.
Corporate Aviation

.
Airlines (both large, inter-continental carriers and small, niche operators)

.
Package Carriers

.
Air Traffic Control System Command Center

.
Air Route Traffic Control Center

A wide cross section of airspace user and stakeholder perspectives is needed to understand varying interests and inefficiencies in order to influence efforts associated with NAS modernization.
The interview data are presented in terms of summary descriptions of planning/replanning goals, constraints, functions, information, and information sources for each of the operator classes. Further, a typical replanning scenario is described from the perspective of the various operator classes and stakeholders. From these data, routing or flight planning/replanning inefficiencies are identified. They generally fall into three categories:
.  
All stakeholders in the planning or replanning process are not included in decision making

.  
Decisions are not based on the best information

.  
System inflexibilities exist which limit optimal solutions

Each of these inefficiencies create delays and indirect routing that, from the airline perspective, are at the heart of schedule integrity and fuel usage improvements that they wish to achieve. It is worth noting that fuel optimization is not nearly as important to airlines in minimizing their direct operating cost as is maintaining their published schedule of operations.
Based on a formal analysis of stakeholder goals derived from the interviews, flight replanning functions and information are reallocated to the different stakeholders, and an airborne functional concept depicting flight deck functions, information and information flow for flight planning/replanning is developed based on this reallocation. The general conclusion is that by involving airline operating centers and flight crews more in the flight replanning process (especially for those scenarios involving global constraints such as major weather events or traffic congestion problems where their involvement is currently lacking), more optimal (from a combined stakeholder perspective) replanning solutions can be derived. This does not necessarily mean that aircraft need more maneuvering or separation authority. It also does not assume a “free maneuvering” capability. Additionally, when replanning tasks are shared in a collaborative decision making sense among air traffic service providers, airline operations centers, and flight crews, then they need shared information in common formats with collaboration aids to assist referencing common events and phenomena. These functional and informational changes on the flight deck should not only reduce current replanning inefficiencies by involving all stakeholders and allowing decisions to be made on the best information, but it should also improve the predictive capability and situation awareness of all parties, which will be required to support the more flexible routing promised by Free Flight.
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Airborne-Based Conflict Probe(5)