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0805  A FD-based CD&R DST alerts the NAA888 flight crew to a potential conflict with another departing aircraft. The ATSP has also been alerted to the potential conflict by their ATSP-based CD&R DST, and they monitor the situation closely. The CD&R DST onboard NAA888 provides a conflict avoidance advisory to the flight crew who review and then execute the suggested maneuver. After completion of the maneuver, NAA888 resumes its nominal departure trajectory.
The ATSP is alerted by their CD&R DST that a conflict is predicted to occur between the departing TCA123 and an arrival aircraft. Utilizing broadcast information on TCA123’s states (position, velocity components, weight, equipage level, etc.) and nominal departure trajectory parameters, an ATSP-based DST plans a trajectory modification for TCA123; the resulting trajectory avoids the conflict and results in minimal deviation from the planned departure trajectory. The ATSP reviews and transmits the trajectory to TCA123 via datalink. The ATSP instructs TCA123 via voice to execute the trajectory modification just transmitted by datalink for conflict avoidance, and to then resume its nominal departure trajectory.
En Route
0825  TCA123 and NAA888 approach their top-of-climb points and prepare to begin cruise flight.
NAA888 is contacted by the ATSP and cleared to “proceed present position, autonomous mode, direct SFO.” Upon reaching the initial cruise altitude, the flight crew of NAA888 use the FMS to execute the nominal free flight trajectory determined by the NorthAm AOC during pre-flight planning; a FD-based CD&R DST continues to search for conflicts with local traffic.
After leveling off at the initial cruise altitude, the flight crew of TCA123 use the FMS to execute the nominal user-preferred trajectory approved by the ATSP during pre-flight planning.
0845  A FD-based CD&R DST alerts the flight crew of NAA888 to a potential conflict predicted to occur 17 minutes later. The “intruder” is identified as Global Airways flight GLA234, a Boeing 797 equipped for autonomous operation, whose crew has also been alerted by their own FD-based CD&R DST. An ATSP-based CD&R DST has alerted controllers who monitor the situation, but do not intervene because the time-to-conflict is greater than the threshold for intervention, and both aircraft are operating in an autonomous mode. Flight rules governing this particular encounter dictate that the two fully equipped aircraft share the conflict resolution maneuver. The CD&R DST aboard NAA888 generates a trajectory modification that provides half of the required resolution maneuver. The NAA888 flight crew reviews and executes the maneuver, and immediately thereafter the datalink broadcast message is automatically updated with the new trajectory information, including intent (CE 5a). Fifteen seconds later, the NAA888 flight crew observe that the intent message broadcast from GLA234 indicates a new trajectory that accounts for the remainder of the resolution maneuver. The NAA888 CD&R DST verifies through aircraft state information received via datalink that GLA234 is tracking its broadcast trajectory, and the conflict alert ceases.
　
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本文鏈接地址：Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM)(37)