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In addition, the airports data base and its associated obstacles data base may be more limited than in the aircraft without AOC support because the airline may implement standard departure and arrival procedures based on airport conditions. However, the required times of arrival check is extended to cover RTAs given by both air traffic management and by the company. This allows for the possibility that the company will give an individual aircraft a time restriction to adjust the arrival sequence within the fleet (such as asking a lower priority aircraft to arrive at a fix no earlier than a certain time). This type of restriction would enable the dispatcher to meet a sequence requirement while leaving the means of doing so, by adjusting either the speed or the path or the best combination of the two, to the flight crew and the avionics, rather than requiring the dispatcher to issue a speed requirement based on less precise estimates.
The weather data base for an aircraft with AOC support may be different than that for an aircraft without such support. For example, the company may maintain proprietary weather data with unique characteristics, such as turbulence maps. Although the function of the aircraft data base may be similar to its function in an aircraft without AOC support, it may provide the added value of a final check against dispatcher errors. For example, if the dispatcher mistakenly files a plan to an aircraft with landing visibility below the legal limit for the aircraft, the aircraft data base, coupled with RVR data in the airports or weather data bases, would notify the crew that the proposed plan is not legal for current conditions.
Although these two figures provide a functional architecture view of how replanning would be performed, it is not meant to imply any particular technological solution for the replanning components or for the overall architecture of the flight deck. That is why we have not assigned specific checks to existing pieces of equipment, such as the FMS. There are many possible equipment configurations that could meet the functional requirements implied by the proposed architectures. This, then, does not restrict the proposed architectures to either an existing flight deck configuration or an entirely new one, but allows for the possibility of incorporation into either.

5.0 Conclusions
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), 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.
　
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