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possible by technologies such as GPS and CPDLC, both
lateral and longitudinal oceanic horizontal separation
standards are being reduced. Oceanic lateral separation
standards were reduced from 100 to 50 NM in the
Northern and Central Pacific regions in 1998 and in the
Central East Pacific in 2000. The FAA plans to extend
the 50 NM separation standard to the South Pacific.
Because flight times along the South Pacific routes often
exceed 15 hours, the fuel and time savings resulting
from more airplanes flying closer to the ideal wind route
in this region are expected to be substantial. Separation
standards of 30 NM are already undergoing operational
trials in parts of South Pacific airspace for properly
authorized airplanes and operators.
DIRECT ROUTING
Based on preliminary evaluations, FAA research has evidenced tremendous potential for the airlines to benefit
from expected routing initiatives. Specifically, direct
routing or “Free Flight” is the most promising for reducing total flight time and distance as well as minimizing
congestion on heavily traveled airways. Traditionally,
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pilots fly fixed routes that often are less direct due to
their dependence on ground-based NAVAIDs. Through
Free Flight, the FAA hopes to increase the capacity, efficiency, and safety of the NAS to meet growing demand
as well as enhance the controller’s productivity. The aviation industry, particularly the airlines, is seeking to
shorten flight times and reduce fuel consumption.
According to the FAA’s preliminary estimates, the benefits to the flying public and the aviation industry could
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
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Figure 6-10. DRVSM High Altitude Routes.
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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
　
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