it
provides a Surface Development and Test Facility (SDTF) that enhances
planning, assessment and evaluation of Surface outcomes by using a
full-scale (Level V Tower/Major Airfield Level V ATCT) simulator.
Finally, it enhances and provides new functionality to increase safety
by improving situational awareness at night and for Low/Zero visibility
conditions.

All of these three areas are defined as Airport Surface Management
Technologies (J31) meet national strategic and NAS level goals in the
areas of productivity, flexibility, predictability, delay reduction, and
improved planning/assessment capabilities.

3.6.1 JRPD J31 - Airport Surface Management Technologies

**Technical Overview/Abstract**

Research, development, and evaluation of future management technologies
that will reduce surface delays and optimize airport capacity. New
surface/tower management technologies will offer predictive capabilities
and augment the airport users' operational decision making process
regarding the surface movement of aircraft. Also, the study and
development of augmentations to the air traffic tower environment that
can provide an operationally useful enhanced or synthetic view of the
airport surface during periods of low or zero visibility. The goal is to
maintain the safety and efficiency of surface operations under adverse
visibility conditions.

[Near-Term Surface Capabilities]{.underline}:

-   The Surface Movement Advisor (SMA) is an airport automation system
    that facilitates the sharing of information among air traffic
    control, airline, and airport operations communities.

-   Collaborative Departure Scheduling provides improvements to joint
    airline/airport/ATC taxi procedures to reduce departure taxi delays
    and airport congestion.

-   Investigate new collaborative surface user-preferred procedures
    (e.g., market based dynamic slot allocations, etc.).

-   Investigate integration of surveillance and surface automation
    functionalities.

[NAS 2005 Surface Capabilities]{.underline}:

-   Gate-to-Gate planning, investigate user-preferred procedural
    integration of SMA with all other automation/traffic management
    tools (TMA, FAST, arrival/departure scheduling, ATIDS, and
    Aeronautical Datalink) with user participation.

###### NAS 2005 and Mature Free Flight Low/Zero Visibility Outputs

-   Low/Obstructed Visibility Enhancement: This is the development of a
    prototype that provides a synthetic view over a limited area of the
    airport surface and which functions under most low visibility
    conditions.

-   Zero Visibility Tower Environment: This is the development of a
    full-scale "virtual tower cab" system that covers the entire airport
    surface and meets requirements for continuous operational use under
    severe IMC.

**Program Responsibilities**

The FAA is responsible for airport surface management technologies
operational inputs, prototype development, and full-scale development.
NASA Ames Research Center is responsible for automation concept
exploration/development. FAA and NASA are responsible for associated
field tests. NASA Langley Research Center is responsible for
surveillance integration concept exploration/development and associated
field tests.

NASA is responsible for low/zero visibility tower research concept
development, concept exploration, and prototype of the automation and
computer-human interface (CHI) in close coordination with users,
particularly air traffic controllers. The FAA is responsible for
requirements analysis, user liaison, and implementation issues.

For the complete Joint Research Project Description, see page C-37 in
Appendix C.

**[3.7 Integration and Risk Management]{.underline}**

The following table identifies primary risk areas and mitigation
strategies for product and interface development associated with Surface
DSS tools. More detailed risk identification, risk assessment, and risk
abatement can be found in the Surface Area Risk Management Plan.

+--------------------+---------------------+--------------------------+
| **Products**       | **Risks**           | **Mitigation Strategy**  |
+====================+=====================+==========================+
| (J31) SMA          | 1\. Resources/Joint | 1\. Budget and planning  |
|                    | development         | of resources             |
| (J31)              |                     |                          |
| Collaborative      | 2\. Schedule        | 2\. Phased development   |
| Departure          |                     | and implementation       |
| Scheduling Tool    | 3\. Requirements    |                          |
|                    |                     | 3\. User defined and     |
| (J31) Gate-to-Gate | 4\. NAS prototype   | prototyping in           |
| Integration        | interface           | operational environment  |
|                    | development         |                          |
|                    |                     | 4\. TNCPs, IRDs & ICDs   |
|                    | 5\. Site adaptation | of NAS interfaces        |
|                    |                     |                          |
|                    | 6\.                 | 5\. Parceling of         |
|                    | Hardware/Software   | functions and SDTF       |
|                    |                     | validation               |
|                    | 7\. NAS integration |                          |
|                    |                     | 6\. Use of COTS & open   |
|                    | 8\. Tower           | systems architecture     |
|                    | automation platform |                          |
|                    |                     | 7\. Dedicated resources  |
|                    |                     | & SDTF pre-integration   |
|                    |                     |                          |
|                    |                     | 8\. ARTS/STARS           |
|                    |                     | compatibility of         |
|                    |                     | 1-way/2-way interfaces   |
+--------------------+---------------------+--------------------------+
| (J31) NAS          | 1\. No F&E funds    | 1\. None planned         |
| Deployment of SMA  | available for       |                          |
| Product            | deployment          | 2\. Not funded and       |
|                    |                     | requirements not defined |
|                    | 2\. No tower        |                          |
|                    | automation          |                          |
|                    | infrastructure to   |                          |
|                    | support SMA         |                          |
+--------------------+---------------------+--------------------------+
| (J31) Low          | 1\. Resources/Joint | 1\. Budget and planning  |
| Visibility Tower   | Development         | of resources.            |
|                    |                     |                          |
| (J31) Zero         | 2\. Schedule        | 2\. Phased development   |
| Visibility Tower   |                     | and implementation       |
|                    | 3\. Requirements    |                          |
|                    |                     | 3\. User defined and     |
|                    | 4\. NAS Interface   | prototyping in           |
|                    | Development.        | operational environment, |
|                    |                     | and virtual prototyping  |
|                    |                     | development              |
|                    |                     |                          |
|                    |                     | 4\. SDTF Pre-validation  |
|                    |                     | of requirements          |
+--------------------+---------------------+--------------------------+

**4. Terminal Area**

Today's busy terminal areas are characterized by rigid routing and
airspace constraints. Furthermore, terminal areas have historically been
major bottlenecks in the NAS because of these constraints. Lack of
decision support capabilities, older generation of displays and
automation, minimal or no information on user intent and preferences,
and limited arrival and departure routes result in airspace resources
not being utilized to the maximum extent. Service providers must
manually maintain separation based on rigid routes and separation
procedures. Although service providers do try to grant users' request to
the extent possible, they cannot accommodate them as often as necessary.
These preferences can range from a preferred arrival sequence to an
airport to a preferred departure route that allows the aircraft to fly
faster for a longer period of time. The NAS 2005 goals for terminal area
environment are the following:

-   Allow visual flight separation in all-weather conditions, thereby
    increasing capacity;

-   Increase throughput, thus reducing delays, while maintaining safety;
    and

-   Increase users' flexibility, improving efficiency of users'
    operations.

4.1 Goals

The goal of the Terminal Area is to develop ATM decision support tools
(DSTs) and procedures based on human factors and engineering design
principles to assist controllers, pilots, and airline operators in
improving the efficiency and flexibility of operation in high density
airspace.

**Schedule 4-1 Terminal ATM Performance Goals/Key Milestones**

**Final Approach Spacing Tool**

![](media/image14.wmf)

**Schedule 4-1 Terminal ATM Performance Goals/Key Milestones, Cont.**

**Dynamic Final Approach Spacing**

![](media/image15.wmf)

**Parallel Runway Spacing Reduction**

![](media/image16.wmf)

**Schedule 4-1 Terminal ATM Performance Goals/Key Milestones, Cont.**

**CTAS Adaptation/Implementation in Complex Airspace**

![](media/image17.wmf)

**Collaborative Arrival Planning**

![](media/image18.wmf)

**Schedule 4-1 Terminal ATM Performance Goals/Key Milestones, Cont.**

**RNAV/FMS Terminal Routing**

![](media/image19.wmf)

**Arrival/Departure Management Integration**

![](media/image20.wmf)

**[4.2 NAS 2005 Environment]{.underline}**

Decision support capabilities with improved trajectory modeling will
help service providers maintain separation by identifying and resolving
conflicts earlier, and sequencing and metering (spacing) arrival traffic
efficiently and based on users' preferences. Accurate position and
intent information will be important elements for achieving these
improvements.

Accurate position information will be feasible because of availability
and greater use of satellite-based navigation. This position information
will be available to service providers on improved displays, and to the
decision support capabilities available in the terminal area. These
capabilities will use the position and intent information to predict
potential conflicts and resolutions, and to notify the service provider
of the expected conflicts and its resolution strategies. Accurate
position information is also significant to pilots as their situational
awareness is improved. Properly equipped aircraft will be able to
broadcast their positions to other aircraft to be displayed on their
cockpit traffic display. Pilots will be able to use the information
displayed in their cockpit to maintain electronic visual separation from
other aircraft on the same arrival or departure paths. Since pilots and
service providers will receive the same position information for other
aircraft, a shared common view of traffic will exist.

4.3 Operations and Services

A primary improvement in the Terminal Area will be the ability of
service providers to accommodate users' preferences more often. This
will be achieved for two reasons. First, users will be able to
communicate their preferences earlier than today through various means.
For example, sequence preferences may be communicated through enhanced
flight plans or ground-to-ground communication links. Second, decision
support capabilities will assist service providers in evaluating and
implementing users' requests. These preferences will be available to
decision support capabilities early enough to be used in assigning
runways, arrival sequencing, and arrival spacing. Service providers will
be supported by decision support capabilities for maneuvering aircraft
onto the final approach in accordance with planned traffic sequence.

Additionally, because of satellite-based navigation and ground-based
augmentations, more airports will have precision instrument approaches
available to pilots. Additional ground-based augmentations will be
available for busy airports with higher availability requirements.

Pre-defined datalink messages will be available to an increasing number
of equipped aircraft. Use of datalink for routine messages will reduce
voice communication between service provider and pilot, giving the
service provider the opportunity to handle more traffic.

Accurate weather will be displayed to service providers. Weather will
also be uplinked to the cockpit and displayed on a traffic display
system, providing a common view of the weather to pilot and service
provider. Current hazardous weather and the predicted movement
information will be available to decision support capabilities to notify
service providers of any potential conflicts with airborne aircraft.

4.4 Needs and Joint Research Projects

The following table correlates Terminal Area needs, extracted from *A
Concept of Operations for the National Airspace System in 2005*, dated
September 30, 1997, and identified in Volume 1, Section 4, of the
Integrated Plan, with individual joint research projects. The JRPD
information includes the project number, the specific product that
addresses the need, and the product identification number. Appendix C
contains additional JRPD information.

+-----------------------------------+-----------------------------------+
| **2005 Needs**                    | **JRPD#/Product/Product ID#**     |
+===================================+===================================+
| User preferred climb/descent      | J41/Active CTAS Advisories/4.412  |
| profiles and runway assignments   |                                   |
|                                   | J48/Expedite Departure Path/4.408 |
+-----------------------------------+-----------------------------------+
| Highly accurate conflict          | J41/Active CTAS Advisories/4.412  |
| detection and reliable conflict   |                                   |
| resolutions from improved         | J45/TMA Enhancements/4.415        |
| trajectory modeling modeling      |                                   |
|                                   | J48/Expedite Departure Path/4.408 |
+-----------------------------------+-----------------------------------+
| Automated safe-altitude warning   |                                   |
| function for service provider     |                                   |
+-----------------------------------+-----------------------------------+
| Greater than 250 K in Class B     |                                   |
| airspace below 10K                |                                   |
+-----------------------------------+-----------------------------------+
| Improved identification of        |                                   |
| traffic using electronic flight   |                                   |
| ID                                |                                   |
+-----------------------------------+-----------------------------------+
| Specific parallel approach        | J43/Multiple Runway Spacing       |
| collision avoidance and escape    | Reduction - Flight Deck/4.413     |
| guidance logic                    |                                   |
+-----------------------------------+-----------------------------------+
| Aircraft position broadcast to    |                                   |
| other aircraft and ATC            |                                   |
+-----------------------------------+-----------------------------------+
| RNAV departure and arrival routes | J47/RNAV/FMS Terminal Routing     |
|                                   | Procedures/4.405                  |
+-----------------------------------+-----------------------------------+
| Reduced visual approach and       | J43/Multiple Runway Spacing       |
| departure minima using specific   | Reduction -Flight Deck/4.413      |
| point in space geometries         |                                   |
+-----------------------------------+-----------------------------------+
| Automated exchange of gate and    | J46/Initial Collaborative Arrival |
| runway preference between         | Planner/ 4.410                    |
| aircraft, AOC, and flight object  |                                   |
+-----------------------------------+-----------------------------------+
| Automatic exchange of information | J41/Active CTAS Advisories/4.412  |
| between flight deck and ground    |                                   |
| DSS to improve accuracy and       |                                   |
| coordination of arrival           |                                   |
| trajectories                      |                                   |
+-----------------------------------+-----------------------------------+
| Reduced or time-based separation  | J42/Dynamic Wake Vortex           |
| standards in terminal area        | Spacing/4.402                     |
+-----------------------------------+-----------------------------------+
| Service provider tools to enhance | J41/Active CTAS Advisories/4.412  |
| final approach spacing and runway |                                   |
| assignment                        |                                   |
+-----------------------------------+-----------------------------------+
| Distant weather conditions        | J41/Active CTAS Advisories/4.412  |
| available to service provider     |                                   |
+-----------------------------------+-----------------------------------+
| Increasingly accurate weather     | J41/Active CTAS Advisories/4.412  |
| displays to service providers     |                                   |
+-----------------------------------+-----------------------------------+
| Greater than 250 K in Class B     |                                   |
| airspace below 10K                |                                   |
+-----------------------------------+-----------------------------------+

4.5 Mature Free Flight Environment

Datalink is available to handle routine pilot and service provider
communications. However, some time critical communications such as
windshear alerts, airborne collision resolution advisories, etc., occur
automatically. Equipage with ADS-B is fundamentally complete and all
aircraft broadcast their position to ATC and other system users. Using
cockpit displays of traffic information, ATC decision support systems,
and datalink new procedures exist to reduce congestion. In addition,
pilots can select their routes. In high-density areas, airspace design
allows for multiple arrival and departure paths based on area
navigation. Routes in use are transmitted via datalink to properly
equipped aircraft. This flexibility allows pilots to meet required times
of arrival thus improving the utilization of airport assets.

4.6 Project Summaries

4.6.1 JRPD J41 - Final Approach Spacing Tool (FAST)

**Technical Overview/Abstract**

This project will develop active advisory tools that assist TRACON
controllers in efficiently spacing arrival aircraft on final approach in
order to maximize arrival runway utilization. Active FAST (aFAST)
provides heading and speed advisories to TRACON arrival controllers in
order to achieve efficient, conflict-free trajectories. These advisories
are in addition to the sequence number and runway assignment provided by
Passive FAST (pFAST). Weather data provided by the Integrated Terminal
Weather System (ITWS) will also be incorporated into aFAST. The
human-computer interface issues (physical characteristics,
implementation, user interface) will be examined in a series of real
time simulation studies beginning in FY 1998. The algorithmic and
procedural issues will be examined in simulations prior to a field site
evaluation. These simulations will be initially conducted at NASA Ames,
with validation occurring at the William J. Hughes Technical Center.
Pending results of these simulations, a prototype will be developed for
evaluation at a field site. Based on the field site evaluation and a
cost benefit analysis, a decision will be made as to whether this is
suitable for full-scale development (FSD).

**Program Responsibilities**

aFAST will first be developed for Dallas/Ft. Worth (DFW) TRACON, with
NASA taking the lead for concept development and exploration, as well as
prototype development, if undertaken. NASA is also responsible for an
initial benefits study (for entering the prototype development phase.)
FAA is responsible for providing expertise on ATM, operational users'
needs and operational environment requirements, prototype
non-interference testing with the NAS, and support to prototype system
laboratory and operational assessment. The FAA is also responsible for
coordinating this program with the appropriate FAA related programs such
as the Standard Terminal Automation Replacement System (STARS). NASA and
the FAA are jointly responsible for a cost/benefits analysis. Based on
this information, a risk assessment, and the recommendations offered to
the FAA Joint Resource Committee (JRC), an investment decision will be
made by the FAA for further development and implementation. A draft
A-level specification and technology transfer materials will also be
produced as part of the transition package.

For the complete Joint Research Project Description, see page C-43 in
Appendix C.

4.6.2 JRPD J42 - Dynamic Final Approach Spacing

**Technical Overview/Abstract**

Terminal Area Productivity (TAP) ATM Team, TAP RSO Team, and TAP LVLASO
Team are working together to develop and evaluate the dynamic spacing
concept. The benefits of this concept will depend on 1) the Aircraft
Vortex-Spacing System (AVOSS) that is being developed by the TAP RSO
Team to provide dynamic separation requirements based on vortex
persistence predictions validated by sensor measurements, and 2) the
Dynamic Runway Occupancy Management (DROM) system being developed by the
TAP LVLASO Program for determining a lower bound on separation
requirements based on runway occupancy time.

This project will determine controller operational parameters for a
dynamic spacing requirement, analyze the impact of dynamic spacing on
traffic stability, and develop ATC procedures and advisories for
effecting dynamic spacing based on the Center TRACON Automation System
(CTAS) Final Approach Spacing Tool (FAST). The effectiveness of the
technique will be evaluated through full-mission simulations.

**Program Responsibilities**

NASA Ames and NASA Langley are jointly responsible for all aspects of
concept exploration and concept development. The FAA is responsible for
all aspects of pre-production prototype development, full-scale
development, and deployment. NASA and the FAA are jointly responsible
for a cost/benefits analysis. Based on this information, a risk
assessment, and the recommendations offered to the FAA Joint Resource
Committee (JRC), an investment decision will be made by the FAA for
further development and implementation. A draft A-level specification
and technology transfer materials will also be produced as part of the
transition package.

For the complete Joint Research Project Description, see page C-47 in
Appendix C.

4.6.3 JRPD J43 - Parallel Runway Spacing Reduction

**Technical Overview/Abstract**

The objective of this project is to develop and demonstrate flight deck
based situational awareness tools which will allow independent parallel
runway operations to runways spaced more closely than the current
standard. The goal is to allow operations to runways spaced as close as
1700 feet apart. The methodology will be to:

-   Develop, test, and demonstrate techniques to improve navigation
    precision, of aircraft on closely spaced parallel approaches, so the
    probability of an intrusion is reduced.

-   Develop, test, and demonstrate conflict detection, alerting, and
    appropriate displays necessary to prevent a near miss in the event
    that an intrusion from an adjacent parallel approach were to occur.

-   Define and demonstrate airborne and air/ground information
    technologies that utilize improved navigation and conflict detection
    capability to enable lateral spacing for non-visual approaches to be
    reduced, as much as possible, below PRM standards while preserving
    current levels of safety.

**Program Responsibilities**

NASA Langley is responsible for all aspects of concept exploration and
concept development. MIT Lincoln Laboratory is responsible for data
collection, data analysis, and model validation. NASA and the FAA are
jointly responsible for a cost/benefits analysis. Based on this
information, a risk assessment, and the recommendations offered to the
FAA Joint Resource Committee (JRC), an investment decision will be made
by the FAA for further development and implementation. A draft runway
separation standards, operating procedures, specification and any
technology transfer materials, as appropriate, will also be delivered.

For the complete Joint Research Project Description, see page C-51 in
Appendix C.

4.6.4 JRPD J45 - CTAS Adaptation/Implementation in Complex Airspace

**Technical Overview/Abstract**

This project will develop procedures and automation tools built upon
CTAS tools to create efficient planning aids for the most congested,
complex regions of airspace. While CTAS can be adapted to some sites
with only minor or routine software changes, the most congested airspace
regions, with additional complexities of operation, will require special
consideration. The extensions of Traffic Management Advisor (TMA) to
multi-facility operations will be developed. Algorithms for
workload-impacted planning and for multi-center scheduling will be added
to TMA and the resultant tool will be tested in a series of simulations
and in live traffic operations. These constitute the completion of CTAS
Build 2 functionalities. Issues of data acquisition and the allocation
of delays across facilities will then be addressed. The revised
algorithms will then be tested in simulations at NASA and at the William
J. Hughes Technical Center prior to a field site evaluation. If these
require significant algorithm changes from the original TMA, a cost
benefits study will be conducted, and a decision will be made as to
whether or not to pursue FSD for the enhanced TMA.

**Program Responsibilities**

The extensions of TMA to multi-facility operations (without the airspace
redesign) will first be investigated at PHL, with NASA taking the lead
for concept development and exploration. The FAA is responsible for: 1)
providing expertise on ATM, operational users' needs and operational
environment requirements, 2) performing prototype non-interference
testing with the NAS, and 3) supporting prototype system laboratory and
operational assessment. NASA and the FAA are jointly responsible for a
cost/benefits analysis. Based on this information, a risk assessment,
and the recommendations offered to the FAA Joint Resource Committee
(JRC), an investment decision will be made by the FAA for further
development and implementation. A draft A-Level specification and
technology transfer materials will also be produced as part of the
transition package.

For the complete Joint Research Project Description, see page C-55 in
Appendix C.

4.6.5 JRPD J46 - Collaborative Arrival Planning

**Technical Overview/Abstract**

Collaborative arrival planning automation tools will allow the user to
request and influence intra-airline arrival characteristics from ATC via
CTAS. The tactical Collaborative Arrival Planner (CAP) tool will assist
and improve the handling of individual aircraft arrival preferences,
allowing the user to better manage off-schedule aircraft or aircraft
facing possible airport diversion. The strategic CAP tool will alter
CTAS arrival sequence within a carrier's aircraft given an arrival
preference order or relative priority ranking.

**Program Responsibilities**

The CTAS (Build 2) TMA "repeater" and CAP tools will first be developed
for the Ft. Worth ARTCC and DFW TRACON airspace for airlines with
substantial hub operations at DFW airport, i.e., American Airlines and
Delta Airlines. NASA will take the lead for concept development and
exploration, in collaboration with airline users and FAA controller
personnel. NASA will also investigate the potential of CDMNet in
collaborative arrival planning. The FAA is responsible for providing
expertise on ATM, operational environment requirements, prototype
non-interference testing with the NAS, and support to prototype system
laboratory and operational assessment. NASA and the FAA are jointly
responsible for a cost/benefits analysis. Based on this information, a
risk assessment, and the recommendations offered to the FAA Joint
Resources Council (JRC), an investment decision will be made by the FAA
for further development and implementation. A draft A-level
specification and technology transfer materials will also be produced as
part of the transition package.

For the complete Joint Research Project Description, see page C-59 in
Appendix C.

4.6.6 JRPD J47 - RNAV/FMS Terminal Routing

**Technical Overview/Abstract**

This project will explore procedures and develop controller aids to
increase usage of Area Navigation (RNAV)/Flight Management System (FMS)
routes using speed control in the TRACON environment. Human-in-the-loop
simulation will be used to determine speed control viability and to
explore computer display aids to assist the controller in maintaining
inter-arrival spacing between aircraft with varied navigation
performance. This would involve re-defining FMS routes at a chosen
facility, creating a front of the panel simulation to reflect the
facility operations, developing an operational concept using newly
developed procedures and aids, and conducting experiments with the
facility controllers to determine viability. If the concept proves
viable, assess the impact on passive FAST to integrate the operational
concept.

**Program Responsibilities**

The FAA and MITRE CAASD are jointly responsible for concept exploration
and demonstration, validation, and conducting a cost/benefits analysis.
Based on this information, a risk assessment, and the recommendations
offered to the FAA Joint Resource Committee (JRC), an investment
decision will be made by the FAA for further development and
implementation. A draft A-level specification and technology transfer
materials will also be produced as part of the transition package.

For the complete Joint Research Project Description, see page C-63 in
Appendix C.

4.6.7 JRPD J48 - Arrival/Departure Management Integration

**Technical Overview/Abstract**

This project will develop integrated planning and advisory decision
support tools for efficient management of airborne traffic from take-off
through climb-out in TRACON airspace to insertion into en route traffic
streams. The Expedite Departure Path (EDP) tool will focus on traffic
management and control of both arrival and departure traffic as being
interdependent. Decision support tools will be developed for sequencing,
scheduling, and route planning of departure traffic from take-off until
the aircraft is merged into the en route traffic stream or is
established on its preferred route. Algorithms developed for FAST (J41)
may be modified where appropriate. Conflict-free four-dimensional
trajectories will be generated for each aircraft included in the
planning. The EDP tool will provide controllers with speed, heading, and
altitude advisories that depict the results of the planning and
trajectory calculations.

**Program Responsibilities**

The EDP tool will first be developed for DFW TRACON, with NASA taking
the lead for concept development and exploration, as well as prototype
development, if undertaken. NASA is also responsible for an initial
benefits study (for entering the prototype development phase). The FAA
is responsible for providing expertise on ATM, operational users' needs
and operational environment requirements, prototype non-interference
testing with the NAS, and support to prototype system laboratory and
operational assessment. The FAA is also responsible for coordinating
this program with the appropriate FAA related programs such as the
Standard Terminal Automation Replacement System (STARS), Departure
Sequencing Engineering Development Model (DSEDM), and Surface Movement
Advisor (SMA). NASA and the FAA are jointly responsible for a
cost/benefits analysis. Based on this information, a risk assessment,
and the recommendations offered to the FAA Joint Resource Committee
(JRC), an investment decision will be made by the FAA for further
development and implementation. A draft A-level specification and
technology transfer materials will also be produced as part of the
transition package.

For the complete Joint Research Project Description, see page C-67 in
Appendix C.

**[4.7 Integration and Risk Management]{.underline}**

+----------+----------------------------+-----------------------------+
| **Pr     | **Risks**                  | **Mitigation Strategy**     |
| oducts** |                            |                             |
+----------+----------------------------+-----------------------------+
| (J41,    | Access is required to FAA  | Limit major validation      |
| J42,     | facilities and personnel   | activities to a single site |
| J43,     | for development and field  | and participate in planning |
| J45,     | testing but facilities     | meetings for that site.     |
| J46,     | have operational issues    | Keep testing schedule       |
| J47,     | that may significantly     | sufficiently flexible to    |
| J48) All | impact schedules for these | accommodate facility        |
| DSTs     | activities                 | requirements                |
+----------+----------------------------+-----------------------------+
| (J41)    | Active FAST depends on     | Examine use of alternative  |
| FAST     | availability of STARS'     | color displays for FAST     |
|          | color display and delays   | field testing               |
|          | in introduction could      |                             |
|          | delay field test and       |                             |
|          | deployment schedule        |                             |
+----------+----------------------------+-----------------------------+
| (J42)    | The Dynamic Final Approach | Dynamic Final Approach      |
| Dynamic  | Spacing concepts are       | Spacing research is being   |
| Final    | dependent on the Aircraft  | coordinated with the AVOSS  |
| Approach | Vortex-Spacing (AVOSS)     | and DROM work.              |
| Spacing  | algorithms and the Dynamic |                             |
|          | Runway Occupancy           |                             |
|          | Management (DROM) System   |                             |
|          | R&D program.               |                             |
+----------+----------------------------+-----------------------------+
| (J43)    | Parallel Runway Spacing    | Coordinate with CPDLC       |
| Parallel | Reduction is dependent on  | development team.           |
| Runway   | future Controller-Pilot    |                             |
| Spacing  | Data Link Capabilities.    |                             |
| R        |                            |                             |
| eduction |                            |                             |
+----------+----------------------------+-----------------------------+
| (J45)    | The dependencies of        | Early identification of     |
| CTAS     | complex airspace operation | system interdependencies    |
| Ada      | (multi-facility            | provide for common          |
| ptation/ | coordination,              | framework for multiple tool |
| Planner  | arrival/departure          | development                 |
| for      | dependencies) mandate a    |                             |
| Complex  | dynamic, integrated        |                             |
| Airspace | operation of multiple      |                             |
|          | decision aiding systems    |                             |
+----------+----------------------------+-----------------------------+
| (J46)    | CAP must create an         | Development of CAP will be  |
| CAP      | acceptable controller/AOC  | supported by a team of ATCs |
|          | interactive communication  | and airline users in        |
|          | and negotiation process,   | planning analysis and       |
|          | i.e., CAP is dependent     | simulation                  |
|          | upon ATC/multi-airline     |                             |
|          | agreement of process       |                             |
+----------+----------------------------+-----------------------------+
| (J47)    | Research is dependent on   | Working with airspace       |
| RNAV/FMS | airspace redesign          | redesign committee through  |
| Terminal | activities.                | ASD and MITRE CAASD. NASA   |
| Routing  |                            | also has member on          |
|          |                            | committee.                  |
+----------+----------------------------+-----------------------------+
| (J48)    | EDP tool utilizes the      | Evaluate aFAST trajectory   |
|          | aFAST algorithms.          | algorithm performance for   |
| Expedite |                            | arrivals.                   |
| D        |                            |                             |
| eparture |                            |                             |
| Path     |                            |                             |
| (EDP)    |                            |                             |
| tool     |                            |                             |
+----------+----------------------------+-----------------------------+

**5. En Route Area**

The En Route capabilities in the NAS 2005 environment are characterized
by having an ability to respond to user preferences while handling
increased traffic loads and maintaining safety. User flexibility,
predictability, and efficiency are enhanced by increased accommodation
of user preferences and the reduction of restrictions. The NAS 2005 time
frame is a transition period to the mature state which is characterized
by providing free maneuvering operations in low density. However, high
density areas still require the oversight from ATC for sequencing and
primary separation assurance[^2]. The NAS 2005 time frame is also a
period of transition for service providers from only performing tactical
aircraft separation to performing strategic planning of trajectories
through the en route airspace.

5.1 Goals

The goal of the En Route Area is to develop and implement an integrated
set of decision support capabilities and procedures that will help
enable free flight. This integrated set of en route air traffic decision
support tools will enhance user flexibility and predictability, reduce
the ATC system's dependence on the structured route system, and increase
efficiency in managing traffic entering and leaving constrained Terminal
airspace.

In the NAS 2005 time frame, enhanced capabilities will be oriented
toward providing en route controllers with automated conflict detection
capabilities and trial planning/problem resolution tools. Initial
integration with the DSTs fielded as part of Free Flight Phase 1 will
also be completed. Capabilities will be provided to controllers and
traffic flow management personnel to improve the efficiency of delivery
of en route aircraft to constrained Terminal airspace. Finally, the NAS
2005 capabilities will include initial use of datalink for aircraft
intent information to the DST tool set. Enhanced NAS 2005 capabilities
will include augmented conflict detection (e.g., weather, special use
airspace, sector density, flow restrictions), automated conflict
resolution, and other improvements to the initial NAS 2005 capabilities.

For Mature Free Flight, exploration of improvements to en route (cruise
and transition) operations and concept development for capabilities that
move en route operations closer to free flight will be performed. These
capabilities will include increased use of aircraft intent information
(e.g., FMS integration), advanced conflict detection (e.g., use of
dynamic weather and airspace information), and coordination between ATC
and the flight deck in selecting conflict resolution options.

**Schedule 5-1 En Route ATM Performance Goals/Key Milestones**

**Controller Capabilities to Manage Traffic in Transition Airspace**

![](media/image21.wmf)

**Schedule 5-1 En Route ATM Performance Goals/Key Milestones, Cont.**

**Controller Capabilities for Improved Problem Prediction**

![](media/image22.wmf)

**Schedule 5-1 En Route ATM Performance Goals/Key Milestones, Cont.**

**Controller Capabilities for Improved Problem Resolution**

![](media/image23.wmf)

**Schedule 5-1 En Route ATM Performance Goals/Key Milestones, Cont.**

**Integration with Other Technologies and Domains**

![](media/image24.wmf)

**Schedule 5-1 En Route ATM Performance Goals/Key Milestones, Cont.**

**Other Initiatives to Enhance Decision Support Systems**

![](media/image25.wmf)

**Schedule 5-1 En Route ATM Performance Goals/Key Milestones, Cont.**

**Integration and Application of Decision Support Tools at Sector**

![](media/image26.wmf)

5.2 NAS 2005 Environment

The NAS 2005 environment for En Route will be characterized by the
following: 1) improved decision support tools for conflict detection,
resolution and flow management will allow for increased accommodation of
user-preferred trajectories (UPTs) and for handling of increased traffic
volume, 2) aircraft will fly optimum altitudes during cruise to take
advantage of favorable winds and avoid hazardous weather and turbulence,
3) aircraft will also fly fuel-efficient descent profiles during the
arrival phase of flight, 4) collaborative decision making between ATC
and users will allow increased accommodation of pilot requests and
facilitates more efficient tactical routing around weather, special use
airspace and traffic bottlenecks, 5) seamless communication and
coordination between and within facilities will decrease controller
workload and enable increased airspace flexibility, 6) airspace
structure will be dynamically adjusted to accommodate traffic flows and
optimize air traffic service provider productivity, 7) increased use of
datalink will allow ADS-equipped aircraft to fly in areas lacking in
radar surveillance and allow air-ground exchange of aircraft intent
information, and 8) as better aircraft intent data is provided to the
DST toolset, the more accurate the trajectory will become, resulting in
more accurate conflict predictions.

5.3 Operations and Services

The services provided in the En Route Area in the NAS 2005 environment
include: 1) separation assurance, 2) traffic management, and 3) airspace
management. Air traffic service providers will remain responsible for
aircraft-to-aircraft separation and maintaining separation between
aircraft and airspace. Improved conflict detection and resolution tools
will allow service providers to maintain aircraft separation assurance
despite less structured routes and increased traffic volume. Integration
of selected DSS tools will begin movement toward a seamless toolset in
which conflict predictions can accommodate sequencing constraints and/or
assure conflict free descent profiles. Access to common sources for
weather information, special use airspace status and flow control
restrictions allows service providers to provide efficient tactical
avoidance of adverse weather, restricted airspace, and flow
restrictions. Improved air-to-ground communications allows improved
coordination between air traffic service providers and the flight deck
to accommodate user requests.

The role of traffic flow service providers will change to include more
strategic traffic management, coordination of user-preferred
trajectories and flexible airspace structuring. The traffic flow service
provider tools will provide strategic conflict probing against traffic,
weather, restricted airspace, sector density and flow restrictions. The
traffic flow service provider will also be involved with negotiation of
user-preferred trajectories with national traffic flow service
providers, adjacent facility traffic flow service providers, and users
(such as airlines).

In order to provide efficient utilization of air traffic and traffic
flow service providers, airspace will be managed flexibly by changing
airspace boundaries and service provider roles dynamically to
accommodate changes in traffic load. Airspace boundaries will be
adjusted in anticipation of expected traffic flows or in response to
weather and special use airspace changes. Both sector and facility
boundaries will be adjusted to meet these requirements. In addition, a
common set of tools available to all service providers in a facility
will allow roles to be adjusted to meet the current traffic load.

5.4 Needs and Joint Research Projects

The following table correlates En Route Area needs, extracted from the
*ATS Concept of Operations for the National Airspace System in 2005*,
dated September 30, 1997, and identified in Volume 1, Section 4, of the
Integrated Plan, with individual joint research projects. The JRPD
information includes the project number, the specific product that
addresses the need, and the product identification number. Appendix C
contains additional JRPD information.

+-----------------------------------+-----------------------------------+
| **2005 Needs**                    | **JRPD#/Product/Product ID#**     |
+===================================+===================================+
| Global grid of named locations    | J57/Other Initiatives to Enhance  |
| for coordination, transition      | DSS/4.572 (Development of common  |
| points for flow initiatives, and  | adaptation data and global named  |
| backup                            | locations)                        |
+-----------------------------------+-----------------------------------+
| Optimum descent profiles          | J51/Controller Capabilities to    |
|                                   | Manage Traffic in Transition      |
|                                   | Airspace/4.511 (Integration of    |
|                                   | conflict probe and user preferred |
|                                   | descent profiles)                 |
+-----------------------------------+-----------------------------------+
| Flexible airspace structure and   | J57/Other Initiatives to Enhance  |
| reduced boundary restrictions     | DSS/4.570 (Flexible Airspace      |
|                                   | Structure)                        |
+-----------------------------------+-----------------------------------+
| SUA status changes linked to DSS  | J56/Integration with Other        |
| for automatic re-evaluation of    | Technologies and Domains/4.560    |
| trajectories                      | (Interface with TFM including     |
|                                   | SAMS and MAMS)                    |
+-----------------------------------+-----------------------------------+
| Increased collaboration between   | J56/Integration with Other        |
| AOCs and ATM                      | Technologies and Domains/4.562    |
|                                   | (Interface with AOCs)             |
+-----------------------------------+-----------------------------------+
| Datalink for frequency changes,   | J56/Integration with Other        |
| transfer of communications, and   | Technologies and Domains/4.561    |
| faster clearance delivery         | (Interface with Aircraft          |
|                                   | Automation)                       |
+-----------------------------------+-----------------------------------+
| Datalink to provide aircrews and  | J56/Integration with Other        |
| service providers with same       | Technologies and Domains/4.561    |
| weather information               | (Interface with Aircraft          |
|                                   | Automation)                       |
|                                   |                                   |
|                                   | J57/Other Initiatives to Enhance  |
|                                   | DSS/4.574 (Improved Weather       |
|                                   | Products)                         |
+-----------------------------------+-----------------------------------+
| Distribute weather data to DSS    | J58/Integration and Application   |
| for processing and presentation   | of DSTs at Sector/4.581 (Display  |
| to service providers              | of Weather Information)           |
+-----------------------------------+-----------------------------------+
| Modified routes datalinked to     | J56/Integration with Other        |
| cockpit and to downstream ATC     | Technologies and Domains/4.561    |
| facilities                        | (Interface with Aircraft          |
|                                   | Automation) &4.563 (Interface     |
|                                   | with Terminal Systems)            |
+-----------------------------------+-----------------------------------+
| DSS assist with conflict          | J54/Controller Capabilities for   |
| detection                         | Improved Problem Prediction/4.540 |
|                                   | thru 4.543 (Problem Prediction    |
|                                   | Enhancements)                     |
+-----------------------------------+-----------------------------------+
| DSS assist with development of    | J55/Controller Capabilities for   |
| conflict resolutions              | Improved Problem Resolution/4.550 |
|                                   | thru 4.553 (Problem Resolution    |
|                                   | Enhancements)                     |
+-----------------------------------+-----------------------------------+
| Satellite based navigation and    | J57/Other Initiatives to Enhance  |
| surveillance data used for        | DSS/4.571 (Use of Surveillance    |
| enhanced conflict probe and       | Enhancements Including ADS-B &    |
| alerting                          | Improved Radar Tracking)          |
+-----------------------------------+-----------------------------------+
| Direct VFR/IFR routing through    | J51/Controller Capabilities to    |
| Class B and C airspace for GA     | Manage Traffic in Transition      |
|                                   | Airspace/4.512 (Integration of    |
|                                   | Conflict Probe with User          |
|                                   | Preferred Routes through Terminal |
|                                   | Airspace)                         |
+-----------------------------------+-----------------------------------+
| Paper flight strips eliminated    | J58/Integration and Application   |
| (DSS display necessary            | of DSTs at Sector/4.580 (Display  |
| information)                      | of Flight Information)            |
+-----------------------------------+-----------------------------------+
| Different separation standards    | J58/Integration and Application   |
| depending on equipage and the     | of DSTs at Sector/4.583 (Adaptive |
| quality of position data          | Aircraft Separation Standards)    |
+-----------------------------------+-----------------------------------+
| Reduced or time-based separation  | J58/Integration and Application   |
| standards en route                | of DSTs at Sector/4. 583          |
|                                   | (Adaptive Aircraft Separation     |
|                                   | Standards)                        |
+-----------------------------------+-----------------------------------+
| Service provider displays         | J58/Integration and Application   |
| indicate quality of aircraft      | of DSTs at Sector/4.580 (Display  |
| position information              | of Flight Information)            |
+-----------------------------------+-----------------------------------+
| Surveillance of all positively    | J57/Other Initiatives to Enhance  |
| controlled aircraft using radar   | DSS/4.571 (Use of Surveillance    |
| and satellite derived position    | Enhancements Including ADS-B &    |
| information                       | Improved Radar Tracking)          |
+-----------------------------------+-----------------------------------+
| Standardized trajectory           | J51/Controller Capabilities to    |
| information                       | Manage Traffic in Transition      |
|                                   | Airspace/4.510 (Integration of    |
|                                   | URET CCLD and CTAS TMA)           |
|                                   |                                   |
|                                   | J57/Other Initiatives to Enhance  |
|                                   | DSS/4.573 (Common Trajectory      |
|                                   | Modeler)                          |
+-----------------------------------+-----------------------------------+

5.5 Mature Free Flight Environment

Airlines and high-end general aviation users perform free maneuvering
operations in low density areas. With datalink communications and the
implementation of new traffic management procedures and technology,
dynamic re-sectorization allows fewer communications frequency changes.
Procedural changes allow low altitude direct routes. The ATM conflict
probe resolves most conflicts allowing maximum routing flexibility with
a minimum of restrictions.

5.6 Project Summaries

5.6.1 JRPD J51 -- Controller Capabilities to Manage Traffic in
Transition Airspace

**Technical Overview/Abstract**

To better manage traffic in transition airspace, this project integrates
FFP1 Conflict Probe with the Traffic Management Advisor metering
scheduling capability. This integrated capability will provide conflict
free and fuel-efficient paths to the Terminal Radar Approach Control
boundary enabling the maximum use of terminal airspace and airport
capacity.

The approach employed will be to conduct lab evaluations of URET CCLD
and CTAS Traffic Management Advisor (TMA) adapted to a common site, and
to develop decision support software, display formats and operational
procedures in cooperation with controllers and pilots through a
combination of fast-time simulation, real-time simulation, shadow
testing, and possible live traffic tests.

**Program Responsibilities**

The FAA will develop an initial capability to exchange messages between
conflict probe and traffic management advisor. The FAA and NASA will
conduct research to identify appropriate ways to provide for
fuel-efficient descents. The FAA and NASA will also investigate ways to
provide TMA and CP capabilities from a common architecture.

For the complete Joint Research Project Description, see page C-71 in
Appendix C.

5.6.2 JRPD J54 -- Controller Capabilities for Improved Problem
Prediction

**Technical Overview/Abstract**

Capabilities will be in place prior to the NAS 2005 environment and
represent a first step in facilitating user-preferred routing. These
capabilities, which include automated conflict detection, will be
augmented with enhancements to aircraft-to-aircraft and
aircraft-to-airspace problem prediction, and by enabling the detection
of potential aircraft conflicts with hazardous weather and complex
traffic airspace, and non-compliance with flow constraints.

Building on concepts and capabilities developed under the URET and CTAS
programs, further research using laboratory and possible field
demonstrations will be performed to revise and validate the following:

-   The controller team operational concept for conflict detection
    involving aircraft-to-aircraft and aircraft- to-airspace conflicts
    and adherence to flow instructions including meter fix/arrival
    times, altitude and speed constraints, and other dynamic or routine
    constraints

-   Operational and functional performance requirements and updated
    algorithms with evaluation and development of aspects such as:
    trajectory prediction, advisory timing, false and missed advisory
    rate, controller computer-human interface, conflict probabilities,
    and traffic management advisories

-   Investigating a common HCI for controller advisories

-   Inter-facility operations

-   Benefits to be used for investment decisions

Program Responsibilities

The FAA and NASA will perform experiments leading to validation of an
operational concept and definition of operational and functional
requirements for a single integrated set of capabilities for the En
Route environment. The FAA will develop and implement enhancements to
the Free Flight Phase 1 conflict probe capabilities. NASA will conduct
further research into the en route/descent advisor and will develop
dynamic density indicators for workload prediction (in coordination with
JRPD 21).

For the complete Joint Research Project Description, see page C-75 in
Appendix C.

5.6.3 JRPD J55 -- Controller Capabilities for Improved Problem
Resolution

**Technical Overview/Abstract**

Conflict resolution capabilities will be in place prior to the NAS 2005
environment and represent a first step in facilitating user-preferred
routing. These capabilities, which include trial planning and auto
coordination, will be augmented by automated problem resolution and en
route clearance advisories.

Building on concepts and capabilities developed under the URET and CTAS
programs, further research using laboratory and field demonstrations
will be performed to revise and validate operational and functional
performance requirements and updated algorithms with evaluation and
development of aspects such as controller computer-human interface and
automated resolution advisories.

**Program Responsibilities**

The FAA will develop additional conflict resolution capabilities to
enhance the FFP1 conflict resolution capability. The FAA and NASA will
perform experiments leading to validation of an operational concept and
definition of operational and functional requirements for a single
integrated set of capabilities for the En Route environment based on the
results of the ongoing research. NASA will conduct conflict resolution
research using the en route/descent advisor capability.

For the complete Joint Research Project Description, see page C-81 in
Appendix C.

5.6.4 JRPD J56 -- Integration with Other Technologies and Domains

**Technical Overview/Abstract**

Problem prediction and resolution will be in place in the NAS 2005
environment and represent a first step in facilitating user-preferred
routing. These initial capabilities will be augmented through their
integration with other NAS 2005 systems. In coordination with
System/Cross-Cutting, Traffic Flow Management, and Terminal Area Work
Teams, this project will design a software interface with:

-   Traffic Flow Management (TFM) allowing the efficient dissemination
    of: 1) real-time special use airspace information, and 2) Traffic
    Management Unit (TMU) defined reroutes to the sector team;

-   Controller-to-pilot datalink capabilities;

-   Aircraft automation to obtain and use current aircraft (weight) and
    environment (wind) information for trajectory prediction;

-   Airline Operations Centers (AOCs) to obtain and use current flight
    information for trajectory prediction; and,

-   Terminal systems.

**Program Responsibilities**

The FAA will develop concepts and capabilities to disseminate TFM
defined reroutes to the sector team and incorporate aircraft intent
information into conflict probe. The FAA and NASA will determine the
intent information that is most useful to improve trajectory modeling.

For the complete Joint Research Project Description, see page C-85 in
Appendix C.

5.6.5 JRPD J57 -- Other Initiatives to Enhance Decision Support Systems

**Technical Overview/Abstract**

Problem prediction and resolution capabilities will be in the NAS 2005
environment and represent a first step in facilitating user-preferred
routing. This project will enhance these initial capabilities by
providing: 1) a capability to modify Air Traffic Control (ATC) sector
boundaries to accommodate dynamic traffic flows expected when aircraft
operate off of traditional airways, and 2) common capabilities and
enhancements for the ATC decision support tools (DSTs). Laboratory
evaluations and possible field demonstrations will be performed to
improve and validate the fielded decision support tool algorithms by
incorporating the most current wind, airspace structure and surveillance
data.

Building on concepts and capabilities developed under the URET and CTAS
programs, further research using laboratory and field demonstrations
will be performed to revise and validate operational and functional
performance requirements and updated algorithms with evaluation and
development of aspects such as controller computer-human interface and
automated resolution advisories.

**Program Responsibilities**

The FAA and NASA will develop concepts and capabilities to disseminate
dynamic sector boundary information to the sector team and to use the
most current wind and surveillance data to improve the conflict probe
algorithms.

For the complete Joint Research Project Description, see page C-89 in
Appendix C.

5.6.6 JRPD J58 -- Integration and Application of Decision Support Tools
at Sector

**Technical Overview/Abstract**

Problem prediction and resolution capabilities will be in place in the
NAS 2005 environment and represent a first step in facilitating
user-preferred routing. These capabilities are targeted primarily for
use by the Data controller. This project will augment these initial
capabilities by increasing the scope of usage within the sector team
(i.e., expanding to the Radar controller), including: 1) enhancing the
display of flight and weather information at sector workstations, 2)
ensuring appropriate procedures are in place so controllers know how to
employ the decision support tools, and 3) developing and implementing
reduced separation criteria. Laboratory evaluations and possible field
demonstrations will be performed to improve and validate the computer
human-interface and operational concepts and procedures of the fielded
decision support tools.

Building on concepts and capabilities developed under the URET and CTAS
programs, further research using laboratory and field demonstrations
will be performed to revise and validate operational and functional
performance requirements and updated algorithms with evaluation and
development of aspects such as controller computer-human interface and
automated resolution advisories.

**Program Responsibilities**

The FAA and NASA will develop and evaluate the operational suitability
of capabilities to enhance initial decision support system technology.
During 1998 - 2001, NASA, in collaboration with the FAA, will explore
several alternative approaches for integrating DSTs at the sector. The
FAA will develop, demonstrate, and evaluate the operational suitability
of conflict probe and resolution capabilities for the Radar controller
using different types of computer-human interfaces, including
Operational Display and Input Development (ODID) features. The FAA will
also develop, demonstrate, and evaluate: 1) a common CHI for all DST
advisories (e.g., TMA, URET, EDA), and 2) display formats for various
weather depiction capabilities for the Radar and Flight Data controller
displays. In addition, the application of different separation standards
based on the quality of position information will be evaluated.

For the complete Joint Research Project Description, see page C-93 in
Appendix C.

5.7 Integration and Risk Management

This section will describe some high level risks in getting the products
developed and implemented. It is expected that as the work progresses,
better understanding of the risks and their impacts will be gained.

+---------------+------------------------+----------------------------+
| **Products**  | **Risks**              | **Mitigation Strategy**    |
+===============+========================+============================+
| (J51)         | Integration of two     | Joint effort to initially  |
| TMA/Conflict  | independently          | interface through message  |
| Probe         | developed systems      | exchange.                  |
| Integration   | residing on different  |                            |
|               | infrastructures        | Close monitoring of TMA    |
|               |                        | and Conflict Probe         |
|               |                        | development by CSC and     |
|               |                        | Lockheed-Martin.           |
+---------------+------------------------+----------------------------+
| (J54)         | Algorithm inaccuracy   | Independent                |
| Enhancements  | may cause excessive    | accuracy/performance       |
| to Problem    | alerts/inappropriate   | studies to validate        |
| Prediction    | maneuvers              | trajectory modeling and    |
|               |                        | conflict prediction        |
|               |                        | algorithms                 |
+---------------+------------------------+----------------------------+
| (J54)         | Accuracy in predicting | Close coordination with    |
| Aircra        | location of hazardous  | weather functional groups. |
| ft-to-Weather | weather 20 minutes     |                            |
| Problem       | into the future.       | Use of probability models  |
| Prediction    |                        | based on type of hazard.   |
+---------------+------------------------+----------------------------+
| (J55)         | Considerable human     | Human factors specialists  |
| Automated     | factors risk with      | involved in early          |
| Problem       | implementation of      | development.               |
| Resolution    | automatic resolution   |                            |
|               | scheme.                | Evaluation with            |
|               |                        | controllers at research    |
|               |                        | labs and at WJHTC I^2^F.   |
+---------------+------------------------+----------------------------+
| (J56) Initial | Identification/ranking | Integrated ER AWT          |
| Integration   | of information         | development effort on      |
| with Aircraft | required to improve    | improvements in            |
| Automation    | performance of tool    | algorithmic performance    |
|               | set                    | due to datalink of cockpit |
|               |                        | performance                |
|               | Identification of      |                            |
|               | required modifications | Close coordination with    |
|               | to accommodate         | datalink program office to |
|               | additional information | ensure availability of     |
|               |                        | data and time frame for    |
|               | Maturity of on-board,  | additional capabilities.   |
|               | and ground-based       |                            |
|               | systems to use and     |                            |
|               | process the            |                            |
|               | information            |                            |
+---------------+------------------------+----------------------------+
| (J57)         | Development of a       | Understand what air        |
| Flexible      | capability that is not | traffic wants in a         |
| Airspace      | suitable/acceptable to | flexible airspace          |
| Structure     | air traffic            | structure capability       |
|               |                        | before development.        |
|               |                        |                            |
|               |                        | Assist air traffic in      |
|               |                        | capability definition      |
+---------------+------------------------+----------------------------+
| (J58) Problem | Operational usage of   | Prototype development and  |
| Predicti      | "strategic" tool on    | shakedown at WJHTC I^2^F.  |
| on/Resolution | "tactical" display     |                            |
| Capabilities  | needs development      | Frequent input from ATO    |
| on R-side     |                        | with early involvement of  |
|               |                        | human factors specialists. |
+---------------+------------------------+----------------------------+

6\. Oceanic Area

The Oceanic Area focuses on the outcomes to increase FAA productivity,
improve flexibility by granting more user-preferred trajectories, and
increase predictability through pre-flight planning. Oceanic sees an ATC
system with increased capacity and greater user flexibility, and
anticipates a 70 percent growth in traffic from the 1997 level through
2005. Routine granting of user-preferred trajectories and application of
reduced separation minima are major enablers of this vision. Users will
benefit from increased efficiency and cost-effectiveness of flight
operations, while maintaining required levels of safety.

6.1 Goals

The first goal, based on the improvement in air-ground communications
and dependent surveillance, is to reduce oceanic horizontal separation
standards to 50 nautical miles (nmi). This change will increase the
likelihood of achieving user-preferred profiles in support of the
flexibility goal. A secondary consequence of this change will be the
corresponding adjustment to traffic flows providing a significant
reduction in ground delays.

The second goal is to combine changes in controller workload balancing,
separation standards, airspace design and traffic flow management that
will allow a majority of the users to receive their preferred
trajectories. The oceanic target for throughput in the NAS 2005
environment is to handle 70 percent more traffic with half the present
delays, while granting a majority of the user-preferred trajectories.
The biggest benefit is the increased predictability afforded through the
changes in environment*.*

A key area of research underlying all of the other activities is the
evaluation that addresses the questions of what commonality is required
between domains, where to start on the path toward free flight and how
to proceed. Four key events in this research are: 1) the determination
of the degree to which procedures for separation can and should be
normalized as part of achieving commonality, 2) validation of the
concept for use of a layered mixture of tactical and strategic
separation means for oceanic and en route operations, 3) the completion
of procedures to extend random routes in the Atlantic Ocean to support
this program in high density environments, and 4) validation of the
concept of ground control by exception. These milestones are not
directly linked to any of the major goals, but represent a lower level
of detail that is a necessary precursor to the direct research of the
ultimate objectives.

**Schedule 6-1 Oceanic ATM Performance Goals/Key Milestones**

**Advanced Oceanic Automation System Development**

![](media/image27.wmf)

**Schedule 6-1 Oceanic ATM Performance Goals/Key Milestones, Cont.**

**Common Separation Methods and Standards**

![](media/image28.wmf)

6.2 NAS 2005 Environment

Oceanic service providers will benefit from new decision support tools
and procedures that will help the controller provide those user
benefits, while maintaining an acceptable level of controller workload.
In the NAS 2005 environment, this activity will result in the
introduction of a common en route/oceanic ground infrastructure that
includes a modern flight data processor and improved controller tools.

Changes in control techniques and traffic flow management will
include: 1) the design for decision support tools that could be
certified as primary means in procedural separation determinations, 2)
design and procedures for ground-based 4-D requests, 3) procedures that
would transfer responsibility to the cockpit for special maneuvers, and
4) the design of decision support tools that would allow user-preferred
routes and trajectories to be assimilated to determine the routes and
corridors to be used and to arbitrate reservations. It is through these
events that flexibility and predictability will be most directly
effected.

6.3 Operations and Services

ATM research and technology will not only help to determine the best way
to implement specific technologies and procedures, but will also provide
significant feedback on the feasibility of the operational concept to
achieve the Oceanic vision. Under the existing NAS 2005 Concept of
Operations, improvements in navigation, communication, and the use of
surveillance are paramount enablers of capacity enhancements in oceanic
airspace. Additionally, procedural reductions in separation standards
are facilitated through the improved infrastructure. Automation and
procedural changes help service providers to be strategic in solving
potential conflicts, traffic congestion, and demand for user-preferred
trajectories. Oceanic separation minima are massively reduced, allowing
a corresponding increase in traffic demand, due to the following
improvements:

-   Satellite navigation systems, and datalink allow more accurate and
    frequent traffic position updates; datalink and expanded radio
    coverage provide direct air-to-ground communications (both digital
    and voice);

-   Automated dependent surveillance data and continuously updated
    trajectory projections, in conjunction with certified DSS tools,
    allow procedural separation from the display and elimination of
    flight strips in Oceanic airspace;

-   Timely delivery of clearances by the service providers, and
    responses by the flight deck, are achieved through increasingly
    common use of datalink;

-   NAS Oceanic airspace is standardized to other NAS-International
    Civil Aviation Organization (ICAO) oceanic systems. Data are
    presented to service providers in all oceanic systems in a similar
    format, thus minimizing translation by the provider; and,

-   Route and airspace flexibility is achieved as Oceanic airspace is
    integrated into the global grid of named locations. This flexibility
    is maximized through seamless coordination within and between
    facilities.

6.4 Needs and Joint Research Projects

The following table correlates Oceanic Area needs, extracted from *A
Concept of Operations for the National Airspace System in 2005*, dated
September 30, 1997, and identified in Volume 1, Section 4, of the
Integrated Plan, with individual joint research projects. The JRPD
information includes the project number, the specific product that
addresses the need, and the product identification number. Appendix C
contains additional JRPD information.

+-----------------------------------+-----------------------------------+
| **2005 Needs**                    | **JRPD#/Product/Product ID#**     |
+===================================+===================================+
| Accurate aircraft position        | J61/Seamless Domains/4.608        |
| updates - Direct air-to-ground    |                                   |
| communications                    |                                   |
+-----------------------------------+-----------------------------------+
| Real time updating of trajectory  | J61/Enhanced Aircraft Monitoring  |
| predictions                       | & Conflict Prediction/4.605       |
+-----------------------------------+-----------------------------------+
| Rapid delivery of clearances      | J61/Seamless Domains/4.608        |
+-----------------------------------+-----------------------------------+
| Seamless coordination             | J61/Seamless Domains/4.608        |
| within/between facilities         |                                   |
|                                   | J61/Commonality of                |
|                                   | Operations/4.609                  |
+-----------------------------------+-----------------------------------+
| Standard flight data formats      | J61/Seamless Domains/4.608        |
+-----------------------------------+-----------------------------------+
| Tools for balancing/reducing      | J61/Dynamic Airspace Con          |
| controller workload               | Ops/4.607                         |
|                                   |                                   |
|                                   | J61/Two Controller Access/4.601   |
|                                   |                                   |
|                                   | J62/Role of Cockpit               |
|                                   | Separation/4.606                  |
+-----------------------------------+-----------------------------------+

6.5 Mature Free Flight Environment

The mature Oceanic environment is similar to the 2005 time frame but has
expanded capabilities available to all aircraft and in all airspace. For
example, further reductions in vertical, lateral, and longitudinal
separation will increase airspace capacity. In the Mature Free Flight
environment, operational concepts will be developed that will increase
the controller's ability to handle more aircraft and more complex
situations and move oceanic operations closer to free flight.

6.6 Project Summaries

1.  JRPD J61 - Advanced Oceanic Automation System Development (Work on
    Hold Pending

> Purchase or Lease Decision for Oceanic Automation System)

**Technical Overview/Abstract**

This program focuses on enhancements to the oceanic air traffic system
to increase controller productivity and increase the efficiency of
flight operations. Advancements in the automation will focus first on
controller workload with the major milestones establishing a design and
procedures for shared responsibility between the controller team, the
design and procedures for reduced dependence on flight strips, and the
backup system for the elimination of flight strips. This research will
also provide decision papers to determine the remaining need for dynamic
airspace definition capabilities.

This activity in part is intended to increase the commonality between
the oceanic and en route infrastructure and operations. This research
will include: 1) assessments of the procedures and concept exploration
to determine the extent to which commonality between domains is
beneficial, 2) procedures and design for two controller access, and 3)
the system solution and procedures for procedural separation in the
absence of paper flight strips. The result will be a design and
procedures for seamless ATM across the oceanic-en route and
oceanic-terminal transition airspace. These procedures will account for
random routing. These changes are intended to improve FAA productivity
and form the basis for an environment that is more predictable, with
higher likelihood of granting user-preferred profiles.

**Program Responsibilities**

The FAA is responsible for all of the Oceanic outcomes including:

-   Balance controller duties in accordance with traffic demand to allow
    the system to handle 70 percent more oceanic traffic in the NAS 2005
    environment, with today's resource constraints;

-   Leverage changes in the environment to increase the predictability
    of an aircraft flying its preferred route, so that a majority of the
    flights are granted their preferred profile;

-   Share conflict advisory information with the cockpit and involve
    flight crews in the resolution in order to increase the ability of
    the FAA to allow user-preferred profiles; and,

-   Transition to pre-planned altitude profiles to achieve a reduction
    in required fuel reserves through increased predictability in
    granting climbs.

For the complete Joint Research Project Description, see page C-99 in
Appendix C.

6.6.2 JRPD J62 - Common Separation Methods and Standards

Technical Overview/Abstract

This program focuses on identifying the techniques and separation
standards that will best support the traffic demand given the available
accuracy of positional information. Changes in concept of operations
including required procedures and airspace designs will be researched to
improve the ability to grant user-preferred profiles. Research will
culminate in airspace design for the application of 50 nmi lateral
separation and reduced vertical separation accounting for the need to
accommodate non-equipped aircraft. Also, developing the means for
dynamically rerouting individual flights or groups in high density
airspace and providing in general more flexible airspace will be a
significant milestone. These changes are intended to increase the
likelihood of granting user profiles, allowing users to fly closer to
the wind route and altitude. One collateral effect will be domestic
reduced vertical separation.

Program Responsibilities

The FAA is responsible for all of the Oceanic outcomes including:

-   Modify the separation methods and standards to allow a majority of
    the oceanic airspace users to fly closer to the wind route and
    altitude;

-   Modify the separation methods and standards to allow a 50 percent
    reduction in volume induced ground delay for oceanic airspace users;
    and

-   Improved efficiency of operations.

For the complete Joint Research Project Description, see page C-105 in
Appendix C.

6.7 Integration and Risk Management

  -----------------------------------------------------------------------
  **Products**     **Risks**                **Mitigation Strategy**
  ---------------- ------------------------ -----------------------------
  All              Multiple agencies and    Setup mechanisms for
                   multiple organizations   communication and resolution
                   within the agencies need of differences between the
                   to collaborate, but      government and industry
                   there are differing      groups
                   goals and changing       
                   priorities among         
                   government collaborators 
                   and industry             
                   stakeholders             

  All              Inadequate funding and   Provide ATM performance
                   funding stability        documentation to support
                                            agency return on investment
                                            prioritization.

  (J61) Reduced    Controller/unions        Conduct joint application
  dependence on    acceptance               design's, and prototyping to
  paper flight                              fully involve controller
  strips                                    workforce and human factors
                                            personnel
  -----------------------------------------------------------------------

7.  Acronyms and Abbreviations

  ------------- ---------------------------------------------------------
                

  AATT          Advanced Air Transportation Technologies Project

  A/C           Aircraft

  ACE           Aviation Capacity Enhancement

  ADS           Automatic Dependent Surveillance

  ADS-B         Automatic Dependent Surveillance - Broadcast

  AERA          Automated En Route Air Traffic Control

  aFAST         Active Final Approach Spacing Tool

  AFSS          Automated Flight Service Station

  A/G           Air/Ground

  AMASS         Airport Movement Area Safety System

  AOC           Airline Operation Center

  ARC           Ames Research Center (NASA)

  ARTCC         Air Route Traffic Control Center

  ARTS          Automated Radar Terminal System

  ASD           Aircraft Situational Display

  ASDE          Airport Surface Detection Equipment

  ASDI          Aircraft Situational Display to Industry

  AST           Advanced Subsonic Technology

  ATC           Air Traffic Control

  ATCSCC        Air Traffic Control System Command Center

  ATCT          Airport Traffic Control Tower

  ATIDS         Airport Traffic Information Display System

  ATIS          Automatic Terminal Information Service

  ATM           Air Traffic Management

  ATS           Air Traffic Services

  AVOSS         Aircraft Vortex-Spacing System

  AWT           Area Work Team

                

  CAA           Civil Aviation Authority

  CAASD         Center for Advanced Aviation System Development

  CAP           Collaborative Arrival Planner

  CBA           Cost-Benefit Analysis

  CBD           Commerce Business Daily

  CCLD          Core Capability Limited Deployment

  CD            Concept Development

  CDM           Collaborative Decision Making

  CDS           Collaborative Departure Scheduling

  CDST          Collaborative Departure Scheduling Tool

  CDTI          Cockpit Display of Traffic Information

  CE            Concept Exploration

  CHI           Computer-Human Interface

  CNS           Communications, Navigation, and Surveillance

  COE           Center of Excellence

  CONOPS        Concept of Operations

  COTS          Commercial Off-The-Shelf

  CP            Conflict Probe

  CPDLC         Controller-Pilot Datalink Communications

  CRCT          Collaborative Routing Coordination Tools

  CSC           Computer Sciences Corporation

  CTAS          Center TRACON Automation System

  CY            Calendar Year

                

  DA            Descent Advisor

  DARP          Dynamic Aircraft Route Planning

  DDTC          Digital Delivery of Taxi Clearances

  DFW           Dallas-Ft. Worth Airport

  DoD           Department of Defense

  DOT           Department of Transportation

  DROM          Dynamic Runway Occupancy Management

  DSB           Dynamic Sector Boundary

  DSEDM         Departure Sequencing Engineering Development Model

  DSR           Display System Replacement

  DSS           Decision Support System

  DST           Decision Support Tool

                

  ECC           Eurocontrol Experimental Center

  E/DA          En Route Descent Advisor

  EDP           Expedite Departure Path

  ELT           Emergency Locator Transmitter

  ERATMDST      En Route Air Traffic Management Decision Support Tool

  ESC           Executive Steering Committee (NASA)

  ETMS          Enhanced Traffic Management System

                

  F&E           Facilities and Equipment

  FAA           Federal Aviation Administration

  FANG          Flight Management System-Air Traffic Management Next
                Generation

  FANS          Future Air Navigation System

  FAST          Final Approach Spacing Tool

  FFP1          Free Flight Phase 1

  FFRDC         Federally-Funded Research and Development Center

  FFSC          Free Flight Steering Committee

  FIR           Flight Information Region

  FIS           Flight Information Service

  FMS           Flight Management System

  4-D           Four-Dimensional

  FSD           Full-Scale Development

  FY            Fiscal Year

                

  GA            General Aviation

  GDPE          Ground Delay Program Enhancements

  GNSS          Global Navigation Satellite System

  GPRA          Government Performance and Results Act of 1993

  GPS           Global Positioning System

                

  HARS/R        High-Altitude Route System Replacement

  HCI           Human-Computer Interface

  HF            High Frequency

  HMI           Human-Machine Interface

                

  IAIMT         Interagency (FAA/NASA) ATM Integrated Management Team

  IAIPT         Interagency (FAA/NASA) ATM Integrated Product Team

  ICAO          International Civil Aviation Organization

  ICD           Interface Control Document

  ID            Identification

  IFR           Instrument Flight Rules

  I^2^F         Integration and Interoperability Facility

  IMC           Instrument Meteorological Condition

  IOC           Initial Operational Capability

  IPLT          Integrated Product Leadership Team

  IPT           Integrated Product Team

  IRD           Interface Requirement Document

  ITWS          Integrated Terminal Weather System

                

  JAD           Joint Applications Designs

  JRC           Joint Resources Council

  JRPD          Joint Research Project Description

                

  LAAS          Local Area Augmentation System

  LaRC          Langley Research Center (NASA)

  LVLASO        Low Visibility Landing and Surface Operations

                

  MAMS          Military Use Airspace Management System

  MDCRS         Meteorological Data Collection and Reporting System

  MITLL         MIT Lincoln Laboratory

  MoA           Memorandum of Agreement

  MOPS          Minimum Operational Performance Standard

  MoU           Memorandum of Understanding

                

  NARIM         National Research Investment Model

  NAS           National Airspace System

  NASA          National Aeronautics and Space Administration

  NCAR          National Center for Atmospheric Research

  NEXCOM        Next Generation Air-to-Ground Communication System

  NEXTOR        National Center of Excellence in ATM and Operations
                Research

  nmi           Nautical Mile

  NOAA          National Oceanic and Atmospheric Administration

  NOTAM         Notice to Airmen

  NPR           National Performance Review

  NRP           National Route Program

  NTSB          National Transportation Safety Board

                

  ODID          Operational Display and Input Development

  OT&E          Operational Test and Evaluation

  O&M           Operations and Maintenance

                

  PD            Prototype Development

  pFAST         Passive Final Approach Spacing Tool

  POET          Post Operational Evaluation Tool

  PRM           Precision Runway Monitor

                

  R&D           Research and Development

  R,E&D         Research, Engineering and Development

  RNAV          Area Navigation

  ROM           Rough Order of Magnitude

  RSO           Regional Sector Office

  R&T           Research and Technology

  RTCA          RTCA, Inc. (formerly Radio Technical Commission for
                Aeronautics)

  RVSM          Reduced Vertical Separation Minimum

                

  SAMS          Special Use Airspace Management System

  SAR           Search and Rescue

  SDTF          Surface Development and Test Facility

  SMA           Surface Movement Advisor

  SMS           Surface Management System

  STARS         Standard Terminal Automation Replacement System

  SUA           Special Use Airspace

  SY            Staff Year

                

  TAC           Technical Assistance Contractor

  TAP           Terminal Area Productivity Project

  TCA           Two Controller Access

  TCAS          Traffic Alert and Collision Avoidance System

  TDLS          Tower Data Link Services

  TFM           Traffic Flow Management

  3-D           Three-Dimensional

  TMA           Traffic Management Advisor

  TMU           Traffic Management Unit

  TNCP          Test NAS Change Proposal

  TRACON        Terminal Radar Approach Control

  TWIP          Terminal Weather Information for Pilots

                

  UPT           User-Preferred Trajectories

  URET          User Request Evaluation Tool

  UPR           User-preferred Routing

  U.S.          United States

                

  VDL           Very-High Frequency Digital Link

  VFR           Visual Flight Rules

  VMC           Visual Meteorological Condition

  VNTSC         Volpe National Transportation Systems Center

                

  WAAS          Wide Area Augmentation System

  WATRS         Western Atlantic Track Route System

  WJHTC         William J. Hughes Technical Center (formerly FAA
                Technical Center)

  WV            Wake Vortex
  ------------- ---------------------------------------------------------

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**Appendix A**

**ATM Performance Outcomes and Outputs for ATM Research**

**and Technology Development**

The ATM performance formulation exists in the form of a database in
which each record corresponds to a different outcome or product. Table
A.1 shows the information that is available in each record of the
database. A complete listing of all outcomes and products (Levels 1
through 4) follows in Figure A.1.

  ------------------------ --------------------------------------------------------
  **[NAME]{.underline}**   **[DESCRIPTION]{.underline}**

  ID                       An identification formed by concatenation of the LEVEL
                           and the NO. items. For example, LEVEL 3 and No. 4 would
                           have ID = 3.04.

  NAME                     Short name for the item.

  UPLINK1                  The item on the next highest level to which the item
                           contributes in the most significant way.

  UPLINK2                  The item on the next highest level to which the item
                           contributes in the second most significant way.

  UPLINK3                  The item on the next highest level to which the item
                           contributes in the third most significant way.

  TEXT                     A short (one paragraph) description of the item.

  JRPD                     ID(s) of the Joint Project Description(s) within which
                           the work is described.
  ------------------------ --------------------------------------------------------

Table A.1 ATM Performance Database Listing

*\[\[Figure A.1 provides a data base print-out - one record for each
outcome and product Levels 1 - 4.\]\]*

**Appendix B**

**Definition of an IAIPT Key Milestone for**

**ATM Research and Technology Development**

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**Definition of an IAIPT Key Milestone**

An IAIPT Key Milestone, as defined by the IAIMT, is as follows:

1)  A well-defined event that clearly signals the completion of a
    discrete work effort for which there is an objective basis for
    evaluating cost, schedule, and technical status.

2)  Relates to a JRPD output/product,[^3] i.e., a specific product that
    comprises hardware, software, procedures, data, technical or
    programmatic decisions or recommendations, and/or some other
    tangible item that satisfies a predefined set of objective,
    quantitative (i.e., "testable") technical and/or programmatic
    requirements.

3)  Represents one or more of the following, strategic-level "events" in
    the life cycle of a JRPD output/ product:

-   Delivery to the ATM operators or users;

-   A point at which there is a major shift of management or financial
    responsibility, e.g.,

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```
-   From NASA to FAA

-   From MITRE CAASD to FAA

-   From FAA R,E&D funding to FAA F&E funding;

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```
-   A point at which there is a major "process" shift, e.g.,

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```
-   Transition from Concept Exploration to Concept Development

-   Transition from Concept Development to Prototype Development or
    Full-Scale Development;

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```
-   An intermediate decision point at which the future scope, schedule,
    and/or functional requirements of the JRPD output are decided; or,

-   A point at which the JRPD output has pre-planned visibility outside
    the managing or integrating organizations (i.e., FAA, NASA, MITRE
    CAASD, IAIPT), e.g., installation at a field site, or in significant
    presentations or interactions with other Agencies, the NAS Users,
    the Congress, and the like.

The transition points in the generic schedule on the next page indicate
candidate Key Milestones:

**"Generic" ATM Performance Goals/Key Milestones Schedule**

**JRPD Name**

![](media/image29.wmf)

[^1]: *Air Traffic Service Plan 1996-2001,* May, 1997.

[^2]: *Government/Industry Operational Concept for the Evolution of Free
    Flight,* dated TBD*.*

[^3]: A Key Milestone can represent an aggregate of several
    closely-related JRPD outputs/products.