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User Centric Enroute BBFM versus ATC Centric Enroute TBFM

 
 
ATC Centric Enroute Time based Flow Management (TBFM) Proposa
  1. High risk, yet to be developed, computationally difficult software, after FAA spent Billions/ decades with little impact on delay (MLS, AAS, CPDLC, GPS, FANS, RNP, ADS-B/C, etc.)
  2. High controller workload, as each controller must separate aircraft, plus manage the flow time/speed for numerous aircraft by receiving TBFM communication for each aircraft, process that message, and then communicate the speed/time required to the aircraft in their sector
  3. Requires a new, yet to be developed, real time TBFM communication capability for controllers
  4. TBFM has limited, if any, real time automatic coordination between users, ATC and aircraft
  5. Local flow sequencing without any pre-sort, limited, if any, business/user input into the flow
  6. High cost for users/ATC, requiring new avionics/equipment before any benefit is validated
  7. Highly controlled aircraft movement environment, difficult to scale
  8. Enroute TBFM is a part time system, activated when necessary at the larger airports (i.e., GDP)
  9. Limited information on what other IFR aircraft are doing, or want to do

User Centric Enroute Business Based Flow Management (BBFM) Solution
  1. Low risk, fully developed, operationally tested/validated COTS software solution, available today (Embry-Riddle University, FAA Task J, 2010-2012 and Georgia Tech, 2006)
  2. Low controller/pilot workload, ATC separates, pilots manage RTA for their one aircraft
  3. Communication capability bought and paid for, and already in place
  4. BBFM is a fully coordinated, real time, automatic process between users, ATC and aircraft
  5. Pre-sorts flow to enhance TMA/TSAS using real time business inputs from users
  6. Low cost for users/ATC, with new avionics/equipment based on actual, validated benefit
  7. Highly flexible aircraft movement environment, easy to scale
  8. Enroute BBFM RTA process is full time, 24/7-365, at every airport, for every aircraft
  9. Provides ATC/all users information on what each IFR aircraft wants to do (airline, GA, etc.)
 

The Alternative - Enroute Business Based Flow Management (BBFM) Solution

 
 
Present Day (within Next 3 to 5 Years)
Requires no new aircraft equipment or ATC equipment
  1. Current ATC procedures, separation and safety standards
  2. User driven, ATC coordinated, enroute Business Based Flow Management (BBFM), based on RTAs to current arrival fixes, issued once airborne, 300 NM to 1,000 (or more) from landing, inputs business criteria into the aircraft arrival flow (FAA Task J proved that a combined BBFM/TMA increased benefits above what each of them provide separately
  3. Integration of enroute BBFM RTA and TMA/TSAS/AMAN processes, allowing enroute BBFM to pre-sort the arrival flow so that the local ATC TBFM process can more accurately fine tune the arrival sequence
  4. Required Time of Arrival (RTA) as Universal Unit of Currency within ATC system
  5. ATC to act as the “Honest Broker” to equitably merge competing BBFM RTAs from users (i.e., airlines, GA) at the top airports
  6. Transition from GDP, MIT and CFMU operations to RTA based BBFM/TBFM operations
  7. Slow removal of structure around airports by moving the arrival fixes closer to the airport
  8. FMS to meet RTA, +/- 30 second accuracy
  9. RTA process to allow Constant Descent to 5 NM final at small, less busy airports
  10. RNP/PBN for approach and landing precision
  11. Expand BBFM time horizon such that the arrival BBFM Exchange RTA is coordinated prior to departure, 2nd RTA coordinated and issued shortly after takeoff to a point 30 NM from airport and 3rd RTA coordinated and issued (if required) 1 to 2 hours prior to landing for fine tuning the arrival flow, based on constantly updating the business criteria, winds, airport configuration, etc.
  12. Best Equipped, Best Trained, Best Served using easily measured RTA compliance metrics

Future (within 5 to 8 years)
Requires NextGen technologies
  1. Enhanced ATC procedures and separation standards
  2. 4D trajectory based operations (TBO = RTA plus 3D path)
  3. RTA as the Universal Unit of Currency within the ATC system
  4. Reduced separation standards for operators who equip and train (Best Equipped, Best Trained, Best Served), based on aircraft specific RTA/PBN/RNP and comm capabilities
  5. Equip aircraft with NextGen/Sesar avionics based on rapid ROI using proven processes
  6. New FMS, +/- 5 to 10 second RTA accuracy, real time winds, new wind grid (especially for descent)
  7. ADS-B position and intent
  8. Computerized Conflict Probe for ATC controllers to identify all 4D conflicts (i.e., provide angular separation during climb and descent)
  9. RTA based, constant Descent arrival to 5 NM final
  10. PBN/RNP for approach and landing precision
 


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