Controlled time of arrival (CTA) in medium density/medium complexity environment

Available for deployment

Building an arrival sequence in medium- and high-density environments calls on controller resources from an early phase in the approach procedure. The process is predominantly ground-based and can result in late vectoring and unnecessary holding rather than fuel-efficient strategies based on en-route speed management for efficient delay absorption. By combining time management capabilities on board aircraft with ground-based system support, the arrival management process can be more predictable and deliver more efficient operations.

SJU references: #06/Release 5


  • ƒImproved fuel efficiency ƒ
  • Enhanced predictability ƒ
  • Improved flight crew situational awareness
Download solution pack: 
01_CN_Solution_06_Controlled_Time_of_Arrival_CTA_in_MM_density_complexity_environment.pdf (PDF, 176.97 KB)Download View View
02_Regulatory_Overview_Solution_06_CTA.pdf (PDF, 80.7 KB)Download View View
03_SPR_Solution_06_05.06.01-_D84_-_Deliverable_Step_1_Fully_Validated_SPR.pdf (PDF, 3.7 MB)Download View View
04_INTEROP_Solution_06_05_06_01-D85-Step_1_-_Fully_Validated_Interop.pdf (PDF, 446.78 KB)Download View View
05_TS_Solution_06_09.01-D57-Aircraft_and_System_Peformance_and_Functional_requirements.pdf (PDF, 811.72 KB)Download View View
06_IRS_Solution_06_09.01-D58-Interface_requirements_between_the_Aircraft_and_the_ATC_systems.pdf (PDF, 316.67 KB)Download View View
07_TS_Solution_06_10_09_02-D64-_Step_1_Technical_Specification.pdf (PDF, 1.23 MB)Download View View
08_TS_Solution_06_DEL10_2_1-D88-Updated_Step_1_ATC_TM_System_Requirements_-_Cycle_3.pdf (PDF, 985.36 KB)Download View View
09_TS_Solution_06_P10.07.01-D76_AGDL_System_Requirement-TS_2016.pdf (PDF, 1.73 MB)Download View View

Other related solutions to Controlled time of arrival (CTA) in medium density/medium complexity environment

User Preferred Routing (UPR) in this solution refers to direct routing (DCT) defined between published entry and exit point inside a complex area (i.e. the complete Maastricht Upper Airspace Area). It extends the current use of DCTs in the MUAC Area of Responsibility (AoR).

Satellite-based technology, supported by constellations such as Galileo, provides approach guidance without the need for ground-based navigational aids, increasing accessibility and safety at many airports.

Introducing precision area navigation (P-RNAV) procedures improves the design and organisation of the airspace allowing the aircraft’s on-board navigation system to fly optimised flight paths.

At the extremity of the terminal airspace, arriving aircraft are vectored along an arc from where the timing of their turn towards the merge point determines the landing sequence.

The solution is composed of a point merge system coupled with an arrival management tool that provides sequencing support based on trajectory prediction.

Existing airborne collision avoidance systems (ACAS) triggers resolution advisories when a collision risk is predicted.

Ground-based safety nets are an integral part of the ATM system. Using primarily ATS surveillance data, they provide warning times of up to two minutes.

The sustained traffic growth in the 1980s prompted the launch of the en-route air traffic organiser concept, to design electronic decision-making tools to help controllers.

Advanced controller tools present an opportunity to look at managing the resources of the air traffic control workforce in new ways, especially when it comes to planning and pre-tactical tasks.

Short-term conflict alerts (STCA) provide controllers with a short-term warning of potential conflicts between aircraft in the same airspace.

Arrival management extended to en-route airspace (E-AMAN) integrates information from AMAN systems operating out to an extended distance to provide an enhanced and more consistent arrival sequence.
The SESAR Solution “Enhanced terminal operations with LPV procedures”, also called “Advanced Approach Procedure with Vertical guidance (APV)”, consists of an innovative Required Navigation Performance (RNP) approach procedure to Localiser Performance with Vertical Guidance (LPV) minima.

Building an arrival sequence in medium- and high-density environments calls on controller resources from an early phase in the approach procedure.

This SESAR solution coordinates traffic flows into multiple airports by means of a centre manager (CMAN).

Modern flight management systems have the ability to fly a repeatable curved trajectory, known as radius-to-fix (RF), which some airports are adding to their arrival and departure procedures.

New possibilities in advanced airspace design solutions and options are now possible thanks to the precision in airborne navigation using the improved navigation performance provided by required navigation performance (RNP) on board modern aircraf

Aircraft engines have become quieter but an aircraft’s flight path can also help reduce noise levels by following a smooth descent down to the runway threshold rather than a conventional stepped approach.

This solution addresses the development of tools to tactical and planner controllers assisting them on their monitoring tasks during busy periods.

Under the current network structure, aircraft fly an average of 20 km further than the most direct route between two points. This SESAR Solution represents a step forward with respect to the user-preferred routing solution.

The solution allows airspace users to plan trajectories, without reference to a fixed route or published direct route network.

This SESAR Solution enables the design of IFR routes at very low level, based on the ability of suitably-equipped rotorcraft to navigate very accurately using global navigation satellite systems (GNSS) using the European satellite-based augmentati