Destination : PARIS TMA Depending of what is your goal you want to achieve, there are several way of using an AMAN, design arrival procedures and create.

Destination : PARIS TMADepending of what is your goal you want to

achieve, there are several way of using an AMAN, design arrival procedures and create new work methods.

The major need in Paris TMA was to avoid holding in the middle of each arrival sequence and to prepare the « HUB » strategy for Air France without having enough RWY (capacity) for that.

At that time the only « HUB » experience was concentrated is US: ATLANTA, CHICAGO…

Flows evolution

Climb

Descent

Stable

Paris En route ATCC

Sectorization

What is taken into account to design a sector:

• Traffic caracteristics :– Type (jets, prop, etc....)

– Traffic stable, climbing, descending,...

• Environnement– Infrastructure : (tracks, military zones, special

procedures).

– But mainly tasks to achieve into the sector.

– Interface gestion.

SectorizationThe goal is to obtain the best global

capacity for major flowsSectors are now very specialized.design is complex lateraly, verticaly…

AR

Fully arriving « Paris Tma North » sector :

AR

BASIC SCHEME FOR A LARGE TMABASIC SCHEME FOR A LARGE TMA

Paris TMA MODEL

Exemple : Chicago

Theorical construction for arrivals: american way :miles in

trails

BASIC SCHEME:

- 2 independent sectors for regulations to Orly

ariport and CDG airport,

- 1 sector for distribution and

overflights.

Advantages:•safety,• trajectories,

•capacity,• independence.

ORLY

t

ROISSY

distribution-pré régulationdistribution-pré régulation

Arrivées OrlyArrivées OrlyArrivées RoissyArrivées Roissy

Attente éloignée

Attente éloignée

Attente intermédiaire

Attente intermédiaire

Attente procheAttente proche

GY

RT

OT

TSA 8ATSA 8B

TSA 9A

Zone CER BDX

TSA 10A

TSA 10B1

RONAX

KOVAK

PEROT

MATUK

BAMEL

KEPER

PEPAX

BULOX

LUSON

LUGEN

TUPAR

VENAR

DOMOD

FOUCO

DEVRO

BAKUL

ARDOD

MOMIN

BALOD

BENAR

SABLE

LUMAN

ROMLO

NIMER

LEMKA

BAMEN

PEPON

VANAD

ROLENGARMI

WILTO

CDN

CGC

CTX

E M

HOL

PI

RTN

TUR

ANG

BGA

LCA

LGL

POI

RNE

TSU

EPR

PTV

CHW

LMG

NTS

OLRBT

AMB

BTY

OAN

TUR

C.R.N.A. NordService ExploitationSubdivision Contrôle 28 08 2000

Theorical descent profil : 3°, 5%

example MIDWAY / O HARE How are treated secondary airports

arrivals

Ground Layout model : ATLANTA

LFPG

MAESTRO

ascenseur

échelle de temps (IAF) échelle de temps (pistes)

Bandeau haut

échelle de temps (référence IAF)

pistes utilisées

IAF de référence

heure courantele champ vol :

heure de passage à l'IAF

délai à résorber au CRNA

pistes utilisées

échelle de temps (référence pistes)

le champ vol :

IAF : initiale + code couleur

nord-ouest :bleuM (merue)

sud-est :mauveO (omako)

sud-ouest : brunB (balod)

nord-est : beigeL (lorta)v (veler)

délai à résorberau CRNA

Codage des IAF par

initiale et couleur

2 strategies

No « air crossing »Miminum time on taxiway

Time to gain, to loose

Due to the special design of STAR, time to gain until ‘freezing zone’ is 0

Time to loose can be as high as 10 min on a STAR

« RWY PRESSURE »

One of the major goal of LFP arrival manager is to leave no gapon RWY during peak period .

A parameter is defined in the system depending on « time to fly » between IAF and RWY to keep the TMA just a bit overcrowded: generally: the time displayed to ACC is cut by 2 min:

Example: If an a/c have 5 minutes to loose before RWY :

3 are to loose before IAF by the ACC, and 2 by APP between IAF and RWY

Decrease the number of coor… & 1 level, 1 speed The number of coordinations between ACC and

TMA is very low:• Only for special cases

• If props and jets have to be sequence (only for the 2 IAF closest to RWY

• In case of holding.

Sequence Manager role

The sequencer manager :• Give a speed for aircrafts entering TMA (20 ‘ before)

• Advise sectors if holding or closure of 1 RWY (sector has to manage the necessary gap.)

• Choose the AMAN strategy depending of the level of traffic.

• Optimize the RWY sequence : a goal : NO GAP on RWY during peak hour.

• Try to keep an equal workload between TMA and E-TMA

Estimated gain

The major gain is a decrease of time of holding: the ratio is 1/10. In normal operation :no holding for accessing LFP. (# EGTT TMA).

Gain of fuel cost for Airlines by using continuous descent and continuous speed reduction.

Without AMAN : before holding 33 a/c With AMAN : 36 or 37 a/c before holding

(depending on the number of prop and Heavy in seq)(max cap : 40 a/c /h /RWY)

LFFF CT

End of the presentation.