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An ATSP-based CD&R DST predicts a potential conflict, predicted to occur 12 minutes later, between TCA123 and the minimally-equipped Econo Airlines flight ENA789. The ATSP contacts the flight crews of both aircraft to inform them of the predicted conflict and to request their trajectory deviation preferences for conflict resolution. Since ENA789 has been experiencing some air turbulence, the flight crew declare a preference to climb to a higher altitude (the flight crew of TCA123 also convey their preference to the ATSP). Using their CD&R DST, the ATSP determines that the altitude change requested by ENA789 would resolve the conflict, and authorizes ENA789 to climb to the requested altitude. TCA123 proceeds without any trajectory deviation.
0930  Updated weather information now available (CE 0) indicates that a region of strong headwinds lies approximately 150 miles ahead of NAA888. The NorthAm flight crew use a FD-based flight planning DST to design a trajectory deviation that diverts the aircraft away from the region of strong headwinds, while conforming to local TFM constraints. Upon execution of the trajectory by the flight crew, the FMS changes the aircraft’s course to follow the new trajectory, while a FD-based CD&R DST continues to search for potential traffic conflicts. Since NAA888 has been cleared to operate in autonomous mode, the flight crew does not need permission from the ATSP to alter course. The new flight intent information is included in the datalink message broadcast to the ATSP and other aircraft within broadcast range (CE 5b).
Having also received the updated weather information (CE 0), the TCA123 flight crew contact the TransCon AOC and request their input to plan a new trajectory that diverts the aircraft away from the predicted region of strong headwinds that lies along their current trajectory. Using a FD-based trajectory planning DST, the flight crew design a nominal conflict-free user-preferred deviation that avoids the region of strong headwinds, while conforming to local TFM constraints. The trajectory request is transmitted via datalink to the ATSP via datalink. The flight crew is confident of receiving approval, since an effort was made to anticipate ATSP constraints in the generation of the trajectory. The ATSP evaluates the request with the assistance of a trajectory planning DST. The nominal trajectory is found to meet all local TFM and traffic constraints, and the ATSP approves the request via datalink (CE 6b). The TCA123 flight crew use the FMS to execute the new trajectory, while broadcasting an updated intent message via datalink.
1045  Updated traffic density/complexity data now available (CE 0) suggests that an airspace sector on the current route of NAA888 may “go red” within the next 30 minutes due to traffic congestion. If this trend continues, the ATSP will have to impose restrictions on traffic in the local airspace to keep their workload within acceptable limits. NAA888 is presently 25 minutes upstream of this airspace sector. The flight crew contact their AOC, who inform them that NAA888 is carrying a large number of passengers with connecting flights at San Francisco; therefore, an on-time arrival is a high priority. Working with their AOC, the NorthAm crew decides to take pre-emptive action by re-routing the flight (CE 7). The crew uses the autonomous flight planning capability of the FMS to design a new trajectory with a small deviation and a corresponding speed increase that routes the aircraft away from the predicted region of congested airspace without changing the estimated time of arrival at SFO. After execution of the trajectory by the flight crew, the FMS changes the aircraft’s course to follow the new trajectory. Since NAA888 has been cleared to operate in autonomous mode, the flight crew does not need permission from the ATSP to alter course. The new flight intent information is included in the datalink message for broadcast to the ATSP and other aircraft within broadcast range. Meanwhile, a few other aircraft that were due to arrive in the same congested airspace at approximately the same time as NAA888 also take preemptive action for similar reasons.
　
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本文鏈接地址：Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM)(38)