In an effort to improve the effciency of air traffic operations, whilst reducing the envi-\ud ronmental impact on aviation and increase capacity, 4D trajectory optimisation has shown\ud good potential. In previous research the authors have described a framework where com-\ud plex departure routes can be optimised, producing con\ud ict free fuel optimal trajectories.\ud The research in this paper extends this concept to account for prediction uncertainty of\ud future states of intruding traffic. It is proposed to continuously monitor the surounding\ud traffic and recompute the ownship trajectory whenever a deviation from nominal traffic\ud behavior arises. The effectiveness of the conformance monitoring function is evalutated in\ud a scenario with two aircraft \ud ying standard departing procedures from Barcelona and Reus\ud airports.Peer ReviewedPostprint (published version

This paper proposes a method to synchronize traffic flow optimization and sector opening scheduling, with the aim of achieving flexible demand and capacity balancing (DCB). Delay assignment, trajectory options and sector collapsing are used to manage the traffic demand, while sector opening schemes are to affect the airspace capacity. Mixed Integer Programming (MIP) model is built to incorporate these initiatives. Three model variants are presented to illustrate the synchronization process, and their results in a real-world case study demonstrate some promising improvements for the DCB performances. Index Terms-air traffic flow management, trajectory options, dynamic sectorization, demand and capacity balancing f extra route charges for k of f α unit cost of ground delay γ unit cost of fuel consumption δ unit cost of opening an operating sector M artificial parameter of large positive value This paper was partially funded by grants from the CSC No 201506830050 and by the SESAR Joint Undertaking under grant agreement No 699338.

Trajectory predictors require information on the flight-intent in order to estimate the future state of the aircraft. At present, however, such information is not available or it is very limited and coarse (unless predicting the ownship trajectory). In this paper, an interacting multiple-model (IMM) algorithm is proposed to improve the accuracy of short-term trajectory predictions. The active guidance mode of an aircraft is estimated in real-time observing flight data collected only from automatic dependent surveillance-Broadcast (ADS-B) and transponder selective mode (Mode S) emissions. The algorithm is set up with different models corresponding to the most typical guidance modes, and provides the model that better fits the observations. The proposed algorithm is validated by means of two simulated trajectories whose guidance modes were known beforehand. Finally, the performance of the algorithm with real flight data is demonstrated through a detailed example. Promising results are obtained, showing that the active guidance mode can be unequivocally identified with a negligible delay.

Continuous descent operations (CDOs) with required times of arrival (RTAs) represent a potential solution to reduce the environmental impact in terminal maneuvering areas without degrading capacity. However, flight management systems require to know the remaining distance to the metering fix in order to compute the CDO complying with the CTA. This paper assesses the feasibility of replacing the current air traffic control sequencing and merging techniques, which are mainly based on open-loop vectoring, by a control based on RTAs over known and pre-defined arrival routes (i.e., with known distances to go). An optimal control problem has been formulated and solved in order to generate CDO trajectories, while a mixedinteger-linear programming model was build in order to solve the aircraft landing problem in the metering fix. The assessment has been performed for Berlin-Schönefeld airport (Germany), by using arrival traffic gathered from historical data and by taking advantage of its tromboning procedure. Furthermore, a second scenario was studied by adding more simulated traffic to the existing one. Results show that, after assigning an RTA and a route to every arriving aircraft, a time separation of 120 is ensured in the metering fix, while at least 90 seconds of separation are maintained in the the rest of waypoints of the procedure.

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