Professional Documents
Culture Documents
within the
Distributed Air/Ground Traffic Management
Concept
Mark G. Ballin
NASA Langley Research Center
enabled through
– Sharing information related to flight
intent, traffic, and the airspace • Information
environment • Decision making
– Collaborative decision making among • Responsibility
all involved system participants
– Distributing decision authority to the
most appropriate decision maker
Distributing decision authority may be a key enabler in
multiplying system capacity by minimizing workload
bottlenecks
Mark G. Ballin mark.g.ballin@nasa.gov 3/18
DAG-TM Airborne Component
in Context
Mature-state focus
– Complements near-term ASAS applications research
– Characterization of mature-state feasibility, benefits potential, and
system requirements is important, even for evolutionary
modernization
Why must we consider such a challenging solution?
No other proposed paradigm has potential to
– accommodate expected growth in airspace operations – we must
consider system that accommodates a threefold capacity increase
Projected increases in air carriers and air cargo
New class of small aircraft designed for point-to-point operations
– adapt to demand in a cost-effective way
Increased traffic within region increased CNS infrastructure
– provide robustness to system failures
Increased number of human decision makers greater redundancy
Redundant CNS infrastructure
IFR
Autonomous (AFR) priority Airborne
Aircraft separation
Aeronautical
Operational Control
Hazard
Fleet management avoidance
Crossing
restrictions
Air Traffic
IFR and AFR traffic Service Provider
Terminal area User-determined optimal trajectory flow management
5 min
2 min
0 min
Strategic Strategic & Tactical Tactical
Resolution =>
Time to Loss of Separation
Mark G. Ballin mark.g.ballin@nasa.gov 8/18
En Route Operations – Crew Perspective (2/3)
• Several aircraft trajectories possible,
depending on ownship pilot actions. All are Research Prototype Navigation Display (B777)
probed for conflicts:
– Planning (typically the FMS flight plan)
– Commanded (current autoflight config - “no
button push”)
– State vector
– Path reconnect (LNAV/VNAV not engaged)
Movie clip
speed: 3x
Capacity-Constrained Terminal Arrival Operations
Metering ATSP-defined
boundary Maneuver within
maneuvering
prescribed corridors
corridor
for optimal spacing
Adhere to metering
assignment for initial Unequipped Aircraft Merge with
spacing and sequence converging
traffic streams
Adhere to runway
assignment and
Fly with precision for
sequence for load
optimal spacing
balancing, throughput Phase 1
Terminal airspace
Speed profile
added to existing
procedure
Numeric display of
ATAAS speed
guidance
ATAAS speed
coupled to F/S
indication
Mode annunciation
{
Lead traffic highlighted
Lead traffic history trail
Spacing position indicator
MIN DISTANCE
Enter final approach speeds, 4 NM
APPROACH WINDS
19/18
En Route Operations – Crew Perspective (3/3)
FMC CDU Pages
1. Conflict advisory
information displayed
“shortcut” window
Traffic
density: Waypoint with
15 -18 a/c required time
per 10K nm2 of arrival
0 100 nm
Red bars: number and percentage of pilots that experienced
at least one 2nd generation conflict