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International Standardization
There are tremendous advantages to having standard flight deck procedures throughout the world.  This commonality should cross oceanic, domestic cruise, and terminal environments.  There are human factors issues for training, cognitive load, and communication if these procedures are not standardized.  There may be significant time and effort required for the U.S. to coordinate and negotiate with the rest of the world to adopt free flight procedures, particularly in the oceanic environment which is controlled by different countries in different areas.  If the U.S. unilaterally changes oceanic procedures in the Pacific, there may be an outcry from other nations.  If the U.S. unilaterally implements free flight domestically, the procedures may be out of sync with those in other parts of the world.  Lack of standardization may lead to duplicative equipment and to human factors incidents and errors as a result of flight crews confusing procedures based on geography.
 
 
Terminal, Final Approach, and Airport Surface
 
The terminal group generated 17 issues related to free flight in the terminal environment.  Three activities preceded the generation of these issues, which, in turn, helped to constrain and guide issue definition.  These activities were:
 
. Defining the terminal environment under the free flight concept

. Establishing a set of assumptions

. Drawing from the RTCA Free Flight Report to use the "operational need of free flight" concept.

 
The terminal environment under the free flight concept was defined functionally as well as geographically.  The functional terminal environment is made up of the pilot, controller, airline dispatcher, and automation which work together to varying degrees to perform the following functions: sequence aircraft, assign runways, separate aircraft, maximize airspace and airport capacity, and to merge traffic flows.  The geographic terminal environment includes sector boundaries and restrictions (e.g., airspeed, altitude, separation).  Both the functional and geographic terminal environments will vary dynamically depending on aircraft capabilities, traffic complexity, and traffic density.  The group also argued that the definition of the free flight terminal environment will evolve from a current terminal environment with a free flight en route environment to a free flight terminal environment.
 
The terminal group also established a set of assumptions that serve as constraints
for guiding issue generation:
 
. mixed capability aircraft must be accommodated

. traffic densities, airspace complexity, runway occupancy time, wake avoidance, and lateral separation will constrain the feasibility of free flight in the terminal environment

. runway preference will be an option for the pilot
　
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