This Implementation Objective addresses the implementation of extended arrival management by the en-route ATS units feeding the traffic to the busiest airports in Europe.

The Arrival Manager extended to en-route airspace requires an extension of AMAN advisories up to a minimum of 180 nautical miles from the arrival airport. Shorter horizon distance will be considered when, due to the geographical location of the arrival airport, the extension of the AMAN horizon does not provide additional performance benefits. Traffic sequencing/metering should be conducted in the en-route before top-of-descent, to improve predictability and smooth the flow of traffic. Extending the AMAN horizon may affect the airspace design, and it is therefore essential that all stakeholders, including military authorities are consulted.

ATS units implementing extended AMAN operations shall coordinate with Air Traffic Services (ATS) units responsible for adjacent and up-stream en-route sectors as well as ATS units responsible for inbound traffic originating from airports impacted by the Extended AMAN horizon. Input data to Extended AMAN need to be provided by the most accurate trajectory prediction information available (including EFD or flight data available via the NM B2B publish/subscribe mechanism).
ATSU should exchange the relevant Extended AMAN data with the Network Manager for the improved ATFCM and arrival sequencing, overall network impact assessment and relevant network optimisations using Arrival Planning Information (API).

System requirements:

An ATSU operating an Extended AMAN shall be able to communicate with the relevant sectors (not restricted to adjacent ones) by SWIM service when it is available. Until SWIM is available, ATSUs may send and receive the OLDI AMA message to and from adjacent sectors and forward OLDI AMA messages further upstream to communicate with the relevant sectors (not restricted to adjacent ones).

In order to facilitate a timely implementation of the arrival sequence, a sector receiving arrival messages shall display arrival management information for the controller.

ATM systems shall be upgraded to provide coverage to a minimum of 180 nautical miles (or shorter distance as indicated in the relevant SDP Family description) from the arrival airport and the impacted en-route sectors in order to be able to generate, communicate, receive, acknowledge and display arrival management information (i.e. SWIM services or AMA message). Bilateral agreements will be established between all concerned sectors that could be under the responsibility of different ATS units as well as located in different countries.

NOTE: List of ACCs potentially impacted (to be used for LSSIP monitoring purposes): Amsterdam ACC; Brussels ACC; Maastricht UAC; Karlsruhe UAC; Bremen ACC; Munich ACC; Langen ACC; London ACC; Prestwick ACC; Reims ACC; Bordeaux ACC; Marseille ACC; Brest ACC; Paris ACC; Barcelona ACC; Palma ACC; Madrid ACC; Seville ACC; Malmo ACC; Stockholm ACC; Oslo ACC; Stavanger ACC; Bodo ACC; Dublin ACC; Shannon ACC; Milan ACC; Rome ACC; Padua ACC; Zurich ACC; Geneva ACC; Warsaw ACC; Copenhagen ACC; Vienna ACC; Zagreb ACC; Ljubljana ACC; Stockholm ACC; Helsinki ACC; Tallinn ACC; Riga ACC; Prague ACC; Bratislava ACC; Budapest ACC;)

NOTE FOR MILITARY AUTHORITIES: It is the responsibility of each military authority to review this Objective IN ITS ENTIRETY and address each of the SLoAs that the military authority considers RELEVANT for itself. This has to be done on top and above of the review of "MIL" SLoAs which identify actions EXCLUSIVE to military authorities.

Edition

2022

Stakeholders

Air Navigation Service Provider / Network Manager

Type

CP1

Scope

Airport

Status

Active