MLS: a total system approach

Modeling effects of different air traffic control operational procedures, separation rules, and service disciplines on runway landing capacity

“…The technologies in Table to be developed in the NextGen program aiming at increasing the runway landing capacity are expected to contribute as follows :Enabling efficient and reliable approach and landing at the airports not equipped with ILS under reduced visibility conditions; this particularly refer to airports operating closely spaced parallel runways (RNP, Required Navigational Performance).Enabling precise final approach and landing at the secondary airports not equipped by ILS, thus relieving complexity of procedures for the aircraft approaching to the primary airports in the same metropolitan area (Wide Area Augmentation System (WAAS) or RNP1 and/or RNP with curved paths).Mitigating uncertainty in the aircraft's current and prospective position along their 4D RNAV trajectories including the final approach and landing segment by double monitoring, on‐board the aircraft and at the ATC; (ADS‐B, Automatic Dependent Surveillance Broadcasting).Implementing CDA as a common practice with the aircraft engine minimum power, thus enabling mitigation of the environmental impacts (fuel consumption and related emissions of greenhouse gases, and noise burden); at the same time, the aircraft are precisely guided along the descent trajectory, thus enabling their vertical separation in the vicinity of the final approach gate (FAG) (CDA, RNP, WAAS as a supplemental system to Global Navigation Satellite System (GNSS)).Improving surveillance at airports that, at present, do not have radar surveillance.…”

“…The ATC is supposed to use four types of separation rules between landing aircraft exclusively and/or in combination.Horizontal distance‐based separation rules are set up to protect trailing aircraft from the wake vortices of the leading aircraft in particular landing sequences. They are generally specified for IMC and VMC as IFR and VFR and are given in Table .…”

“…As can be seen, current IFR applied under IMC are by about 40% stricter than VFR applied under VMC, which on average gives a 30% lower IFR landing capacity than the VFR landing capacity . Because the Super Heavy A380 still represents a rare occurrence in the dense arrival streams at many airports, it is not mentioned in Table .…”

“…Both SESAR and NexGen programs aim at the trajectory‐based control implying performance‐based navigation and aircraft position information .…”

“…The ATC will be able to rather accurately predict the aircraft position over time, that is, where they will be as compared with the current system, which informs where they currently are. Following these trajectories will use Flight Management System and fulfillment of RNP . The latter will be possible, thanks to the on‐board continuously improving systems, whose accuracy depends on GNSS (an additional supplement to increase accuracy of GNSS is WAAS (Table )).…”