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The ATSP uses an arrival planning DST to analyze the arrival preferences submitted by NorthAM, TransCon and other operators, and to then formulate an arrival metering initiative that determines arrival sequences, meter-fixes and runway assignments, while accommodating user preferences to the maximum extent possible (CE 8). Using datalink, the ATSP transmits information on arrival runways assignments and required times of arrival (RTAs) at assigned meter-fixes to NAA888, TCA123 and other users (CE 0).
1235  TCA123 and NAA888 reach their top-of-descent points and begin their descent.
Terminal Arrival
1240  ATSP transmits updated RTAs (at the meter-fixes) to TCA123 and NAA888 as they continue their descent into the San Francisco Bay area.
1245  Shortly before entry into the Bay TRACON (terminal area), the NAA888 flight crew learns from updated information now available (CE 0), that a localized system of scattered bad weather cells has moved into the terminal area. Some of these cells lie along their nominal descent trajectory. The flight crew of NAA888 request the ATSP for authority to free maneuver through the system of weather cells in the terminal area, while accepting responsibility for maintaining separation from local traffic (CE 9); the ATSP grants clearance. The flight crew maneuver the aircraft around the more intense weather cells, while the FD-based CD&R DST searches for potential conflicts with aircraft in the vicinity. NAA888 then resumes its nominal descent trajectory to the final approach fix.
Some of the bad weather cells also lie along the nominal descent trajectory of TCA123, but the aircraft does not have the equipage to free maneuver around weather cells. Having determined that a deviation to the north of the weather cell system would minimize excess fuel burn (due to more favorable winds), the flight crew sends a preference for north deviation to the ATSP. The ATSP uses a trajectory planning DST to determine a nominal conflict-free weather avoidance descent trajectory that accommodates user preferences (CE 10), and transmits it to the FD via datalink. The TCA123 flight crew execute the modified trajectory using the FMS.
1255  ATSP advises the flight crews of TCA123, NAA888 (and other flights) that despite low ceilings due to fog over the San Francisco Bay area, both SJC and SFO will continue to operate at near-visual rates with all arriving aircraft maintaining minimum IFR separation standards (no buffers). This is enabled by accurate merging/spacing capabilities provided by FD-based and/or ATSP-based DSTs.
As NAA888 nears an arrival merge point (where two or more arrival streams merge) for SFO, the ATSP advises the flight crew that it has been cleared to merge with another arrival stream and then maintain minimum IFR in-trail separation relative to another inbound NorthAm aircraft (NAA642) by performing self-spacing (CE 11). Executing the appropriate procedures for self-spacing, the NAA888 flight crew merge with the other arrival stream behind NAA642, and follow it to the final approach fix.
　
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本文鏈接地址：Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM)(40)