A set of consecutive segments linking waypoints and/or points computed by FMS (airborne) or by TP (ground) to build the vertical profile and the lateral transitions; each point defined by a longitude, a latitude, a level and a time. The Business/Mission Trajectories will be described as well as executed with the required precision in all 4 dimensions. The trajectories will be shared and updated from the source(s) best suited to the prevailing operational circumstances and capabilities and the sources include the aircraft systems, flight operational control systems and ANSP trajectory predictors. The ability to generate trajectories in the ATM system from flight plan data will be retained for those flights that are unable to comply with SESAR trajectory management requirements.
It is the process that captures the overall traffic situation in the NOP and controls the development of the business or mission trajectories (BDT to SBT to RBT) in 4 dimensions (latitude, longitude, flight-level and time). Specifically, 4-D Trajectory Management is the process by which the Business Trajectory of the aircraft is established, agreed, updated and revised. This is achieved through Collaborative Decision Making processes between the aircraft operator, ATM and Airports, where applicable, except in time-critical situations when only Flight Crew and Controller are involved.
Advanced Surface Movement Guidance and Control System. A system providing, routing, guidance and surveillance for the control of aircraft and vehicles in order to maintain the declared surface movement rate under all weather conditions within the aerodrome visibility operational level while maintaining the required level of safety. Source: EMMA2.
The phases are defined as: Tower, Apron and Ground Control Phase This control phase starts when traffic requests pushback from the gate and start up. It includes the taxi to the runway and the take off clearance. Departure Control Phase The departure phase starts when traffic is airborne in the initial climb out on the SID. It ends once the traffic is leaving the TMA, or passing a defined flight level - i.e. Top of Climb. En-route Control Phase En-route operations are considered to encompass the flight segments between the Top of Climb and Top of Descent events. Approach Control Phase The approach phase can start at the TOD in an E-TMA but certainly in the descent phase of a flight into the TMA. It includes the control of traffic to final approach and to landing of traffic on the runway.
The SESAR programme identifies only two types of airspace with respect to ATM: managed and un-managed airspace. Managed Airspace: - Physical dimensions; From a specified lower level regionally harmonised in the SESAR area, extending to an unlimited upper level. Managed airspace may extend down to ground level where service provision considerations require this, in particular around aerodromes. The dimensions of Managed Airspace will be kept to the minimum required for safe and efficient service provision.
- Internal Subdivision/organisation; The internal design and organisation of managed airspace will be optimised to ensure the safe and efficient management of the trajectories concerned. Temporary airspace structures to protect certain types of operation will continue to exist and will be managed in co-operation between the partners concerned - e.g. military, police, General Aviation. Managed airspace is a user preferred routing environment however where traffic complexity or the need to maximise capacity require, structured routes will be implemented. Their use will be suspended when they are not required. Un-managed Airspace: All airspace not designated as Managed.
AMAN is a Decision Support Tool (DST) that provides the controller with information on a calculated sequence to the runway and supports the delivery of an optimised arrival sequence for an aerodrome – i.e. advisories to maximise throughput. It calculates times for aircraft to arrive at designated fixes and in particular at the Initial Approach Fix (IAF).
Airport Operational Plan. The Airport Operational Plan (AOP) is a set of information that provides a view on the Airport situation for monitoring the traffic evolution. The AOP is not a static view, but instead is a dynamic view which takes into account information as it becomes available. It includes the plan for the use of the airport resources (rules, configurations, and capacities), the traffic demand and the demand capacity balance assessment at the airport level. In addition, it will include data appropriate for the monitoring of airport performance coherent with the philosophy of performance-based airport management. The AOP is part of the Network Operations Plan (NOP). The AOP generation is carried out based upon higher level target values and detected deviations from inner cycle targets. The result can be a tentative plan with new target values. Through the Plan Selection the choice of the plan occurs which should be active, either to take place of the old active plan or the new tentative plan that is the alternative plan. This process includes the negotiation and commitment between the different stakeholders. In the Activation process, the new planned targets will be integrated in the current plan.
4-D Trajectory
