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Keeping track of information relevant to accomplishment of the goals,
including status of the goals and subgoals, information that may change them (e.g.,
constraints), current plans and actions, and information that may change
the current plans/actioms.

Actually comparing goals, subgoals, current statuses, plans/actions, relevant
information, etc., to determine if a change in the goals or plans/actions is required
or desirable

If plans/actions need to be modified
Determining new or modified plans/actions needed to meet current goals or new goals
Executing the new action/plans
Figure 18. Flight replanning information processing model
Figures 19-23 illustrate who performs each process in today’s environment for rerouting around “over-the-horizon” weather. The order of the processes are modified from above to be more representative of the replanning function: A plan is already in place, so monitoring is the first task, and re-assessing goals (re-planning) follows determination of the need to replan (assessing). The most important points to make in the current scenario are:
1.  
The flight crew is only peripherally involved in all the information processing tasks leading up to the need to assess whether they can comply with the new plan (or clearance) and

2.  
The dispatcher is only peripherally involved in the replanning and determining actions tasks (however, the more sophisticated airlines are currently becoming more involved in these tasks).

 

Monitoring

Dispatc Air Traffic Flight
-- Primary involvement -- Secondary involvement

Assessing

-- Primary

[Re]Planning
involvement -- Secondary involvement

50

[Re]Planning

-- Primary involvement -- Secondary involvement

Determining Actions

Dispatch Air Traffic Control Flight Crew

-- Primary involvement -- Secondary involvement
51

 

Modifying

Dispatc Air Traffic  Flight
-- Primary involvement

-- Secondary
involvement

Finally, an airborne concept that embraces a more active role of AOC and the flight crew (FC) in monitoring, assessing, [re]planning (setting new goals), and determining actions for the same scenario in a Free Flight environment is illustrated by showing changes in who performs each of the computational processes of flight replanning (Figures 24-28). The main Free Flight - current ATM environment differences implicit in these figures are that:
1.  
Flight crews and AOC’s play a much more active role in monitoring, assessing, re-planning and determining actions;

2.  
For any rerouting scenario affecting original position/time goals, new position/time goals are created;

3.  
Technology allows AOC, ATC, and the FC to share flight replanning goal, constraint, and information in common formats in real time; and
　
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