This paper aims to demo some major issues sing the integrating of future ground-based ATM determination support systems ( The Air Traffic Management Concept ) and how these systems will better the human factor in the air traffic system. If present air space processs continue as it is. intensifying traffic demands are presumed to compromise many things. Among these are on-time public presentation. security. and safety. Covering with these intensifying air space aptitude requirements would ask considerable accommodation and sweetening to current-day processs.

One effort in work outing this job is to give air hoses more autonomy in making their ain agendas and choices of traffic paths while still go oning to scatter undertakings for divider and reaching planning to the ATSP. ATSP stands for Air Traffic Service Providers. Air Traffic Control-oriented tactics centres on air space reorganisation and development or improving of tools for air traffic directors and accountants which in bend. would enable them to manage air traffic more carefully and efficaciously.

In the Air Traffic Management section of the Terminal Area Productivity plan. they were working on the incorporation of future ground-based ATM determination support systems with that of FMS ( Flight Management System ) furnished aircraft contained in the terminal territory. the researches and illustrations centered on magnifying airdrome capacity. They do this by doing usage of the CTAS or Center TRACON Automation System for bring forthing effectual flights. Datas connect for pass oning the said flights into the aircraft and Flight Management System furnished aircraft for winging them accurately ( The Boeing Company. 2001 ) .

In this respect major airdromes which are plagued by the troubles of aircraft reaching hastes should be studied. The aim was to show a safe. extremely competent flow of traffic which would get down from en path into TRACON air space which faithfully transports aircraft to the track entry. piece continuing every bit much flight crew lissomeness and governments as reasonable. Exultant planning and execution of an effectual reaching flow necessitates a punctilious cognition of all aircraft and operators. Knowledge on traffic directions every bit good as on spacing restrictions is besides needed.

It should besides include synchronism among accountants. flight crews. every bit good as traffic disposal. The program for future ground-based ATM determination support systems could be imagined as a human-centred system on which the accountants every bit good as the pilots would use procedures. flight direction mechanisation every bit good as rating support tools to sharply oversee traffic reaching. It could be seen that they aim for a future air traffic system which are run and supervised by the ATSP and they anticipate this to be ready by 2010. ATSP stands for Air Traffic Service Providers ( NASA Ames Research Center. 2002 ) .

. The operational theory for achieving effectiveness developments over current processs is to map an effectual reaching watercourse earlier than necessary and so implement the reaching program every bit accurately as could be. They besides presented a “multi-sector reaching planner” Air Traffic Control arranges to associate the breach among traffic decision makers. starters every bit good as the sector accountants. The planner’s responsibilities include bring forthing the most effectual agenda and agreement for all entrance aircraft and conflict-free flight paths which would ever be able to run into the agendas.

The contriver organizes the engendered flight paths. The sector accountants concerns would so on usage a graphical coordination setup. After analysing the recommended flight way. the sector accountants delivers suiting mandates to the flight crews. The flight crews would so prosecute the cleared way accurately using their flight direction mechanisation. Sector accountants are in charge in continuing division and modifying the reaching program to new state of affairss. Automation and procedures are planned in order to help with all the above mentioned undertakings ( Advanced Air Transportation Technologies. 1999 ) .

The Terminal Area Productivity construct is more deliberate than the current system but the accountants are smartly engaged with everything in the process of developing and implementing a traffic flow program which would be used for arrival haste. Although it drastically modifies the undertakings of the stakeholders it does non change their answerabilities. The first flight deck oriented diversion revealed that informations link process in the fatal part was equal and advantageous for the flight crews.

Normally crews favour a Boeing 777 which decreases heads-down clip on the sphere. They could fruitfully utilize the sides flight direction intent LNAV to the reasoning method hole. A VSD theoretical account was launched to assistance in utilizing Flight Management System mechanization nearer to the land. This was meted with high markers by the flightcrews. Critical work load or operation disparities can non be found among state of affairss with and without the Vertical Situation Display or VSD ( The Boeing Company. 2001 ) . A flight reproduction at NASA Langley Research Center yielded a promising consequence.

It showed that misreckonings on arrival clip at the shutting attack hole could be well lessened. This could be done by winging TRACON flights with Flight Management System supervising as compared with heading vectors. The preliminary illustration of CTAS/FMS processs with accountants showed the promise for augmenting the effectivity of arrival watercourses by utilizing the CTAS tools for planning and supervision. The devised accountant interface with the mechanisation and the informations nexus was tolerable. However. it could still do usage of farther sweetenings.

There are a figure of drawbacks which had been mentioned here. Among the said drawbacks are excessively much information in the information block. an awkward and complex class test be aftering interface every bit good as the three button mouse. The operational construct nevertheless. obtained good feedbacks and the accountants were eager for the promise it shows. The Advanced Air Transportation Technology is a subdivision of NASA’s ASC plan. ASC stands for Aviation System Capacity. Its end is to break the overall operation of NAS ( National Airspace System ) .

In so as to achieve this end AATT is constructing up determination support engineerings and processes to assist National Airspace System stakeholders. The vision of the Advanced Air Transportation Technology Project refering far-term National Airspace System procedures is represented in the Distributive Air Ground Traffic Management construct ( Advanced Air Transportation Technologies. 1999 ) . Distributed Air Ground Traffic Management is taking for a free-flight environment on which flight crews would be able to take more portion on determination devising procedures.

Rather than simply implementing accountant waies. the crews would hold more autonomy in inquiring for and taking flight paths. Developed on-board mechanization for discrepancy sensing and decide would impact the pilot’s behaviour. hence act uponing controller’s attitude and puting more conditions on land mechanization and information sharing. The Distributed Air Ground concepts cover an mixture of likely agencies to manage reachings changing from uninterrupted free-flight to to the full ground-controlled. There are two extremes in the procedure.

The first is the free-flight to the threshold. The 2nd is Ground ( ATSP ) Controlled Arrival. The free-flight to the threshold entails that the flight deck in charge for path planning and division from the aircraft all the manner through the reaching. The aircraft turns up at the Center in free flight. It is accountable for untangling itself from other traffic. Traffic flow direction restraints for traveling into the terminal part are made accessible to the flight crew. The flight crews in bend modify their terminal reaching program appropriately.

Upon pulling near the TRACON air space. the flight crews pick the aircraft which they desire to track to the threshold and take the appropriate assimilating and spacing boundaries so they would travel after the lead aircraft to the track. Ground ( ATSP ) controlled reaching is another extreme in that this is really nigh to the construct illustrated on the earlier TAP research. Upon coming in the terminal air space free flight is terminated for the entrance traffic. Ground-based traffic directors are so responsible for two things.

Their duty ranges from doing a agenda and reaching flights to pass oning them to the aircrafts. The aircraft could downlink a certain flight way demand that the Air Traffic Service Providers may or may non hold into. Accountability for division and path planning supports on the land all over the class of the arrival phase. The flight crew obtains more tactical Flight Management System and spacing mandates than in today’s tactical scenes ( NASA Ames Research Center. 2002 ) . Free flight to the threshold would ask added aircraft equipment.

This may affect RTA and CDTI. Conflict sensing and declaration algorithm could besides be included. RTA stands for Required Time of Arrival while CDTI stands for Cockpit Display of Traffic Information. Land controlled reachings are a small different. They do non do usage of the aircraft abilities in the most effectual behavior. Aside from that they put the whole flow supervising jobs on the accountant. The future air traffic system would direct reachings in such a manner that it would be lying between the boundaries of the two extremes mentioned earlier.

This opens the possibility of traveling from ground-controlled into a free-flight ( NASA Ames Research Center. 2002 ) . Experiments and operational public presentations would exemplify which construct seems to be most suited. The sum of free-flight against Air Traffic Control could be dependent on the traffic fortunes. installation public presentations. aircraft equipments. and air hose dispositions. Those who are in charge sees the demand for the air traffic system to be devised to hold room for all possible signifiers operation between the extremes discussed in this paper.

Therefore. all enabling engineerings ought to be enhanced. incorporated and assessed. including the followers: a. Cockpit Display of Traffic Information with airborne struggle sensing b. FMS with Required Time of Arrival capacities. c. On-board integrating and spacing apparatus d. ADS-B and CPDLC informations nexus communicating e. Traffic Management consultative setup f. Ground-based struggle sensing and declaration g. Ground based tools for trajectory coevals with fitting clip restraints ( NASA Ames Research Center. 2003 ) Most of the above mentioned equipments are already gettable in distant scrutiny theoretical accounts.

Those in charge are soon in the class of absorbing them at NASA Ames Research Center to bring forth a theoretical account environment that permits analyzing these concerns. They are besides spread outing an reaching construct that supplies the snap to change the measure of self division to traffic flow direction restraints and other necessities. They besides originally intend to keep the free-flight air space apart from the ground-controlled air space. The boundary line can be denoted as a curve about the metre hole or the next reaching gate or a apparent lift floor. This can be attuned for traffic elaborateness.

Very low traffic fortunes could be different. In such instances the free flight part could be as close to the airdrome as the gage hole. The arrival scene starts with the aircraft which would get at the Center in what they call to be a “free maneuvering mode” . The flight crews are in charge for division. traffic direction restraints at the metering hole are so on relayed from the contriver. This is done by utilizing the CTAS Traffic Management Advisor to the flight degree. the flight crew on the other manus. is the 1 anticipated to fix their flight path to land at the metering hole near the likely clip.

That is. if programming is necessary. The flight crew would so be informed as to where the free flight fringe soon stops. The flight crew would besides be informed when to corroborate things with the accountant ( NASA Ames Research centre. 2002 ) . The reaching contriver continues measuring the fortunes by agencies of Descent Advisor setup and efforts to bring forth an reaching agreement for the ground-controlled air space that the reaching contriver would convey to the sector accountants.

Once the sector accountant obtains the trial in from the free maneuvering aircraft. he would so on name off free flight and let go of the arrival mandate to the aircraft. This would be founded on aircraft pick and reaching program in that they are likely to wing the arrival mandate to the metre hole accurately. The Center TRACON Automation System apparatus assist the TRACON accountants in determining appropriate aircraft braces for acquiring in-trail spacing mandates. Division in charge bents about with the organiser all the manner through the TRACON ( NASA Ames Research centre. 2002 ) .

This puting permits us to analyze most aspects of the appropriate Distributive Air Ground Traffic Management construct basicss and concepts on the predating arrival research particularly since current deliberations with accountants and pilots was met with positive feedbacks. Among the likely advantages of Distributive Air Ground Traffic Management are: • Amplified user effectiveness/flexibility. DAG-TM nowadayss users paramount prospect to self-optimize their ventures within the vigorous restraints of the Air Traffic Management System. • Amplified system capablenesss.

Allotment of division answerability to decently furnished aircraft and Air Traffic Service Providers-based DSTs could perchance decrease accountant work load. therefore allowing the Air Traffic Service Providers to command more traffic. • Amplified system safety because of an of import addition in situational apprehension and allotment of work load. • Allotment of the outgos for National Air Space invention between users and the Air Traffic Service Providers. • Lessened user trust upon Air Traffic Service Providers aids and a ground-based substructure.

This could besides escalate planetary interoperability ( Advanced Air Transportation Technologies. 1999 ) . As could be seen the integrating of future ground-based ATM determination support systems is really promising. These new engineering would so be helpful in helping to augment the overstrained air traffic control systems. This new engineering Lashkar-e-Taiba aircrafts run safely about traffic and air space hazards ( i. e. weather ) . while still traveling in conformity with the traffic flow restraints delivered by ground-based accountants ( Advanced Air Transportation Technologies. 1999 ) .

To seek this peculiar construct. they asked pilots and air traffic accountants to organize with each other along with the NASA research workers for a combined simulation. The simulation utilized air traffic control and deck research labs. “This joint simulation tested our engineering in an about real-world environment. ” stated undertaking director Mike Landis. “More than 20 pilots sat at computing machine workstations ‘flying’ simulated aircraft into a mock-up of the Dallas/Fort Worth air space.

Pilots besides flew one of NASA’s high-fidelity. full- gesture flight simulators in the joint experiment. The air traffic accountants were able to see all of these aircraft on shows. and the pilots used an independent flight direction system to be after their ain paths and safely and seamlessly fit into the traffic flow. Accountants were able to watch their advancement on fake air traffic control monitors” ( Dino. 2004 ) . The airborne section of the mock-up employed promising engineerings which offered real-time air traffic and hazard information.

It besides examined all aircrafts and air space hazard in the encompassing country. Complicated cockpit engineering warned the pilots to any mark of struggles. It besides alerts the pilots into how to halt more troubles when maneuvering. Solutions were offered automatically or with the usage of manual flight path planning setup. This is a ocular illustration of the DAG-TM construct. “On the land. air traffic accountants used new computing machine package to work the mix of independent and conventional air traffic.

NASA research workers developed experimental accountant workstations for the joint simulation. incorporating custom show sweetenings with particular planning. traffic flow direction. and pilot-controller communicating technologies” ( Dino. 2004 ) . Particular package was used to help in running the traffic flow. This particular package was besides used to help the aircrafts which were non furnished with the self-sufficing flight direction system. in this respect air traffic control mechanization observed every aircrafts. They are besides responsible for admonishing the accountant sing possible struggles.

These struggles could be found amid the independent and managed traffic. Researchers besides examined the manner the pilots and air traffic accountants coped with this new innovation. “Researchers measured how difficult the pilots and accountants were working. ” said Parimal Kopardekar. human factors and operations sub-project director. “It’s of import that they find this occupation comparatively easy to make. even as traffic degrees go up. We believe the computing machine mechanization engineering will do a large difference” ( Dino. 2004 ) . As could be seen the future ground-based ATM determination support systems is really promising.

It is of great aid for pull offing air traffic. This method could accept for the effectual planning of flights with the usage of the most effectual waies and flexibleness in flight procedures. Small by small. as air bearers furnish aircrafts with new engineerings. they could effortlessly integrate them into the system and crop blink of an eye advantages. “As air travel rebounds in the coming old ages. extra traffic will revenue enhancement the air traffic control system beyond its current capableness. ” said Mark Ballin. aircraft systems and operations sub-project director.

“NASA is working to develop engineerings to transform the manner air traffic is managed” ( Dino. 2004 ) . A definition for DAG-TM was organized by a multi-disciplinary squad. This squad was created by the AATT undertaking office. the Distributed Air Ground Traffic Management is illustrated by allocated decision-making among the flight deck. Air Traffic service Providers and AOC. It is besides a National Airspace System operation which augments user effectivity. flexibleness and system capablenesss.

The Distributed Air Ground Traffic Management advocates that the said definition be assessed as one likely enlargement of the legion Free Flight executing methods soon under deliberation. The construct of strategic arrival direction illustrated in the Terminal Area Productivity research could be seen to hold many possible. The Distributive Air Ground research displacement from a ground-controlled scene to a more disseminated scene with likely uneven division undertakings. NASA Ames is soon forming a research puting to analyze Distributive Air Ground Traffic Management with all chief engineerings incorporated.

Preliminary constructs and scenes have been identified and conferred with pilot or accountant centre groups. Based from the simulations they conducted one could non assist but acknowledge the promises this new engineering offers. If this new engineering is put into usage shortly it could greatly assist in salvaging clip. It would besides be good in the sense that this new engineering advocates safety as one of its primary ends. As air traffic lessen. safety additions and with that there is decidedly no ground non to back up this new development.

Mentions Advanced Air Transportation Technologies ( AATT ) . Project Aviation System Capacity ( ASC ) . & amp ; Program National Aeronautics and Space Administration. ( 1999 ) . Concept Definition for Distributed Air/Ground Traffic Management ( DAG-TM ) [ Electronic Version ] . Retrieved November 10. 2007. from hypertext transfer protocol: //www. asc. National Aeronautics and Space Administration. gov/aatt/dagconop. pdf Dino. J. ( 2004 ) . Coast-to-Coast Simulation Tests New Air Traffic Management Concepts [ Electronic Version ] . Retrieved November 10. 2007. from hypertext transfer protocol: //www. National Aeronautics and Space Administration. gov/vision/earth/improvingflight/DAG-TM. hypertext markup language NASA Ames Research Center. ( 2002 ) . DAG-TM Concept Element 5 En Route Free

Steering Operational Concept Description [ Electronic Version ] . Retrieved November 10. 2007. from hypertext transfer protocol: //www. asc. National Aeronautics and Space Administration. gov/aatt/rto/RTOFinal72_DAGCE50CD. pdf NASA Ames Research Center ( 2003 ) . DAG-TM Concept Element 6 En Route Trajectory Negotiation Operational Concept Description [ Electronic Version ] . Retrieved November 10. 2007. from hypertext transfer protocol: //www. asc. National Aeronautics and Space Administration. gov/aatt/rto/RTOFinal72_DAGCE60CD. pdf The Boeing Company. ( 2001 ) . Air Traffic Management [ Electronic Version ] . Retrieved November 10. 2007. from hypertext transfer protocol: //www. emotionreports. com/downloads/pdfs/traffic_management. pdf