2.3.5 European Programs
Many activities in Europe are highly relevant to DAG-TM, including CD&R work by NLR and Eurocontrol (FREER), and ADS-B work via the North European ADS-B Network (NEAN) as well as the Network Update Program (NUP).

2.3.6 Other NASA Programs
Research relevant to DAG-TM from other NASA programs such as the Terminal Area Productivity (TAP) and the Aviation Safety Program (AvSP) will be also be considered by DAG-TM research.

2.4 Technology Requirements for DAG-TM
It is believed that DAG-TM can be realized with current technology capabilities (as opposed to requiring breakthrough technology innovations), although they may require further refinement and maturation. The innovation required for realization of DAG-TM will be the development and integration of human-centered technologies/procedures to enable distributed decision-making between users and ATSP. Results of DAG-TM research activities will include the requirements for human factors/procedures, functional capabilities and integration of user/ATM decision support technology. These requirements, along with supporting cost/benefit analyses, will generate a clear target for an evolutionary modernization of the NAS and user systems towards DAG-TM operations.
A core technology requirement for DAG-TM is the enabling of universal access/exchange of information between all NAS stakeholders, i.e., the ATSP and the users. The term “user” refers to the Aeronautical Operational Control (AOC) facility and/or the Flight Deck (FD) crew. The access and exchange of information is facilitated by datalink with broadcast and addressing capabilities.
The minimum equipage required to operate in a DAG-TM system will be the same as that required to operate in the current ATC system, in order to facilitate NAS access by all users. Users make business decisions on equipage level based on their cost/benefit assessments. Fully equipped users gain the maximum benefits due to the full range of options available to them for optimizing operations of individual aircraft and/or their entire fleet; these options include capabilities for flight autonomy, negotiation of user-preferred trajectories with the ATSP, and influencing ATSP decisions. Users who equip at an intermediate level gain significant benefits (over the current system) due to the options available to them for influencing ATSP decisions, including negotiation of user-preferred trajectories; however, they cannot conduct autonomous flight operations. This intermediate level of equipage also represents an intermediate point on the spectrum of NAS evolution towards DAG-TM. Even minimally equipped users may gain some benefits (compared to the current system) due to the improved overall efficiency of NAS operations and greater accommodation of user-preferences by the ATSP.
Users with full or intermediate equipage utilize a suite of AOC-based and/or FD-based Decision Support Tools (DSTs) to plan and execute their operations. They also use datalink capabilities to access and exchange information, including information on positions and velocities (and possibly intent) of other aircraft on the vicinity. This information on local traffic would be available directly by continuous broadcasts from aircraft with full or intermediate equipage, and indirectly by ATSP broadcasts of ground-based surveillance data and flight plans for minimally equipped aircraft.
　
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