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The congested airspace also lies in the path of TCA123. However, the flight crew consult their AOC and decide not to take pre-emptive action, hoping that the deviations of other flights will ease the congestion and eliminate the necessity of an ATSP-imposed operational constraint.
1110  Although the preemptive actions of NAA888 and other flights have mitigated the extent of the airspace congestion/complexity, it is still predicted to exceed the ATSP’s threshold. Using datalink, the ATSP notifies TCA123 (and other affected users) of the predicted operational constraint and supplies data for user analysis of preferred solutions. Using trajectory planning DSTs the TCA123 flight crew and the TransCon AOC work together to plan a preferred deviation that satisfies all known local constraints. The proposed deviation is transmitted to the ATSP via datalink. The ATSP evaluates the proposed deviations of TCA123 and other affected aircraft in the area, and determines that the corresponding trajectories will result in airspace complexity measures that are within acceptable limits (CE 7). The ATSP approves the proposed deviation of TCA123 (and other aircraft); the flight crew of TCA123 use their FMS to execute the trajectory deviation.
En Route / Terminal Arrival
1215  ATSP predicts that the arrival rate into San Francisco airport will temporarily exceed its runway capacity, resulting in metering of the arrival traffic flow at SFO between 1300 and 1330 (ET). At this time, NAA888 is approximately 300 miles away from its destination. Using datalink, the ATSP notifies the NorthAm AOC (and all other affected operators) of the metering constraint, and supplies relevant data for user analysis of preferences for arrival time, meter-fix and runway. NorthAm has a “bank” of several flights (including NAA888) arriving at SFO between 1300 and 1330 (ET). Due to the large number of connecting passengers on board NAA888, the NorthAm AOC decides to assign a high arrival priority to this flight relative to other NorthAm flights in the arrival bank. Using an arrival planning DST, the NorthAm AOC determines a set of desired arrival times as well as preferred meter-fixes and arrival runways for all flights in its arrival bank (implicit in this information is a preferred arrival sequence for all flights in the NorthAm arrival bank). All of these arrival preferences are transmitted to the ATSP via datalink.
Affected by similar arrival metering restrictions at San Jose airport, the TransCon AOC is notified of SJC metering constraints by the ATSP who also supplies relevant data for user analysis of preferences for arrival time, meter-fix and runway. Unlike NorthAm, TransCon does not have an arrival bank into SJC around the scheduled arrival time of TCA123, and consequently does not need to assign a relative priority to this flight. Using an arrival planning DST, the TransCon AOC determines a preferred meter-fix and arrival runway for TCA123, based on a desired arrival time equal to the scheduled time of arrival. All of these arrival preferences are transmitted to the ATSP via datalink.
　
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本文鏈接地址：Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM)(39)