Optimum Capacity and Flexible Flights refer to the target performance benefit of fully realized complexity management through global collaborative ATM. The capabilities inherent in this performance improvement area include free-routing, network operations, initial surveillance, self separation, optimum flight levels, airborne collision avoidance systems, and safety nets.
Improved Operations through Enhanced En-Route Trajectories
Allow the use of airspace which would otherwise be segregated (i.e. special use airspace) along with flexible routing adjusted for specific traffic patterns. Allow greater routing possibilities, reducing potential congestion on trunk routes and busy crossing points, resulting in reduced flight length and fuel burn. [Block 0]
Improved Operations through Optimized ATS Routing
Provide, through performance-based navigation (PBN), closer and consistent route spacing, curved approaches, parallel offsets and the reduction of holding area size. Allow the sectorization of airspace to be adjusted more dynamically. Reduce potential congestion on trunk routes and busy crossing points and reduce controller workload. The main goal is to allow flight plans to be filed with a significant part of the intended route specified by the user-preferred profile. Maximum freedom will be granted within the limits posed by the other traffic flows. The overall benefits are reduced fuel burn and emissions. [Block 1]
Traffic Complexity Management
Introduction of complexity management to address events and phenomena that affect traffic flows due to physical limitations, economic reasons or particular events and conditions by exploiting the more accurate and rich information environment of a SWIM-based ATM. Benefits will include optimized usage and efficiency of system capacity. [Block 3]
Improved Flow Performance through Planning based on a Network-Wide view
Air traffic flow management (ATFM) is used to manage the flow of traffic in a way that minimizes delay and maximizes the use of the entire airspace. ATFM can regulate traffic flows involving departure slots, smooth flows and manage rates of entry into airspace along traffic axes, manage arrival time at waypoints or flight information region (FIR)/sector boundaries and re-route traffic to avoid saturated areas. ATFM may also be used to address system disruptions including crisis caused by human or natural phenomena. [Block 0]
Enhanced Flow Performance through Network Operational Planning
Introduce enhanced processes to manage flows or groups of flights in order to improve overall flow. The resulting increased collaboration among stakeholders in real-time regarding user preferences and system capabilities will result in better use of airspace with positive effects on the overall cost of ATM. [Block 1]
JMA Solutions, LLC
Increased user involvement in the dynamic utilization of the network
CDM applications supported by SWIM that permit airspace users to manage competition and prioritisation of complex ATFM solutions when the network or its nodes (airports, sector) no longer provide enough capacity to meet user demands. This further develops the CDM applications by which ATM will be able to offer/delegate to the users the optimization of solutions to flow problems. Benefits include an improvement in the use of available capacity and optimized airline operations in degraded situations. [Block 2]
Initial capability for ground surveillance
Provide initial capability for lower cost ground surveillance supported by new technologies such as ADS-B OUT and wide area multilateration (MLAT) systems. This capability will be expressed in various ATM services, e.g. traffic information, search and rescue and separation provision. [Block 0]
Air Traffic Situational Awareness (ATSA)
Two air traffic situational awareness (ATSA) applications which will enhance safety and efficiency by providing pilots with the means to enhance traffic situational awareness and achieve quicker visual acquisition of targets:
e) AIRB (basic airborne situational awareness during flight operations); and
f) VSA (visual separation on approach). [Block 0]
Increased Capacity and Efficiency through Interval Management
Interval management (IM) improves the management of traffic flows and aircraft spacing. This creates operational benefits through precise management of intervals between aircraft with common or merging trajectories, thus maximizing airspace throughput while reducing ATC workload along with more efficient aircraft fuel burn reducing environmental impact. [Block 1]
Airborne Separation (ASEP)
Creation of operational benefits through temporary delegation of responsibility to the flight deck for separation provision with suitably equipped designated aircraft, thus reducing the need for conflict resolution clearances while reducing ATC workload and enabling more efficient flight profiles.
The flight crew ensures separation from suitably equipped designated aircraft as communicated in new clearances, which relieve the controller from the responsibility for separation between these aircraft. However, the controller retains responsibility for separation from aircraft that are not part of these clearances. [Block 2]
Airborne Self-Separation (SSEP)
Creation of operational benefits through total delegation of responsibility to the flight deck for separation provision between suitably equipped aircraft in designated airspace, thus reducing the need for conflict resolution. Benefits will include reduced separation minima, reduction of controller workload, optimum flight trajectories and lower fuel consumption. [Block 3]
Optimum Flight Levels
Improved Access to Optimum Flight Levels through Climb/Descent Procedures using ADS-B
Enable an aircraft to reach a more satisfactory flight level for flight efficiency or to avoid turbulence for safety. The main benefit of ITP is significant fuel savings and the uplift of greater payloads. [Block 0]
Tetra Tech AMT
Airborne Collision Avoidance Systems
Provide short-term improvements to existing airborne collision avoidance systems (ACAS) to reduce nuisance alerts while maintaining existing levels of safety. This will reduce trajectory deviations and increase safety in cases where there is a breakdown of separation. [Block 0]
New Collision Avoidance System
Implementation of airborne collision avoidance system (ACAS) adapted to trajectory-based operations with improved surveillance function supported by ADS-B and adaptive collision avoidance logic aimed at reducing nuisance alerts and minimizing deviations. The implementation of a new airborne collision warning system will enable more efficient operations and future airspace procedures while complying with safety regulations. The new system will accurately discriminate between necessary alerts and nuisance alerts. This improved differentiation will lead to a reduction in controller workload as personnel will spend less time to responding to nuisance alerts. This will result in a reduction in the probability of a near mid-air collision. [Block 2]
Increased Effectiveness of Ground-Based Safety Nets
Monitor the operational environment during airborne phases of flight to provide timely alerts on the ground of an increased risk to flight safety. In this case, short-term conflict alert, area proximity warnings and minimum safe altitude warnings are proposed. Ground-based safety nets make an essential contribution to safety and remain required as long as the operational concept remains human-centered. [Block 0]
Ground-based Safety Nets on Approach
Enhance safety by reducing the risk of controlled flight into terrain accidents on final approach through the use of approach path monitor (APM). APM warns the controller of increased risk of controlled flight into terrain during final approach. The major benefit is a significant reduction of the number of major incidents. [Block 1]
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