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To address the communication problems, datalink technology will be used for surface operations clearances and other communications. Either before touchdown, or immediately after runway turn off, pilots will receive their taxi clearance from the ATSP via datalink text message. Pilots will acknowledge the clearance by pressing datalink response buttons located on the instrument panel, while retaining a text display of their clearance. The amount of verbal communication is reduced, thus lowering workload, frequency congestion, and opportunities for communication errors. Also, datalink may decrease or eliminate the need to stop while receiving a taxi clearance, thus increasing taxi efficiency. This concept requires two-way datalink capability between ATSP and FD, increased knowledge of aircraft locations by ATSP, and communication protocols between user, gate, and ATSP.

Fig. 4-7: Intelligent Ground System for Efficient Active-Runway Crossing
4.3.14.3 Potential Benefits
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Reduced delays in gate arrival, due to decreased active runway crossing hold delays.

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Increased taxi efficiency, due to datalink capabilities which may decrease or eliminate the need to stop while receiving a taxi clearance.

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Reduced workload, due to decreased verbal communication, frequency congestion, and opportunities for communication errors.

4.4 Storyline for Nominal DAG-TM Operations
In order to illustrate the connectivity and modality of the various Concept Elements (CEs), this section presents a storyline description for DAG-TM operations under nominal conditions. This storyline is a hypothetical narrative of events, set in the year 2017, for two flights from the New York City area to the San Francisco Bay area, operating under a DAG-TM paradigm.
North American Airlines (NorthAm), a commercial passenger carrier, operates flight NAA888 from New York Kennedy (JFK) to San Francisco (SFO). Trans Continent Airlines (TransCon), another carrier, operates flight TCA123 from Newark (EWR) to San Jose (SJC). Both aircraft are state-of-the-art 800-passenger Boeing 797 mega-jets; however they have different levels of onboard equipage, reflecting different avionics options purchased by the two airlines based on their business objectives. The NorthAm aircraft has a full level of equipage for DAG-TM and can therefore take advantage of all options offered by the DAG-TM paradigm of operations, including autonomous operations (e.g., free maneuvering, self spacing). The TransCon aircraft has an intermediate level of equipage for DAG-TM and can take advantage of some of the options offered by the DAG-TM paradigm of operations, including trajectory negotiation but excluding autonomous operation.
Both flights depart at the same time from airports in the New York City area and fly to airports in the San Francisco Bay area, using the same aircraft type (Boeing 797). Therefore they are generally in the same region of airspace at all times during their flight. This allows the storyline to illustrate different modes of operation (e.g., free maneuvering and trajectory negotiation) where applicable. NAA888 will be used to illustrate autonomous operations where the aircraft is authorized by the ATSP, in appropriate situations, to define and execute trajectories with no further approval required from the ATSP. TCA123 will be used to illustrate ground-controlled operations where the aircraft flight crew negotiate user-preferred trajectories with the ATSP (who has final approval authority).
　
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