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Enhanced Arrivals and Departures


The Project “Enhanced Arrivals And Departures” aims at delivering the following SESAR Solutions:

  • Extended Arrival Management with overlapping AMAN operations and interaction with DCB: Integrates information from multiple arrival management systems operating out to extended range into En-Route sectors with local traffic/sector information and balances the needs of each. Use of SWIM (System Wide Information Management) infrastructure will be required. Addresses the interaction between Traffic Synchronisation and DCB, including the identification of integration needs, and CTA in high density/complexity TMAs.

  • Use of Arrival and Departure Management Information for Traffic Optimisation within the TMA: Takes advantage of enhanced predicted demand information provided by local Arrival and Departure management systems to identify and resolve complex interacting traffic flows in the TMA and on the runway. A more consistent and manageable delivery of departures through user-definable TMA ‘hotspots’ into the En-Route phase of flight is enabled through automated support to departure metering and assistance tools provide the ability to coordinate complex interacting traffic flows within the TMA.

  • Dynamic and Enhanced Routes and Airspace: Brings together vertical and lateral profile issues in both the En-route and TMA phases of flight, with a view to creating an end to end optimised profile and ensuring transition between Free Route Airspace and Fixed route airspace, supported by new controller tools and enhanced airborne functionalities. Dynamic terminal airspace accommodates differing traffic and capacity constraints. Fixed SID/STARs are complemented with dynamic departures/arrival routes. Parallel Approach operations are improved through the application of RNP navigation specifications and the development of enhanced ATC procedures. The need for GA/Rotorcraft-specific route types will be investigated.

  • Airborne Spacing Flight Deck Interval Management.

  • Enhanced Rotorcraft and GA operations in the TMA: Further develops the Simultaneous Non Interfering (SNI) concept of operations providing procedures

  • Approach Improvement through Assisted Visual Separation: Assisted Visual Separation (CAVS/CAPP) (CDTI (Cockpit Display of Traffic Information) Assisted Visual Separation / CDTI Assisted Pilot Procedure).

With the extension of Arrival Management (AMAN) systems horizons, En-Route sectors are affected by concurrent arrival management strategies due to the overlapping AMAN horizons of several independent Terminal Manoeuvre Areas (TMAs). The interaction between Traffic Synchronisation and Demand-Capacity Balancing (DCB) within the extended horizon needs to be addressed, and potential information integration needs and balancing mechanisms need to be investigated and developed. Complex interacting traffic flows in the TMA (including from/to multiple airports) need to be more actively managed to increase safety and improve fuel efficiency whilst capacity is increased. ATM operations in high density/complexity environments require a constraining TMA route structure that results in sub-optimal performance due to the insufficient accommodation of different climb and descent profiles and the continued necessity to use stepped climbs and descents for some flights. This leads to an increased tactical operation which in turn leads to increased workload, increased fuel consumption, cost for the airspace user and the consequential increase of noise impact and emissions for arriving and departing aircraft. Use of stepped climbs and descents should be reduced at the same time as optimising flights laterally and with appropriate speed management, and optimising the overall Air Traffic Control (ATC) task. Multiple arrival management systems need to ensure a more regular flow of arriving aircraft managed for TMA optimisation as well as runway optimisation. Multiple departure management systems are required to enable a more consistent delivery of departures into the TMA and ultimately to En Route sectors. Improved flows will help to facilitate optimised profiles for aircraft, with dynamic route structures able to provide additional solutions integrated with the management of queues. IFR Rotorcraft operations are constrained to use same approach/departure procedures as fixed wing aircraft and due to their lower speed profiles, runway throughput is very often negatively impacted at busy airports.

This project will develop solutions that are expected to have a positive impact on the Network improving:

  • Environmental Sustainability / Fuel Efficiency (Reduced Fuel Burn per Flight)

  • Airspace Capacity (Improved Throughput / Airspace Volume & Time) and Airport Capacity (Improved Runway Throughput Flights /hour)

  • Predictability (Reduced Flight Duration Variability, against RBT)

  • Cost Effectiveness (Reduced Direct ANS Cost/Flight)

  • Safety (Reduced Total absolute number of fatal accidents with ATM contribution)