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4.3.5.2 Solution (Flight Deck focus)
(a, b)  Appropriately equipped aircraft accept the responsibility to maintain separation from other aircraft, while exercising the authority to freely maneuver in en route airspace in order to establish a new user-preferred trajectory that conforms to any active local traffic flow management (TFM) constraints.
While in the en route operational domain, appropriately equipped aircraft are given the authority, capability and procedures needed to execute user-preferred trajectory changes without requesting ATSP clearance to do so. Along with this authority, the flight crew take on the responsibility to ensure that the trajectory change does not generate near-term conflicts with other aircraft in the vicinity. The trajectory change should also conform to any active local TFM constraints (bad weather, SUA, airspace congestion, arrival metering/spacing). User-preferred trajectory modification may be generated by the FD with AOC input if appropriate, or generated entirely by the AOC and transmitted to the FD via datalink. The FD broadcasts its modified flight plan via datalink (includes notification of ATSP) immediately after initiation of a trajectory modification; in most situations, this task is handled by on-board automation.
The ATSP monitors separation conformance for free maneuvering aircraft, and provides separation assurance for lesser-equipped aircraft, using CD&R DSTs. ATSP may act on behalf of lesser-equipped aircraft when they are in potential conflict with free maneuvering aircraft. For cases where the flight crew attempts, and fails, to resolve a conflict, automated systems or the ATSP will provide a required resolution. Procedures and flight rules are established that provide incentive for aircraft to equip for self separation, such as, perhaps, priority status in conflicts with lesser-equipped aircraft.
4.3.5.3 Potential Benefits
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Reduction in excessive and non-preferred deviations for separation assurance and local TFM conformance, due to the ability of the flight crew (of appropriately equipped aircraft) to self-separate and maintain local TFM conformance according to their preferences.

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Increased safety in separation assurance for all aircraft, due to CNS redundancy (FD as primary and ATC as backup) and increased situational awareness on the FD of appropriately equipped aircraft.

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Reduced ATSP workload for separation assurance and local TFM conformance, plus reduced flight crew workload for communications, due to distribution of responsibility for separation assurance and local TFM conformance between the ATSP and appropriately equipped FDs.

4.3.6  En route: Trajectory Negotiation for User-preferred Separation Assurance and Local TFM Conformance
It is noted that this concept element applies to all flight phases (Departure, Cruise and Arrival) in the operational domain of En route Airspace.
4.3.6.1 Problem
Same as 4.3.5.1, but repeated below for completeness.
　
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本文鏈接地址：Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM)(23)