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AMAN Status Review 2010

EUROCONTROL

Sub-title of the document enIrit aut autpat velit eugueriure co

Edition Number: 0.1Edition date: 17 December 2010

EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION

EUROCONTROL

COOPERATIVE NETWORK DESIGN


Edition Number : 0.1

Edition Date : 17 th Dec. 2010

Status : Proposed Issue

Intended for : General Public


Edition: 0.1 Proposed version Page 1

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Abstract

This document presents a Status Review report on AMAN in Europe in 2010. It is an updated version of the document “AMAN Status Review 2009” (Reference 1 ).

This document provides an overview of available AMANs in Europe and their respective users, together with some users’ comments. Material on AMAN Concept, System Components and AMAN Issues, previously contained in the 2009 version of this document is now available in the “AMAN Guidelines” (Reference 2 ).

This document should be viewed in parallel with those “AMAN Guidelines”.

Keywords

AMAN ATCO Arrival Management Inventory

System Support Time to Lose Time to Gain Sequencing / metering

Traffic flows Controller tools Airport TMA

Authors

Nathalie Hasevoets and Paul Conroy

Contact(s) Person Tel Unit

Nathalie Hasevoets +32 2 729 31 83 CND/CoE/AT/AO

Paul Conroy +32 2 729 35 80 CND/CoE/AT/AO

STATUS, AUDIENCE AND ACCESSIBILITY Status Intended for Accessible via

Working Draft � General Public � Intranet �

Draft � CND Stakeholders � Extranet �

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Released Issue �


Page 2 Proposed version Edition: 0.1

DOCUMENT APPROVAL

The following table identifies all management authorities who have successively approved the present issue of this document.

AUTHORITY NAME AND SIGNATURE DATE Responsible

Manager

Head of Unit CND/CoE/AT/AO

17th Dec. 2010

Responsible Manager

CND/ND/Tech Deployment/ATC

17th Dec. 2010



DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the present document.

EDITION NUMBER

EDITION DATE REASON FOR CHANGE PAGES

AFFECTED

0.1 2010 Initial draft All

Publications

EUROCONTROL Headquarters

96 Rue de la Fusée

B-1130 BRUSSELS

Tel: +32 (0)2 729 1152

Fax: +32 (0)2 729 5149

E-mail: [email protected]



Contents

DOCUMENT CHARACTERISTICS........................... ..................................................1

DOCUMENT APPROVAL.................................. .........................................................2

DOCUMENT CHANGE RECORD...............................................................................3

EXECUTIVE SUMMARY.............................................................................................6

CHAPTER 1 – Introduction ........................... ............................................................7 1.1 Context.......................................................................................................................7 1.2 Purpose......................................................................................................................7 1.3 Scope.........................................................................................................................8

CHAPTER 2 – Inventory of AMAN Products............. ...............................................9 2.1 MAESTRO (Supplier: Egis-Avia) ...............................................................................9 2.2 OSYRIS (Supplier: BARCO)....................................................................................11 2.3 4D Planner (Joint Suppliers: DFS and DLR) ...........................................................14 2.4 IBP and future SARA extension (Developer: LVNL) ...............................................16 2.5 OPTAMOS (Supplier: AVIBIT).................................................................................18 2.6 SELEX AMAN (Supplier: SELEX Sistemi Integrati) ................................................19

CHAPTER 3 – Inventory of AMAN Users in 2010 ........ ..........................................22 3.1 Deployment at major European Airports .................................................................22 3.2 Geographical distribution of AMAN Suppliers/Users...............................................24

CHAPTER 4 – Inventory per country .................. ...................................................26 4.1 Countries reporting AMAN “Partially completed / “Completed” (LSSIP) .................26

4.1.1 Austria .........................................................................................................26

4.1.2 Denmark .....................................................................................................26

4.1.3 Finland ........................................................................................................27

4.1.4 France.........................................................................................................28

4.1.5 Germany .....................................................................................................32

4.1.6 Ireland .........................................................................................................37

4.1.7 The Netherlands .........................................................................................37

4.1.8 Norway........................................................................................................38

4.1.9 Sweden .......................................................................................................39

4.1.10 Switzerland .................................................................................................40

4.1.11 Ukraine........................................................................................................41

4.1.12 United Kingdom ..........................................................................................42

4.2 Countries reporting AMAN “Planned” / “Late” (LSSIP)............................................43 4.2.1 Belgium .......................................................................................................43

4.2.2 Italy..............................................................................................................44



4.2.3 Latvia...........................................................................................................44

4.2.4 Portugal.......................................................................................................44

CHAPTER 5 – Common characteristics of deployed AMAN s..............................45

CHAPTER 6 – Conclusions............................ .........................................................47 6.1 Findings ...................................................................................................................47 6.2 Recommendation.....................................................................................................48

Annex 1. ESSIP/LSSIP............................................................................................49 A1.1 ESSIP (2011-2015)..................................................................................................49 A1.2 LSSIP (2010-2014) ..................................................................................................51

REFERENCES..........................................................................................................54

ABBREVIATIONS...................................... ...............................................................55

List of Figures

Figure 1: MAESTRO HMI – Runway view................ ..........................................................10 Figure 2: MAESTRO HMI - IAF views .................. ..............................................................11 Figure 3: OSYRIS - High level representation ....... ...........................................................12 Figure 4: OSYRIS - HMI view ........................ .....................................................................13 Figure 5: 4D PLANNER - ACC display (EDDF Oct.2011). .................................................15 Figure 6: 4D PLANNER - APP display (EDDM) .......... .......................................................15 Figure 7: IBP/SARA – HMI view Approach Planner..... .....................................................17 Figure 8: IBP/SARA - HMI view ACC controller label . ......................................................17 Figure 9: OPTAMOS - Functional Diagram............. ..........................................................18 Figure 10: OPTAMOS - HMI view...................... .................................................................19 Figure 11: SELEX - High level representation ....... ...........................................................20 Figure 12: SELEX - Working method .................. ..............................................................20 Figure 13: SELEX - HMI view ........................ .....................................................................21 Figure 14: Arrival Traffic at major European Airpor ts ................................................. ....23 Figure 15: Distribution of AMAN Suppliers/Users .... .......................................................24 Figure 16: FDPS per countries ...................... ....................................................................24 Figure 17: AMAN information sharing in Lyon........ .........................................................31 Figure 18: AMAN 4D PLANNER ACC Display............. ......................................................34 Figure 19: AMAN 4D PLANNER Frankfurt APP Display... ................................................35 Figure 20: ESSIP 2011 - 2015 (1) ................... ....................................................................50 Figure 21: ESSIP 2011 - 2015 (2) ................... ....................................................................50 Figure 22: LSSIP 2010 – 2014 (1) ................... ....................................................................51

List of Tables

Table 1: AMAN Deployment at major European Airports ................................................23 Table 2: LSSIP 2010 – 2014 (2) ..................... .....................................................................53



EXECUTIVE SUMMARY

Operational requirements for Arrival Manager (AMAN) were developed in the late 1990s in the framework of EATCHIP (Reference 3 ). The ATM systems industry has been developing AMAN functionalities in line with the EATCHIP (later EATM) guidelines, and has delivered these (commercial) systems/products to a number of ANSPs.

In parallel, a number of major Air Navigation Service Providers (ANSPs) have been developing and prototyping AMAN tools according to their own specific needs.

Many of these systems are in day-to-day use across Europe. However, some major airports from the top 25 busiest airports in Europe still operate without a dedicated Arrival Management system.

This document summarises and describes the available AMAN products, shows the status of current (2010) AMAN implementations, and presents some high-level gathered experience and comment from ANSPs using AMAN systems. It also shows where AMAN developments are being considered.

The information contained in the document has been gathered from several sources, internally within EUROCONTROL and in ANSPs and in Industry.

The original “AMAN Status Review 2009” (Reference 1 ) contained sections and information on AMAN Concept, AMAN System Elements and Issues at Technical/Operational level. These sections have been removed from this version of the “AMAN Status Report 2010”, and are now being incorporated into the “AMAN Guidelines” (Reference 2) currently available.



CHAPTER 1 – Introduction

1.1 Context

Operational requirements for Arrival Manager Systems (AMAN) were developed in the late 1990s in the framework of EATCHIP (Reference 3 ). The ATM systems industry has been developing AMAN functionalities in line with the EATCHIP (later EATM) guidelines, and has delivered these (commercial) systems/products to a number of ANSPs.

In parallel, a number of major Air Navigation Service Providers (ANSPs) have been developing and prototyping AMAN tools according to their own specific needs.

This document summarises the status of current (2010) AMAN concepts and implementations, describes available products and presents some general gathered experience and comment from ANSPs using AMAN systems. It also shows where AMAN developments are being considered. It is an update to information previously published in the “AMAN Status Review 2009”.

The information gathered for the “AMAN Status Review 2009” activity, and for this update is being used as the basis for the development of new AMAN implementation guidelines (currently scheduled for delivery late 2010), for use in the acquisition or development of AMAN tools, from the initial study of feasibility, through specification, to transition to operations.

1.2 Purpose

Although AMAN implementations successfully operate on a global stage, the purpose of the document is to reflect the current (2010) status and deployment of AMAN in Europe, identifying generic objectives and describing the generic system capabilities to be found there.

Furthermore, the baseline attempts to identify different implementation options and different day-to-day operational use, analysing the feedback given by ANSPs and Air Traffic Controllers (ATCOs).

The document also highlights some particular local development/use of AMAN, such as initial day-to–day use of “Required Time of Arrival” (RTA) in Lyon.



1.3 Scope

The organizations that have contributed to this “Status Review” document represent a selection of ANSPs already using an AMAN or planning to use AMAN systems.

• Austria, Denmark, Finland, France, Germany, Netherlands, Sweden, Switzerland are countries known to be using or to have partially implemented an AMAN system for some time. Some of these countries are using a dedicated AMAN system for more than 10 years and their systems are generally considered to have reached a certain level of maturity.

• Other countries such as Ukraine are using basic arrival management functionality embedded in their FDPS.

• Belgium, Ireland, Italy, Latvia, Norway, Portugal and United Kingdom are representative of countries that have recently implemented or are planning to implement an AMAN.

In 2009 a questionnaire was sent to each of those countries (ANSPs) and their initial feedback was compiled. Their identified high-level issues regarding AMANs were also summarized.

In 2010 additional information was supplied by some users, and that information, together with the original feedback, is incorporated into this, the 2010 version of the Status Review document.

Other countries, such as Bulgaria and FYROM, have supplied information regarding initial AMAN/sequencing capabilities built into their Flight Data Processing System, as mentioned in the LSSIP documents. Relevant ESSIP/LSSIP documents are copied in the attached annex. The main ESSIP regarding basic AMAN is ESSIP 7.1 and covers the period 2011 – 2015.

Prior to the inventory per country, a description of each commercial product is supplied.

Current AMAN products on the market, in use, or in planning, include:

• MAESTRO (Egis-Avia) • OSYRIS (BARCO) • 4D PLANNER (DFS, DLR) • OPTAMOS (AVIBIT) • SELEX AMAN (SELEX-SI) • IBP/SARA (LVNL)

Fundamental commonalities of these systems are identified in this document, as well as some essential differences.



CHAPTER 2 – Inventory of AMAN Products

The information reproduced below is either kindly supplied by industry, by individual ANSPs using/developing AMAN products1, or is compiled from publicly available commercial data; EUROCONTROL has not independently validated any of the information included in this chapter. (Info updated during Q3/ 2010).

2.1 MAESTRO (Supplier: Egis-Avia)

Website: www.egis-avia.com/products/ATC-Systems

MAESTRO is a sequencing tool which encompasses the arrival and departure management function. AMAN and DMAN features can be deployed in a single system or in two separate systems.

AMAN Arrival Management module (further down referred to as MAESTRO) is providing an arrival sequence for up to 5 independent TMAs. This sequence is displayed to all relevant air traffic controllers in Approaches, En Route sectors and possibly in the Towers in order to help them to handle the arrival traffic in an efficient way. A delay to be absorbed is computed for each flight and is managed by upstream sectors (En Route) to feed the approach area with smooth traffic preventing the use of holding pattern.

The system enables an optimum utilisation of airspace and runway capacity by distributing the workload associated to arrival and departure control among En Route, Approach and ground-based controllers involved, thus minimising delays and excessive fuel consumption.

In this perspective, the system provides En Route, Approach and Tower controllers with graphical views of the computed sequence and the control actions which have to be taken accordingly. Throughout this process, controllers keep the sequence operations well in hand as MAESTRO enables them to make manual changes in order to test sequencing options.

1 SARA (considered to be used in conjunction with IBP) is currently not a commercial product; it is still under LVNL internal development.



MAESTRO:

o Keeps a record of arrival flight plans from the local Flight Data Processing System (FDPS) and possibly of radar tracks from the local Radar Data Processing System (RDPS) if the FDPS estimates (ETO) are not accurate enough.

o Allocates each incoming aircraft to a destination runway in accordance with geographic runway allocation rules, runway restrictions associated with noise reduction procedures, selected Terminal Control Area (TMA) configuration and runway separations and flight priorities.

o Calculates the optimum scheduled time of arrival at the TMA entry fix and at the runway threshold and the delays to be absorbed to abide by this scheduled time.

o Optimises the overall sequence in order to minimise the delays and holding pattern situations.

Figure 1: MAESTRO HMI – Runway view



Figure 2: MAESTRO HMI - IAF views

AMAN/DMAN integration.

Arrival and Departure management functions share:

• the same hardware, middleware, supervision, connexions to external systems, recording/replay, data management making easier the integration of the departure function

• the same TMA configuration to synchronise the change of the runway orientation or the closure of the runways (e.g. runway inspection) for the both flows

• possibly the same timeline on the air traffic controller HMI for the runway views

The departure sequence takes into account the arrival flows to compute the managed take off time (MTOT).

2.2 OSYRIS (Supplier: BARCO)

Website: http://www.barco.com/en/product/1229

The general objective of OSYRIS AMAN is to manage the flow of arriving aircraft in order to make best use of the available ATC resources, such as runways and airspace. This must be achieved without increasing workload; in practice the planning features of the AMAN will decrease controller workload, particularly in unusual circumstances such as recovery from events such as runway closures.

To achieve these goals, OSYRIS AMAN provides sequencing and scheduling of arrivals and advice generation for all controllers involved. In addition, planning functionalities like



automatic runway allocation are provided.

The current traffic situation is continuously reported to AMAN by radar and flight plan data. OSYRIS monitors the traffic situation and (re)calculates trajectory predictions in cases of a mismatch between actual and predicted positions. An arrival traffic sequence is planned based on this input and the current spacing requirements . The plan results in a set of advisories that are presented to the controllers.

The controllers set up their planning using the advisories from OSYRIS as a starting point. The controller could decide at any time to modify the sequence (e.g. by a manual change in the arrival sequence) or introduce additional constraints into the calculations. When the controllers have made their decisions they send the corresponding instructions to the pilots. Depending on how arrival traffic evolves, AMAN monitors the situation and adapts the planning results and advice generation accordingly.

14:20

14:15F002

F001

F003

14:10

14:05

14:00

13:55

14:25

14:20

14:15F002

F001

F003

14:10

14:05

14:00

13:55

14:25

Scheduling Times(STO/STA)

Time to Gain/Lose(TTG/TTL)

Prediction

1. LandingSequence

SpacingRequirements

2. Advices

F002

F001

�

F003

�

�

TMA

En Route

Flight PlansTracks

Weather

ATC ControllerInstructions

Figure 3: OSYRIS - High level representation

The generated advisories are optimized according to different selectable goals (for example minimum average delay or minimum deviation from preferred profile).

The results of the sequencing and planning process are primarily presented in the form of traffic sequences for a configured set of reference points or runways together with requested times over these reference points or runways.

These requested arrival times can be used directly to guide flights, e.g. as goals to be achieved with the help of the on-board Flight Management System (FMS). They can also be regarded as a suggestion to the controller to be achieved via different measures (rerouting, holding, vectoring, speed changes) that are at the disposal of the controller.

In addition, AMAN generates specific advice (e.g. speed advice, route allocation, turn to point) that indicates how a given planning time can be reached. The calculation of speed advice exploits the OSYRIS Trajectory Predictor’s capability of varying the flight profile while the time at the final point is treated as a constraint.

AMAN supports an early planning of the arrival sequence over an extended time/distance horizon and calculates a precise arrival time for every flight as soon as radar data is



available. Before radar data becomes available, planning relies on the flight plan, and is updated once surveillance data is provided. The pilot can be informed about this arrival planning when entering the operational horizon.

The system will sequence and meter the arrival traffic for a target airport when it is still far outside the TMA. Traffic streams from different En Route sectors are organized to enter the TMA in a way that fits the plan for the final approach sequence. The natural peaks and troughs in traffic are smoothed in order to make efficient use of constrained resources such as certain runways.

The OSYRIS AMAN provides true optimization of the arrival sequence and takes account of wake turbulence categories (WTC) and flight profile characteristics. Thereby it makes best use of constrained resources while allocating delay fairly and with a clear audit trail.

A very important aspect of the AMAN concept is the ability to centralize the planning of the arrival traffic and to organize the distribution of the results to all related sectors and workstations. This means that all controllers are informed about the global planning and can avoid contradictory advice from successive sectors due to differing local perceptions of air situations and sector load.

Figure 4: OSYRIS - HMI view

AMAN/DMAN Integration

The OSYIRS queue management tool suite includes a Departure Manager (DMAN) . Both tools AMAN and DMAN share the same technical framework and could operate separately or combined. The integrated solution supports mixed mode runway operation for arrival and departure traffic to optimise airside resources.

The OSYRIS queue management suite is completed by the Collaborative Flow Management (CFM) . CFM enables airlines to jointly agree on priority flights and reschedule their services by matching demand to capacity. It exchanges data with the AMAN system and uses it to control traffic in the most efficient manner possible.



2.3 4D Planner (Joint Suppliers: DFS and DLR)

Website: http://www.deutscheflugsicherung.de/dfs/internet_2008/module/worldwide_solutions/englisch/worldwide_solutions/systems/4d_planner/index.html

The DFS product 4D Planner is the first operational second-generation arrival manager. It maximises the use of the limited resources of airspace and runway throughput, thereby achieving maximum flexibility and a lower workload for the controller.

The 4D Planner operates in four dimensions; apart from the normal dimensions of horizontal position x-y and altitude z, the fourth dimension "time" is integrated into all calculations. This fourth dimension improves the accuracy of the arrival management system while maintaining the high safety level. Using all relevant data, the system generates an overall plan for all approaches, derives the appropriate management information from this plan and displays this information to the controller. The 4D Planner continuously compares the planned with the real traffic situation in order to update the optimum approach sequence. The controller is thus able to precisely control approaching air traffic with respect to the timing and adjust the separation distances at the runway threshold for optimum efficiency. The system considerably reduces the effects of interfering factors on the separation accuracy. This applies to both external factors, such as wind, and inaccuracies resulting from human shortcomings on the ground and in the air. The new planning system also ensures more precise compliance with the times over metering fixes and the runway threshold.

Main points:

• No Freezing of Sequence and Target Times, Updates permanently allowed • Permanent Estimate Calculation based on Radar Data • Sector Sequences with slow Adaption in ACC for Planning Stability • Final Sequence with fast Adaptation in the TMA for Flexibility • Knowledge about operational Procedures included • Possible participation of upstream Centres (OLDI Message AMA) with display of TTL

or Target Time in the Radar Label • New silent level coordination function between ACC and APP (2009) • Statistic Function e.g. “landing per hour” and “average separation on final” • Functions “miles to fly” (Oct. 2011) and “load balancing” (Oct.2011)



Figure 5: 4D PLANNER - ACC display (EDDF Oct.2011)

Figure 6: 4D PLANNER - APP display (EDDM)

AMAN/DMAN integration:

There is no information available on integration with DMAN.



2.4 IBP and future SARA extension (Developer: LVNL)

Website: http://www.kdc-mainport.nl/ (Search “SARA”).

IBP: Inbound Planner.

IBP is a planning tool, to support APP (Approach) operations and to regulate the flow of traffic to Amsterdam Schiphol airport.

A default main landing runway is defined per IAF. The traffic to a main landing runway is regulated through the introduction of a landing interval between each aircraft in sequence. The landing interval is either calculated from the minimal WTC radar separation between two flights or a fixed value.

The result of the IBP process is the computation (and display) of landing slots for each inbound flight to a main runway and the computation (and display) of its EAT. This result is manually tuned by the approach planner for optimal runway usage.

The computed EATs2 are used by ACC controllers as time reference for the aircraft to pass the IAF and be transferred to APP. There is currently an allowed margin of 2 minutes on this reference time.

The automatic IBP tool can be switched on or off and has different planning states: unplanned, slot requested, planned, reserved or manual. A flight becomes “planned” 14 minutes before the IAF (horizon). As a result flights further from their IAF but closer to the landing runway will become “reserved”. IBP is based on the principle of “first come first served” with manual override.

SARA extension to IBP

SARA is being developed as an ACC (area control) tool. It will start working with a flight before TOD. It will calculate a descent speed and route that will put the aircraft at the IAF according to plan. The aim is that the accuracy over IAF will be high enough to allow for fixed route operation in the TMA.

It was realised from the outset of the project that SARA will generate advice relevant to more sectors. For the Amsterdam situation this means that adjacent ATC centers will be involved.

SARA is an integral part of the ATC system:

1. The flight appears to the ATM system and is entered in the AMAN planning 2. Once the planning is considered stable, SARA starts working 3. SARA reads the Expected Approach Time (EAT) for the flight. 4. SARA contacts the TP and collects the current position of flights. It also uses the TP

to calculate the flights Estimated Time Over (ETO) the IAF 5. SARA compares the EAT and ETO. If the difference is outside a set bandwidth (+/-

30 seconds at IAF), it will initiate the process to generate advisories 6. An iterative process is started where SARA uses the TP to calculate a speed and

route combination that will bring the aircraft to the IAF such that the EAT and ETO is below the threshold value

7. Once a solution is found, it is communicated to the controller

2 Expected approach time. The time at which ATC expects that an arriving aircraft, following a delay, will leave the holding fix to complete its approach for a landing.



SARA is used to develop and validate a Concept of Operation that will give:

� Traffic delivered with high accuracy at IAF � Lower workload for controllers � More predictability for airlines

SARA will:

� Reduce planning deviations to enable Fixed P-RNAV routes in the TMA � Shift executive workload to planning domain � Implement the global Tailored Arrivals Concept in high-density airspace

Figure 7: IBP/SARA – HMI view Approach Planner

Figure 8: IBP/SARA - HMI view ACC controller label




There is no information available on integration of IBP/SARA with DMAN.

2.5 OPTAMOS (Supplier: AVIBIT)

Website: http://www.avibit.com/Solutions/OPTAMOS.htm

OPTAMOS automatically creates optimized arrival sequences and advisories (time over waypoint and route selection) to achieve the sequence.

As OPTAMOS sends the time-to-lose and time-to-gain advisories via an AMA message directly to cooperating adjacent units, the traffic in the TMA and thus the controller workload can be reduced.

The OPTAMOS user interface is typically installed both at the APP and ACC units. While the ACC unit can work to provide the planned sequence at the metering fixes, the APP can guide the flights via FMS transition route advisories.

Finally the planner can dynamically adjust the total capacity by changing the DLI (determined landing interval) at the runway.

Figure 9: OPTAMOS - Functional Diagram



Figure 10: OPTAMOS - HMI view


OPTAMOS can easily be linked to a departure management system either by sending planned runway occupancy time to the departure manager or by considering departure aircraft in the arrival sequence.

2.6 SELEX AMAN (Supplier: SELEX Sistemi Integrati)

The AMAN assists the Controllers in the sequencing activity of arrival flights on a given airport. AMAN distributes the workload by improving coordination between ACC and APP and between sectors in ACC and between APP and TWR. AMAN provides a list of SFPLs (Arrival Sequencing List - ASL) in order to ensure a safe separation between two consecutive landings on a constraint point (Initial Approach Fix, aerodrome or runway) and ensures optimum runways utilization and the quickest landing time for aircraft. The AMAN takes into account the SFPL Trajectory, the Environment Data provided by the FDP and the controller orders and provides the Arrival Sequencing List .



Figure 11: SELEX - High level representation

The AMAN computes the optimised times over the Sector Exit Fixes or TMA Entry Fixes and Scheduled Time of Arrival (STA). An Arrival Sequencing List includes all flights whose Expected Time Over (ETO) on a constraint point is less than T minutes (Operational Horizon – between 0 and 300 minutes; typically 60 minutes) from the actual time. Several ASLs can be defined for different constraint point within the Area of Responsibility.

In order to assure the right separation among arrival flights, within a given operational horizon, ASL can be automatically or manually updated and automatic advisory are also performed. When a flight lands (reach the constraint point) or is re-routed to another airport it is automatically deleted from the Arrival Sequencing List.

An SFPL is “eligible” for AMAN if:

• it’s within the operational horizon • its state is greater than “pending”

If ETA (or ETL) does not meet predefined time separation constraints, the AMAN will propose a different Scheduled Time (STA or STL) for each flight, assuming |STA–ETA| is minimum.

Figure 12: SELEX - Working method

The order of the optimised sequence (ASL) may change in consequence of:

• the input of the operative order • the change of the priority class of the flight



• the change of the flight trajectory (re-calculation) For establishing and maintaining the arrival sequence, AMAN uses the Wake Turbulence Category (WTC) of the flight to define the separation minima in approach phase of flight.

The AMAN provides to the controller the following operational advisories:

• if STA=ETA − “No Delay”

• if STA>ETA − “Delay on Airway”, the system suggests a new speed beginning from a given

application point regarding to the obtainable maximum delay from that point to the Top of Descent (TOD);

− “Delay on feeding fix”, the system suggests the holding procedure on the basis of the number of flights in holding phase (<MAX) and the obtainable maximum delay from the application point to the Top of Descent (TOD)

AMAN will be triggered for automatic sequence re-computation when the SFPL modifications occur and then the trajectory is re-computed.

Figure 13: SELEX - HMI view


There is no information available on integration with DMAN.



CHAPTER 3 – Inventory of AMAN Users in 2010

3.1 Deployment at major European Airports

Below is the ranking of the top 25 European airports (including: all-cargo, Business Aviation, Low-cost, non-scheduled, traditional scheduled, military and undefined segments as identified by EUROCONTROL/STATFOR Statistics and Forecast Service for the year 2009).

A colour coding for countries with multiple airports in the ranking is also included:

Using AMAN: Not using AMAN:

France Spain

UK Italy

Germany

AIRPORTS AMAN Used

1 PARIS CH DE GAULLE MAESTRO X

2 LONDON/HEATHROW OSYRIS X

3 FRANKFURT MAIN 4D PLANNER X

4 MADRID BARAJAS

5 SCHIPHOL AMSTERDAM IBP (SARA) X

6 MUENCHEN 2 4D PLANNER X

7 ROME FIUMICINO

8 BARCELONA

9 ISTANBUL-ATATURK

10 WIEN SCHWECHAT OPTAMOS

11 LONDON/GATWICK OSYRIS X

12 ZURICH CALM (OSYRIS) X

13 COPENHAGEN KASTRUP MAESTRO X

14 BRUSSELS NATIONAL MAESTRO



15 PARIS ORLY MAESTRO X

16 OSLO/GARDERMOEN OSYRIS X

17 DUESSELDORF

18 ATHINAI E. VENIZELOS

19 STOCKHOLM-ARLANDA MAESTRO X

20 MILANO MALPENSA

21 PALMA DE MALLORCA

22 DUBLIN MAESTRO X

23 HELSINKI-VANTAA MAESTRO X

24 MANCHESTER

25 LONDON/STANSTED

Table 1: AMAN Deployment at major European Airports

The traffic volume is represented in the following figure (Figure 14: Arrival Traffic at major European Airports).

25 busiest airports in Europe

0

50

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LFPG

EGLL

EDDF

LEMD

EHAM

EDDMLIR

FLE

BLLT

BA

LOW

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LFPO

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LGAV

ESSALIM

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PAEID

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Airports

Arr

ival

s (*

1000

)

Figure 14: Arrival Traffic at major European Airpor ts

The airport having implemented/ currently implementing an AMAN are in green. The airports without AMAN are in yellow.



3.2 Geographical distribution of AMAN Suppliers/Use rs

Figure 15: Distribution of AMAN Suppliers/Users

Source: information supplied by ANSPs.

There is a widespread dispersion of AMAN products across Europe (as can be seen in Figure 15: Distribution of AMAN Suppliers/Users), as there is a widespread dispersion of FDPS products (as displayed on Figure 16: FDPS per countries).

Figure 16: FDPS per countries



Source: Performance Review Commission, “The Impact of Fragmentation in European ATM/CNS”, April 2006.

Regarding FDPS:

“… very few centres have common systems, even those operated by the same ANSP. It is difficult to assess precisely how many separate systems exist since it is questionable how much systems must diverge before being regarded as “different”.

76% of the flight-hours in the European system are served by systems from five major suppliers, and another 4% from minor suppliers. The remaining 20% of flight-hours are served by bespoke systems.”

Source: Performance Review Commission, “The Impact of Fragmentation in European ATM/CNS”, April 2006.



CHAPTER 4 – Inventory per country

The following is a brief summary of the comments/questionnaires received from ANSPs and/or Air Traffic Controllers. Some confidential/commercially sensitive information has been removed prior to reproduction below.

4.1 Countries reporting AMAN “Partially completed / “Completed” (LSSIP)

4.1.1 Austria

4.1.1.1 Vienna – Schwechat

System installed:

OPTAMOS.

The system is installed but currently is not being used operationally as an AMAN. It is used mainly for landing time estimation and planning. No control actions/advisories are generated at this point.

4.1.2 Denmark

4.1.2.1 Copenhagen – Kastrup

Note: Naviair, ANSP for Denmark, is part of the COOPANS project (A cooperative project, involving upgrade of system functionalities, shared between users of THALES EUROCAT Flight Data Processing System).

System installed:

MAESTRO, since 1997.

System outputs:

The system computes a time over a fix (e.g. IAF) to optimize the sequence of the runway.

If an aircraft needs to gain time or absorb some delay, the number of minutes is displayed to the controller on the AMAN display and is colour coded:

• Green, if the aircraft needs to speed up to keep the time at the feeder fix

• Yellow for a delay that most likely can be absorbed with doglegs

• Red for a delay where most likely the aircraft will need to go into holding



Sectors:

MAESTRO is managed by an APP-coordinator at Copenhagen APP. Copenhagen and Malmö ACC sectors adjacent to Copenhagen CTA are provided with AMAN information.

There are 5 inbound feeder fixes to the TMA, with defined trajectories from the feeder fixes to the runway in order to determine runway time. After the feeder fix, the AMAN sequence is no longer taken into account.

Particularities:

When the aircraft passes the fix, the system is no longer used. The controllers handle the sequence themselves at that stage. The sequence is not updated after the fix.

Pop-up flights:

“First-come-first-served” is the general principle in Copenhagen. The pop-up flights are included in the sequence when they are airborne and detected by radar.

The system has the functionality to insert flights from close airports manually but this is not currently used. In the case of manual insertion of the flight, the delay may be absorbed by keeping the aircraft on the ground.

System upgrades:

Upgrades are mainly foreseen within the COOPANS project.

If an aircraft may continue with high speed, a “+”sign is displayed.

There is a counter available to tell how many aircraft are currently in the TMA and how many are known to the AMAN at a given time.

Swapping of traffic:

Controllers may swap 2 flights as long as the times are kept.

Controllers’ acceptance/use:

It provides a safety valve for the people working in the TMA.

The system is used continuously, even in low traffic for planning purpose and as an active sequencing tool.

With the AMAN, controller workload in TMA is reported lower, but is reported higher in ACC.

The overall stability and predictability of the traffic-flow has increased with the use of AMAN.

4.1.3 Finland

4.1.3.1 Helsinki – Vantaa

System installed:

MAESTRO, since 1999.

System outputs:

The system displays Time to Lose / Time to Gain and required time over a fix.



The sequence develops from “unstable” to “stable” when the “Time to Go” is 15 minutes or less.

System generated Time to Lose / Time to Gain indications are not displayed on the individual controllers radar display but in a separate display beside the sector.

Sectors:

The system is used as a basic planning tool and as an active sequencing tool mainly during peak hours.

The ACC controllers optimize the times at a fix; the APP controllers optimize the runway sequence.

The sequence is not necessarily maintained after the fixes, because the APP’s goal is to maximize the runway use.

Particularities:

The AMAN system is very useful to re-establish sequence times after disruptions such as snow-clearing.

Pop-up flights from Tallinn (cross-border):

Tallinn is given a feed directly from the AMAN in Helsinki and aircraft departing from there can be incorporated more easily into the arrival flow at Helsinki.

Pop-up flights:

When taxiing, departures from nearby airports are put into the system, based on their estimated departure time. Thereafter, they are treated in a normal way.


AMAN has decreased controller workload and delays in the TMA and has improved runway capacity and system predictability. AMAN has also decreased verbal coordination between APP and ACC.

Extra benefits have been reported, in terms of better management of parallel approaches (sequencing and runway swapping).

4.1.4 France

4.1.4.1 Paris – Roissy Charles de Gaulle

System installed:

MAESTRO.

System outputs:

The AMAN calculates, for each aircraft, the times over the IAF and over a point close to the runway. The difference between the time the aircraft would have flown and the MAESTRO time is then displayed in green or red to indicate if the aircraft must gain or lose time. There is no AMAN suggestion of manoeuvre, vectors or speed



guidance.

Sectors:

Roissy transmits MAESTRO data/information to Paris ACC (Athis-Mons) where it is displayed in each of the relevant lower sectors. Paris controllers can read the sequence on a small MAESTRO text screen and adapt their vectors and speed instructions to comply with the sequence requested by Roissy.

Particularities:

AMAN is used in Roissy to “balance” the arrivals between the 2 “doublets”.

(Note: in Roissy there are 4 runways, 2 x 2, almost parallel).

The deployment of DMAN was performed in Roissy (Spring 2010) and is operationally used since November 2010. Roissy-CDG is labelled Airport-CDM by the CFMU since November 16th. This first version of DMAN system is not linked to AMAN.


The system is used throughout the day (continuously) and by all teams. The tool is fully integrated in the ATCO operating methods. In case of a failure of MAESTRO, a decrease of 20 or 30% capacity can be notified to the CFMU.

4.1.4.2 Paris – Orly

System installed:

MAESTRO.

System outputs:

The system calculates, for each aircraft, the times over the IAF and over a point close to the runway. The difference between the time the aircraft would have flown and the MAESTRO time is then displayed in green or red to indicate if the aircraft must gain or lose time. There is no AMAN-suggestion of manoeuvre, vectors or speed guidance.

Sectors:

Orly transmits MAESTRO data/information to Paris ACC (Athis-Mons) where it is displayed in each of the relevant lower sectors. Paris controllers can read the sequence on a small MAESTRO text screen and adapt their vectors and speed instructions to comply with the sequence requested by Orly.

Particularities:

For AMAN interaction between Roissy and Orly: the traffic is segregated between the 2 airports far in advance.


The AMAN in Orly is used less extensively than in Roissy.



4.1.4.3 Lyon – Saint Exupery

System installed:

MAESTRO.

System outputs:

The AMAN calculates, for each aircraft, the times over the IAF and over a point close to the runway. The difference between the time the aircraft would have flown and the MAESTRO time is then displayed in green or red to indicate if the aircraft must gain or lose time. There is no AMAN-suggestion of manoeuvre, vectors or speed guidance.

Sectors:

A pictorial representation of the sectorisation and use of AMAN in Lyon is contained on Figure 17: AMAN information sharing in Lyon.

Particularities:

Pop-up Flights (across borders or short flights):

Due to the fact that MAESTRO requires radar data to calculate precise times, there is an issue in Lyon for the flights coming from Geneva ACC - their flights plans are well known but the radar correlation in Aix ACC happens only a few minutes before the Swiss /French boundary. This causes extra workload for the MAESTRO controller to communicate all recalculated times when the flights from Switzerland are incorporated.

CTA/RTA:

A local CTA/RTA implementation using times provided by AMAN has positive feedback from controllers and pilots.


AMAN is used during the daily busy periods.

Acceptance and use by the teams has grown steadily over time since the system was initially installed.



Transfer flow

MAESTRO info flow

Paris GenevaBordeaux

Aix Upper sectors

Aix Lower sector South

LS

(deliver to 1 IAF))

Lyon West Controller « INI WEST »

Geneva South

Aix Lower sector East

LE

(deliver to 1 IAF))

Aix Lower sector West

LO

(deliver to 1 IAF))

Lyon East Controller INI « EAST »MAESTRO controller

Lyon intermediate approach « ITM »

(guidance to final)

Lyon Tower

(local)

Full HMI

MAESTRO

VOICE VOICE

MAESTRO

display

MAESTRO

display

MAESTRO

display

LYON

AIX

PHONE time to IAF

PHONE tim

e to IAF P

HONE time to IA

F

Optional PHONE time to IAF

Optional

PH

ON

E tim

e

to IA

FOptional PHONE time to IAF

Figure 17: AMAN information sharing in Lyon



4.1.4.4 Nice – Côte d’ Azur

System installed:

MAESTRO is currently being deployed in Nice APP (expected mid-2011).

Particularities:

This implementation is still in the deployment phase (training and tuning with MAESTRO connected to SCANSIM platform in Nice, then shadow mode operations are planned).

The AMAN will be used with the new “Nice V3” airspace organization and initial training with the new airspace re-organization has already started (simplified STARs for better management of inbound flows).

4.1.5 Germany

The AMAN 4D-Planners are operational in use at Langen / Frankfurt ACC and Munich ACC, including datalink to Vienna ACC connecting AMAN Munich.

Note: Plans have been made to establish AMAN for the new airport Berlin Brandenburg International (BBI), which opens at the end of 2011. A consideration to establish AMAN at the airports for Düsseldorf and Cologne has also been made.

4.1.5.1 Frankfurt

System installed:

The 4D Planner has been used since September 2003, and has been customized for near parallel dependent runways. The system replaced the old COMPAS System (Computer Organised Planning Approach System), previously used in Frankfurt ACC/APP

System outputs:

When aircraft enter the planning horizon, AMAN calculates the earliest possible time at the appropriate threshold. The time at the metering fix is then determined by recalculation. The result is a transfer time to APP. In the case of significant delay the digital indication of the Holding Times (EAT’s) is also displayed.

The planning result includes the following information for ATCOs:

• arrival sequence of the aircraft for each runway

• callsign of the aircraft

• arrival times of the aircraft

• wake turbulence category of the aircraft (WTC)

• additional control advice (Time to Lose, or Time to Gain, as a trend indicator)

• flow parameters, runway direction.



AMAN also provides the airport with AMAN based pre-calculated estimated landing times. Additional information for airport requirements, such as “Terminal Request”, can also be displayed on the AMAN.

New: The “Level Coordination Function” enables level coordination between ACC an APP. This is an interactive level coordination tool integrated within the AMAN display. Inputs are made by the use of the computer mouse. This function also assures the transparency between ATCOs of the different transfer-levels of aircraft entering APP airspace. With the help of this function, telephone coordination between ACC and APP is reduced to a minimum.

Sectors:

Frankfurt / Langen ACC and APP.

Particularities:

By setting the flow value (in NM) the 4-D Planner regulates the traffic amount accepted by APP Control. AMAN links the different arrival streams to an entire picture. The process is dynamic; the planning is continuously adjusted to the radar situation.

Transfer times from ACC to APP are updated at anytime, even if aircraft are delayed within ACC on delay vectors, or outside holding areas (e.g. during situations with bad weather impact).

Adaptation to the new fourth runway (parallel independent runway system) in Frankfurt is in progress and will be finished in the near future.

Due to several restrictions of the new fourth runway (to be used for landings only), new AMAN functions, such as the “Load Balancing Function” (LBF), have been developed.

The LBF includes the planning of Transfer-Flights, south traffic to the northern runway – north traffic to the southern runway, in order to use the entire capacity of the runway System.

The new runway will be in operation at the end of 2011.

To display the runway capacity within the “AMAN window” the font colour of the appropriate runway appears in green, to indicate that capacity is available, or in red to indicate that capacity is depleted. The calculation process behind this feature is complicated and executed continuously by the system.


The system is used continuously, even in low traffic, as an active sequencing and coordination tool.

Supported by the new level coordination function, telephone coordination is reduced to a minimum and necessary only in extreme situations (Emergencies/Diversions if close to the airport/Weather/Training flights).

Tasks of the Inbound/Holding sector can be delegated to the En Route sectors as long as there is no inbound holding likely.

For Frankfurt the 4D Planner is an integral part of the operating procedures. 4 ACC sectors are working strictly according to the AMAN System during peak hours.

Deviations from the AMAN planning result are possible, but have to be coordinated by phone. The controllers’ acceptance is high. The system functions are continuously being improved and upgraded.



ACC:

1. Benefits ACC:

• AMAN assures a continuous overview of the entire situation (improved planning procedure, reduced coordination, avoidance of holding). Based on AMAN “Planned times to leave Metering Fix” the target time can be met by means of speed control or delay vectors en route (flight path-stretching)

• Display of exact EATs improves the management of a holding. Early actions can be accomplished to meet the transfer-times at the metering fix with the coordinated support of adjacent ACCs (early speed control measures)

• Flight Crews are informed very early about their situation (fuel calculation, planning of the next leg to follow). Decisions for a necessary diversion can be met early enough. Both, pilots and controllers can make their preplanning in time.

2. ACC Display (Metering Fix PSA):

Delay for 4 Flights Situation after using Load Balancing Function

Figure 18: AMAN 4D PLANNER ACC Display

Load Balancing is possible in the system – aircraft designated for the alternate runway are displayed in green...In the picture above, DLH6UC, TCX54P and DLH03U have been selected manually for transfer to the alternate RWY.

APP:

1. Benefits APP:



• AMAN ensures a reduction of workload in APP through pre-regulation by centre sectors

• It smoothes traffic peaks and helps to avoid holding

• It enables reduced coordination within APP

• It also enables a minimum amount of coordination between APP and ACC in special situations (emergency / weather/ training flights).

2. APP Display

Figure 19: AMAN 4D PL ANNER Frankfurt APP Display

4.1.5.2 Munich

System installed:

4D PLANNER.

(Customized for parallel independent runways – planned adaptation to third runway in Munich)

System outputs:

When the aircraft enters the planning horizon, AMAN calculates the earliest possible time at the appropriate threshold. The time at the metering fix is determined by recalculation. In case of delay, a digital indication of the Holding Times (EATs) is also displayed.

The planning result includes the following information for ATCOs:



• Arrival sequence of the aircraft for each runway

• Different callsign frame colour and coloured types depending on the planned runway and/or arrival route

• Arrival times of the aircraft)

• Wake turbulence category of the aircraft (WTC)

• Additional control advice, such as Time to Lose, or Time to Gain, as a trend-indicator

• Flow parameters, runway direction, time of a planned runway change, or runway closure

Sectors:

Munich ACC and APP are provided with AMAN information.

There is an international cross border exchange of AMAN data with Vienna ACC. They also get the Time to Lose information as well as the planned time to leave the metering fix.

Negotiations with skyguide for an exchange of AMAN data with Zürich ACC are in progress.

Particularities:

The system controls the amount of traffic entering the TMA . AMAN links the different arrival streams to a complete picture. The process is dynamic; the planning is steadily adjusted to the radar situation. However, controllers have the opportunity for manual inputs (e.g. sequence changes, or manual runway assignment) at any stage.

Different to the situation in Frankfurt, in Munich all metering fixes are located inside the TMA, therefore the bulk of any holding traffic is handled by APP. Although the AMAN regulates the traffic coming into the TMA, traffic is still accepted until the respective holding patterns are saturated.


The system is used continuously, even in low traffic, as an active sequencing tool.

AMAN is very useful at a constant flow of traffic; however controllers at times find it difficult to handle it in special or frequently changing situations, such as adverse weather conditions (e.g. thunderstorms) or sudden RWY closures.

Overall acceptance by controllers could still be improved.

For ACC and APP, benefits include:

• an improved planning procedure,

• reduced coordination,

• later (or no) holding,

• exact EAT calculation,

• improved overview of the entire (arrivals) situation.



4.1.6 Ireland

4.1.6.1 Dublin

Note: IAA is part of the COOPANS project (upgrade of system functionalities, shared between users of THALES EUROCAT Flight Data Processing System).

System installed:

MAESTRO, since 2005 (operational since 2008)

System outputs:

Time to Lose / time to Gain.

Sectors:

The system can be managed at a Coordinator position and also at Dublin ACC North, Dublin ACC South. Dublin APP is provided with AMAN information.

Particularities:

After the fix, the precise sequence is of secondary concern, once landing-intervals are as required.


AMAN is mainly used in the background, due to ATCO lack of familiarity with HMI and current low traffic levels.

The system remains in the background and when used, it is mainly as a basic planning tool.

4.1.7 The Netherlands

4.1.7.1 Amsterdam - Schiphol

System installed:

The “AMAN” system currently used in Schiphol is an internal LVNL development, referred to as IBP (In-Bound Planner). LVNL are currently investigating additional functionality, called SARA (Speed And Route Advisory) to assist in arrival management process.

System outputs:

The In-Bound Planning system provides an arrival slot for the runway threshold to determine the sequence. It also issues an EAT for the IAF. Required times over fixes are also provided.

(For SARA, required speed and route options/actions will also be provided).



Sectors:

The Schiphol APP Planner manages the IBP information.

Currently, Schiphol APP and Amsterdam ACC are provided with AMAN information.

(For SARA, in order to act on arrivals as early as possible, for some flights arriving from the north and east MUAC will also be involved)

Particularities:

Although some arrangements (miles in train) are in place with adjacent areas, most of the arrival management is contained within Amsterdam ACC and Schiphol APP.

The sequence may be adapted after IAF as maximum runway capacity requires.

The IBP AMAN functionality itself would likely require further upgrades in order to provide a stable planning for any advanced extension.

SARA, a new functionality, is currently being developed as an advanced AMAN extension, interacting with MUAC.


The system is used continuously, as an active sequencing tool.

Predictability increases, especially at high traffic density. Controller workload generally decreases but not always for the APP Planner, who is responsible for managing the IBP.

4.1.8 Norway 3

4.1.8.1 Oslo - Gardermoen

System installed:

OSYRIS: Avinor Arrival Manager System (AAMS) developed with Barco.

The system installed is being used operationally on a routine basis since October 2010.

System outputs:

Scheduled time over feeder fix and distance to touchdown are displayed once flights are sequenced (AoR - 15min).

Sectors:

Oslo Gardermoen/ENGM: Oslo ATCC (ACC and APP) and ENGM TWR (future).

Sandefjord Torp/ENTO (currently not used).

Moss Rygge/ENRY (currently not used).

3 Norway has reported “planned” in the LSSIP 2010-2014. Nevertheless, the system is already operational.



Particularities:

Adaptation of new Oslo ASAP airspace is scheduled for April 2011, including PMS STARs and manoeuvring advisories from the AMAN.


AMAN is fully operational, and is being used in 2 modes of operation:

• OPERATIONAL mode: full use, ACC to meet scheduled time over feeder fixes

• ADVISORY mode: AMAN is maintained by APP, but scheduled times at feeder fixes are not mandatory for ACC (typically severe weather/deviation from route and STAR)

4.1.9 Sweden

4.1.9.1 Stockholm - Arlanda

Note: LFV is part of the COOPANS project (A cooperative project, involving upgrade of system functionalities, shared between users of THALES EUROCAT Flight Data Processing System).

System installed:

MAESTRO, used since 2005.

System outputs:

The system displays the required time over a fix. It is the responsibility of the ACC-controller to adhere to the time over the feeder-fix (speed or vectoring).

Sectors:

The system is managed from Stockholm APP-coordinator position in Stockholm.

Stockholm ACC-sectors adjacent to Stockholm TMA are provided with AMAN information.

Particularities:

When the aircraft passes the fix, the system is no longer used. At that stage, the controllers adjust the sequence themselves. The sequence is not updated after the fix.

AMAN upgrades are mainly foreseen within the COOPANS-project.


The system is used continuously by the controllers as an active sequencing tool.

With the system operating, ATCO workload in the TMA is reported lower with AMAN, with controller workload in ACC reported higher.

The overall stability and predictability of the traffic-flow has increased.



4.1.10 Switzerland

4.1.10.1 Zurich

Skyguide has published a brochure summarizing their AMAN information (Reference 4 )

System installed:

CALM (Computer assisted Approach and Landing Management): Based on an OSYRIS kernel, modified internally by skyguide to provide considerable additional coordination functionality.

System outputs:

CALM calculates the Time to Gain or Lose over a point 10nm before threshold for every aircraft in minutes. This time can be displayed as an advisory speed for the air traffic controller (ATCO) since the display of required speed is more helpful to controllers than a required time over a point.

Furthermore the system is calculating an optimal approach sequence taking into consideration various factors like Traffic density, Aircraft-type, WTC, wind, Landing strategy and priority landing.

Sectors:

The system manages arriving traffic in a very complex area, coming from four different ACC sectors into two separate APP sectors, heading to three different Initial Approach Fixes.

The system is managed from Zurich Arrival position, the information is supplied to Zurich ACC, Approach and Tower.

ACC ATCOs are expected to fulfil the sequence, at the IAF or hold, as provided by AMAN.

The AMAN frozen area is slightly bigger than APP range, and APP are expected to provide the best sequence from IAF to the runway, changing the sequence if necessary. The changes are only done to traffic in their own area of operation, thereby not affecting ACC.

Coordination tool between ACC sectors:

For arriving flights coming from different sectors to the same holding point a verbal coordination is not necessary any more between the concerned ACC sectors. The system proposes the optimal sequence and each concerned ATCO can follow this sequence.

E-coordination between ACC and APP units:

CALM acts as an e-coordination tool between ACC and the different approach sectors. Flight levels, speed, headings or direct routings can be coordinated between the partners. A coordination-dialogue enables requests for both sides. Requests can be accepted or counter-proposed. Furthermore an extended holding can be coordinated between ACC and APP sectors.

Particularities:

There are additional benefits coming from coordination functionality incorporated into AMAN.



Pop-ups - Time slots for departing traffic and for traffic from nearby aerodromes.

Computer base calculation for departures flights enables an efficient management for departing and arriving traffic using the same runway. CALM makes it possible to insert regional traffic into an actual inbound sequence.


The system is used continuously, even in light traffic, primarily because of the functions for coordination. It is used as an active sequencing tool.

For APP controllers, the focus is on best sequence management between IAF and runway.

For ACC controllers, focus is on good delivery of traffic, rather than on the specific time at IAF.

4.1.11 Ukraine

NOTE: The following details have been extracted from information given by e-mail, without the use of a specific questionnaire.

4.1.11.1 Kiev

System installed:

SELEX, internal to FDPS.

System outputs:

FDPS monitors traffic situation for flights arriving to an internal airport, since flight activation. The analysis is applied every time the flight trajectory is modified during the flight evolution. When the flight passes to the ACTIVE state, the FDPS calculates the ETL (Estimated Time of Landing). And the flight is inserted in the Airport Arrival Sequencing List.

The calculated ETL may not meet the separation constrains to be applied; in such a case, the Arrival Sequencing proposes a suitable Landing Time CTL (Calculated Time of Landing) for each flight. Such CTL will ensure the separation requirement and the minimal | CTL – ETL | difference. Furthermore, the Arrival Sequencing, on the basis of the CTL, determines and proposes the approach procedure to be applied for the practical achievement of the CTL.

This list is automatically updated by the Radar Position Report, which trigger the flight trajectory recalculation and the updated ETL and CTL estimations.

When the flight is landed, it is automatically deleted from the Landing Sequence List, as well as for a flight that is re-routed to another airport.

It is part of a fully commercial product (SELEX SI).

Sectors:

No specific information has so far been received on the precise use of AMAN.



Particularities:




4.1.12 United Kingdom

4.1.12.1 London – Heathrow

System installed:

OSYRIS.

System outputs:

Time to Lose and Time to Gain are displayed. Time over a fix is not provided. The generated sequence numbers are used as the “control action”; Time to Lose is still regarded as the delay.

Sectors:

The system is managed from Swanwick TC Operations. System information is available to all sectors, TC and AC, in Swanwick.


Particularities:

There are potential plans to expand to more airports, plus possibly to provide an extended range, to improve metering of long-range inbounds.


Input workload is considered to be somewhat greater than expected.

4.1.12.2 London – Gatwick

System installed:

OSYRIS.

System outputs:

Time to Lose and Time to Gain are displayed. Time over a fix is not provided. The generated sequence numbers are used as the “control action”; Time to Lose is still regarded as the delay.

Sectors:



The AMAN is managed from Swanwick TC Operations. System information is available to all sectors TC and AC in Swanwick.


Particularities:

There are potential plans to expand to more airports, plus possibly to provide an extended range, to improve metering of long-range inbounds.


Input workload is considered to be somewhat greater than expected.

4.2 Countries reporting AMAN “Planned” / “Late” (LS SIP)

4.2.1 Belgium

4.2.1.1 Brussels National

System installed:

MAESTRO, started end of November 2009 but currently on hold.

System outputs:

Time to Lose / Time to Gain.

Sectors:

This was a new implementation of AMAN. There was no dedicated AMAN manager position. All controllers from ACC and APP had displays and could interact/control AMAN HMIs from their respective positions.

ACC controllers were trained to swap flights, when it was required, but only flights under their own responsibility, so as not to interfere with the general MAESTRO computed sequence.

Particularities:

The system is planned to deliver traffic to Liège and Charleroi in the future.

Today Brussels is in the process of defining how to proceed with their implementation, which will likely not take place before spring 2011.

The points currently being considered are:

• an ambitious training program for ATCOs

• development of a simple working method

• a centralised position to be used for the AMAN management

• some technical fine tuning of the tool




AMAN has only recently been implemented and no specific information on its overall acceptance/use has been received yet.

4.2.2 Italy 4

4.2.2.1 Rome - Fiumicino

System installed (currently only for research purpose):

There is no operational AMAN in Rome, however OSYRIS has been installed in the ENAV research centre.

There is an internal process in progress at the moment to define the ENAV user requirements.

4.2.3 Latvia

4.2.3.1 Riga

System installed:

No up-to-date information has so far been received on any precise use of AMAN in this location.

4.2.4 Portugal

4.2.4.1 Lisbon

System installed (planned):

OSYRIS, which will be locally tuned: Nav Portugal will fine-tune and develop their own HMI.

No further information has so far been received on the precise use of AMAN in this location.

4 Italy has reported being late on planning in the LSSIP 2010-2014



CHAPTER 5 –Common characteristics of deployed AMANs

The common comments and information from ANSPs and controllers are summarized below.

Local particularities and differences are summarized in the questionnaire feedback per airport, in the CHAPTER 4 – Inventory per country.

System inputs:

FDPS, RDPS, separation values, cadence, data for optimization of sequence and environment data, aircraft performance models

System outputs:

TTL/TTG, showing values or colour-coded, possible indications of heading, holding, dogleg, route, speed…

Sectors:

AMAN Supervisor/Manager in APP

Display of information and advisories (text or graphic for consultation only) in ACC, APP and Tower

General Issues:

Pop-up flights

Weather for prediction computation

ATCo training during implementation process

Allowance for manual re-sequencing

System upgrade process

Interactions with other AMANs or DMANs

Controllers’ acceptance:

Generally the system is used only to sequence the arrivals for the different fixes. After the (feeder- ) fixes, the ATCos very often do not fine-tune the sequence (i.e. between the IAF and the threshold). When the actual sequence is changed at this later stage, the AMAN sequence is usually not updated, to avoid nuisance in the ACC.

The APP controllers generally experience a decrease of their workload when AMAN is in use.



The ACC Controllers tend to have an increase of their workload when using an AMAN.

Both however, usually, consider the overall ATC system as being more stable and more predictable when an AMAN is fully used.



CHAPTER 6 – Conclusions

6.1 Findings

The following section briefly summarises some of the main findings made during research for this Status Review of Arrival Management systems. More information on AMAN issues is to be found in the AMAN Guidelines. The 2 documents must be considered in parallel.

A common definition of what does or does not constitute an “AMAN” or Arrival Management functionality apparently does not exist, for either ESSIP or SESAR purposes. This lack causes different interpretations from ANSPs when reporting their current “AMAN” capabilities during the ESSIP process. This lack of agreement may also have an impact in the application of the SESAR concept, where “arrival management functionality” is incorporated into the concept.

The different views of arrival management functionality may need to be incorporated in some way into ESSIP objective definition – beyond what is currently the situation where AMAN is simply put into two classes, Basic and Advanced.

Several commercial stand-alone AMAN products exist, as well as products which come embedded in FDPS systems. In addition, some countries/ANSPs, such as the Netherlands (LVNL), have developed/built their own arrival management capability.

Development of AMAN systems is on-going, with new releases planned for several of the commercial products. In addition, new functionality is also being tested in some ANSPs, to improve their arrival management functionality.

What many would consider to be “recognised AMAN systems” have been successfully used in Europe for more than 10 years, with most current users of AMAN concentrated in Western Europe and Scandinavia.

Many of Europe’s busiest airports use AMAN in daily operations. Paris and Frankfurt are examples of long-term AMAN users.

Major airports in the London area were not part of the pioneer implementers, but now they have also implemented an Arrival Management system.

Some other busy airports, such as Istanbul and Rome, are considering the introduction of AMAN tools to deal with growing traffic.



However, many of the airports in the core region, including airports in the “Top 25 Busy Airports” are currently not using AMAN, nor are they known to have concrete plans to do so in many cases.

Pioneer “AMAN airports” have implemented/developed their AMANs in various ways. They have either -

• chosen commercial AMAN solutions, with only minor local adaptation • chosen commercial solutions, which have subsequently been substantially

modified to comply with the users requirements • received embedded systems, as part of their ongoing upgrade programmes or • participated in the development of bespoke AMAN tools, to suit local needs

In many locations, the AMAN, although giving a sequence to the runway, is used predominately as a metering tool for the TMA (i.e. to control the number of aircraft in TMA), rather than an active sequencer.

The information reported in this document is a mixture of feedback from controllers, feedback from both official and personal contact within ANSPs, and information/feedback from Industry.

6.2 Recommendation

The work undertaken to establish the status of AMAN in Europe at the moment positively highlighted both the need for a “rolling” Status Review process and document, and also the need for a consolidated set of Guidelines for AMAN implementation.

Not only can these Guidelines provide assistance to new implementers, but by documenting experience gained by ANSPs at various stages of AMAN-development they can also continually feed even those organisations who have implemented AMAN for some time.

The work on-going within EUROCONTROL on establishing the original AMAN Status Review, updating it when appropriate, and also on developing Guidelines for AMAN has been presented to industry and ANSPs in established working programmes, has been approved by them, and has been recommended for continuation.

During discussions with implementers, it has become clear that an AMAN Users Group would be desirable. This group could then share on a person-to-person basis the experiences of implementing AMAN systems. The group could also have a significant contribution to make towards future AMAN development in SESAR.



Annex 1. ESSIP/LSSIP

A1.1 ESSIP (2011-2015)

“European Single Sky Implementation” as available on EUROCONTROL site (Reference 5)



Figure 20: ESSIP 2011 - 2015 (1)

Figure 21: ESSIP 2011 - 2015 (2)

Applicable Area: Austria, Denmark, Finland, France, Germany, Italy, Ireland, Netherlands, Spain, Sweden and Switzerland).

Despite a limited applicable area, a substantial number of States have implemented or plan to implement AMAN functionality.

Two States (Spain and Italy) intent to implement the basic AMAN function beyond the objective end date 2013 and 2014.

8 Additional States outside of the applicability area reported the progress of this objective via LSSIP mechanism. Three States which are outside the objective applicability area completed or partially completed this objective while 3 additional State plan the Basic AMAN for 2010/2012.



When comparing the list of applicable countries with the list of traffic (passengers) per airport, there are 2 major discrepancies. There are 2 countries that might be considered appropriate to be included in the Applicable Area:

� United Kingdom, with 3 airports (London Heathrow, Gatwick and Stansted) in the top 25 European airports.

o UK has already implemented an AMAN system.

� Turkey, with Istanbul in the top 15 European airports, and Antalya in top 30 European airports. Turkey has not yet decided to implement AMAN systems but is actively investigating its implementation.

A1.2 LSSIP (2010-2014)

“Local Single Sky Implementation” (2010-2014) as available on EUROCONTROL site

(Reference 6 ).

Figure 22: LSSIP 2010 – 2014 (1)

Three countries do not mention “ATC07.1” in their LSSIP description, as seen in Table 2: LSSIP 2010 – 2014 (2)



NO PLAN NOT REVIEW PLANNED PARTIALLY COMPLETED LATE No info

APPLICABLE COMPLETED in LSSIP

Albania

Armenia

Austria

Azerbaijan

Belgium

Bosnia

Herzegovina

Bulgaria

Croatia

Cyprus

Czech

Republic

Denmark

Estonia

Finland

France

FYROM

Georgia

Germany

Greece

Hungary

Ireland

Italy

Latvia

Lithuania

Luxembourg

MUAC

Malta

Moldova

Montenegro

Netherlands

Norway

Poland

Portugal

Romania

Serbia

Slovak



Republic

Slovenia

Spain

Sweden

Switzerland

Turkey

Ukraine

United

Kingdom

Table 2: LSSIP 2010 – 2014 (2)



REFERENCES

Reference 1: EUROCONTROL – AMAN Status Review 2009. Edition 0.2: 17th February 2010. Proposed Issue.

Reference 2: EUROCONTROL – AMAN Guidelines 2010. Edition 0.1: 17th Dec 2010. Proposed Issue.

Reference 3: EUROCONTROL – EATCHIP ATM Added Functions Volume 3 – Arrival Manager. Edition 2.0: 14th May 1998. Proposed Issue.

Reference 4 : Skyguide Fact Sheet CALM – 2010. ([email protected])

Reference 5: EUROCONTROL ESSIP

http://www.eurocontrol.int/essip/public/subsite_homepage/homepage.html

Reference 6 : EUROCONTROL LSSIP

http://www.eurocontrol.int/lssip/public/subsite_homepage/homepage.html

EUROCONTROL TMA2010+

http://www.eurocontrol.int/tma2010/public/subsite_homepage/homepage.html



ABBREVIATIONS

ACC Area Control Centre or Area Control

ACI Airports Council International

AMA Arrival Management message

AMAN Arrival Manager System

ANSP Air Navigation Service Provider

APP Approach Control

ASF Arrival Sequence Function

ASL Arrival Sequencing List

ASPA S&M Airborne Spacing Applications Enhanced Sequencing and Merging

operations

ATC Air Traffic Control

ATCO Air Traffic Controller

CCTV Closed Circuit Television

CDA Continuous Descent Arrival (ICAO)

CDA Continuous Descent Approach

CDM Collaborative Decision-Making

CFMU Central Flow Management Unit

COTS Commercial Off-The-Shelf

CTA Calculated Time of Arrival (CFMU)

CTA Control Time of Arrival

CTO Calculated Time Over

CTO Computed Time Over (CFMU - CASA)

CWP Controller Working Position

DCB Demand Capacity Balancing

DFS Deutsche Flugsicherung GmbH

DLI Determined Landing Interval

DLR Deutsches Zentrum für Luft- und Raumfahrt e.V.

DMAN Departure Manager System

DMET Departure Metering

EAT Expected Approach Time/Estimated Approach Time

EATCHIP European Air Traffic Control Harmonisation and Integration Programme

ENAV Ente nazionale di assistenza al volo

ENR En Route



ESSIP European Single Sky Implementation

ETA Estimated Time of Arrival

ETO Estimated Time Over

FDPS Flight Data Processing System

FMS Flight Management System

FYROM Former Yugoslav Republic of Macedonia

HMI Human-Machine Interface

IAA Irish Aviation Authority

IAF Initial Approach Fix

IBP Inbound Planner

LBF Load Balancing Function

LSSIP Local Single Sky Implementation

LVNL Luchtverkeersleiding Nederland

MONA Monitoring Aids

MTCD Medium-Term Conflict Detection

MTOT Managed take-off Time

NATS National Air Traffic Services

OLDI On-Line Data Interchange

OSED Operational Services and environment description

P-RNAV Precision Area Navigation

RDPS Radar Data Processing System

RTA Required time of Arrival

SARA Speed And Route Advisories

SES Single European Sky

SESAR Single European Sky ATM Research

SFPL System Flight PLans

SJU SESAR Joint Undertaking

SL Service Level

STA Scheduled Time of Arrival

SYSCO System Coordination

TMA Terminal Control Area

TOD Top of Descent

TP Trajectory Prediction/Predictor

TTG Time to gain

TTL Time to lose

WTC Wake turbulence category

EUROCONTROL

© February 2011 - European Organisation for the Safety of Air Navigation

(EUROCONTROL)

This document is published by EUROCONTROL for information purposes.

It may be copied in whole or in part, provided that EUROCONTROL is

mentioned as the source and it is not used for commercial purposes (i.e. for

financial gain). The information in this document may not be modified

without prior written permission from EUROCONTROL.

www.eurocontrol.int

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