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reach into the billions of dollars once the program is
fully operational.
Free Flight Phase 1 began in October 1998 and launched
five software tools over the next four years. These were
Collaborative Decision Making (CDM), the User
Request Evaluation Tool (URET), and the previously
discussed SMA, TMA, and pFAST.
CDM allows airspace users and the FAA to share information, enabling the best use of available resources. It
provides detailed, real-time information about weather,
delays, cancellations, and equipment to airlines and
major FAA air traffic control facilities. This shared data
helps to manage the airspace system more efficiently,
thereby reducing delays.
CDM consists of three components. The first component allows airlines and the FAA’s System Command
Center in Herndon, Virginia, to share the latest information on schedules, airport demand, and capacity at times
(usually during bad weather) when airport capacity is
reduced. This shared information is critical to getting
the maximum number of takeoffs and landings at airports. The second component creates and assesses
possible rerouting around bad weather. This tool
enables the Command Center and busy major ATC
facilities to share real-time information on high-altitude traffic flows with airline operations centers, thus
developing the most efficient ways to avoid bad
weather. The third component provides data on the
operational status of the national airspace system.
Examples include runway visibility at major airports
and the current availability of Special Use Airspace.
URET allows controllers to plot changes in the projected
flight paths of specific airplanes to see if they will get
too close to other aircraft within the next 20 minutes.
URET means that controllers can safely and quickly
respond to pilots’ requests for changes in altitude or
direction, which leads to smoother, safer flights and
more direct routings. During trials in the Memphis and
290
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310
320
330
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350
360
370
380
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410
Figure 6-10. DRVSM High Altitude Routes.
6-12
Indianapolis en route centers, the use of more direct
routes made possible by URET was found to save airlines about $1.5 million per month.
ACCOMMODATING USER
PREFERRED ROUTING
Free Flight Phase 2 builds on the successes of Free
Flight Phase 1 to improve safety and efficiency within
the NAS. Implementation of Phase 2 will include the
expansion of Phase 1 elements to additional FAA facilities. This program will deploy a number of additional
capabilities, such as CDM with collaborative routing
coordination tool (CRCT) enhancements and CPDLC.
The National Airspace System status information
(NASSI) tool is the most recent CDM element to be
introduced. NASSI enables the real-time sharing of a
wide variety of information about the operational status
of the NAS. Much of this information has previously
been unavailable to most airspace users. NASSI currently includes information on maintenance status and
runway visual range at over 30 airports.
The CRCT is a set of automation capabilities that can
evaluate the impact of traffic flow management rerouting strategies. The major focus of this tool is
management of en route congestion.
IMPROVING ACCESS TO
SPECIAL USE AIRSPACE
Special use airspace (SUA) includes prohibited,
restricted, warning, and alert areas, as well as military
operations areas (MOAs), controlled firing areas, and
national security areas. The FAA and the Department of
Defense are working together to make maximum use of
SUA by opening these areas to civilian traffic when they
are not being used by the military. The military airspace management system (MAMS) keeps an
extensive database of information on the historical
use of SUA, as well as schedules describing when
each area is expected to be active. MAMS transmits
this data to the special use airspace management
system (SAMS), an FAA program that provides current and scheduled status information on SUA to
civilian users. This information is available at the following link http://sua.faa.gov/. The two systems
work together to ensure that the FAA and system
users have current information on a daily basis.
A prototype system called SUA in-flight service
enhancement (SUA/ISE) provides graphic, near-realtime depictions of SUA to automated flight service
station (AFSS) specialists who can use the information to help pilots during flight planning as well as
during flight. Pronounced “Suzy,” this tool can display individual aircraft on visual flight rule (VFR)
　
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