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Surveillance Requirements
Given that there is no passive surveillance available in the Oceanic realm today, any change will be a major improvement. How this information will be provided by the cockpit and displayed to the controllers, must be explored. The expected decrease in separation minima could lead to increased congestion in today's sectorization plan.  It may become necessary to resectorize the oceanic airspace into smaller more manageable sectors. This scenario needs to be modeled to determine the impacts on controllers and automation.  
 
Identification of Potential Conflict/Cockpit Conflict Probe
A conflict probe / conflict resolution system is envisioned as necessary for all environments under free flight. The Oceanic group predicted that this will affect the ocean in the same manner as the other domains for both controllers and in the cockpit. The matter of display to both sets of operators must be answered in the beginning of development through the use of rapid prototyping and simulation.  The size and shape of the protected and alert zones and the distance/time for resolution may require some adjustment for the oceanic environment.  Also, some standardization of the information and conflict probe/resolution capabilities and tools in the cockpit is necessary for free flight to be effective.
 
Controller Conceptualization of Flight Paths
The present oceanic airspace and route structure is simple and static.  In free flight the possible route choices may be more variable and complex.  Prototyping and modeling of these possibilities and how controllers will understand these more complex flight paths is required.  Some study of tools and training is necessary to ensure that the controllers will still "have the picture" so that any intervention will be well informed and result in the optimization of conflict resolutions.
 
Transition from Free Flight Airspace to Structured or Sovereign ATC Environment
The most unique facet of the ocean operation is envisioned to be the transition from free flight to structured airspace  (i.e. busy terminal airspace along the domestic coast), or the transition to and from free flight and international airspace (i.e. between U.S. free flight and another sovereign country’s ATC system). This issue expands to standardization among airlines from all countries in terms of their ability to operate within the free flight system.  These transitions may involve advance planning to sequence and separate the aircraft prior to the structured environment.  Therefore the transitions may constrain free flight in the unstructured airspace.  These issues must be resolved (particularly who is responsible for making the transition occur, the controller or the pilot).  Additionally, the rules for the transition to international airspace must be  negotiated within international groups (e.g., ICAO).
 
　
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