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The user preferences would be transmitted by the AOC (or FD) to the ATSP by datalink; this information enables the ATSP to accurately predict arrival traffic load. The ATSP uses an arrival-planning DST to analyze the arrival preferences submitted by the users, and to then formulate an arrival metering initiative that determines arrival sequence, meter-fixes and runway assignments, while accommodating user preferences to the maximum extent possible. Using datalink, the ATSP transmits information on arrival runways assignments and required times of arrival (RTAs) at assigned meter-fixes to the users (FD and/or AOC).
It is noted that the proposed solution may also be applicable to en route spacing for management of arrival delay. Choice of arrival routing may place a flight through a spacing-reference fix that results in more or less delay than the nominal routing. The user may also want to indicate a delay weighting for its preferred routing (i.e., indicate how much delay is acceptable for the preferred route before an alternative route is preferred). The choice of sequence and desired time of arrival will have a direct impact on the first-come-first served (FCFS) order used to space flights over a particular spacing-reference fix.
4.3.8.3 Potential Benefits
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Increased user flexibility and efficiency for arrivals in congested terminal airspace, due to strategic collaboration between user and ATSP for determining arrival times, runways and meter-fixes.

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Reduced arrival delays, due to efficient arrival metering resulting from improved ATSP predictions of arrival traffic load.

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Increased airline hub operating efficiencies, due AOC’s ability to influence sequencing of flights in their arrival bank

4.3.9 Terminal Arrival: Free Maneuvering for Weather Avoidance
4.3.9.1 Problem
Inefficient terminal area re-routing to accommodate the dynamic airspace constraint of bad weather cells.
In current-day fair-weather operations, arriving and departing aircraft in the terminal area are directed along static routes. When bad weather cells block these static routes, the ATSP provides vectoring services to each aircraft to assist in avoiding these weather cells. The uncertainty of cell size and position, the dynamic nature of the cells, and the priority of safety often result in users flying inefficient routes to the runway threshold. Even for low-density arrival traffic, these factors and the need to provide multiple vectoring instructions to all aircraft can significantly increase controller workload.
4.3.9.2 Solution (Flight Deck focus)
Properly equipped aircraft are given authority to maneuver as necessary to avoid weather cells, or to follow such aircraft using self-spacing procedures.
In terminal-area operations with low-to-moderate traffic density, appropriately equipped aircraft are given the authority to use onboard weather detection and interactive/automated route-planning capabilities to navigate around weather cells (and maintain separation from local traffic) without receiving vectoring clearances from the ATSP. This authority may extend as far as autonomous navigation to the runway threshold, or it may be limited to local deviations from a nominal route clearance provided by the ATSP. The flight crew devotes a significant portion of their attention to this task and applies their preferences to routing decisions to the maximum extent possible. The ATSP monitors free maneuvering aircraft, and regains control authority at the termination of this procedure. Additionally, the ATSP provides vectoring services to aircraft that are not equipped for free maneuvering or self spacing, and also provides monitoring services for appropriately equipped free-maneuvering or self-spacing aircraft. For cases where the flight crew attempts, and fails, to find a conflict-free weather avoidance route, automated systems or the ATSP will provide a required deviation.
　
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本文鏈接地址：Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM)(29)