Faculty of air transport engineering the department of «air navigation systems»

CONCLUSION
This thesis provides essential requirements and recommendations for Point Merge, that are related to the core principles and high-level description of the procedure, and applicable to the main design options.
Improvements in ATC and airspace procedures that make the best use of the Aircraft Navigation System (FMS) can significantly reduce the workload of pilots and improve flight efficiency. However, it is critical that any subsequent impact on flight deck safety is identified and addressed jointly with ATC and aircraft operators. A good example of this need is fuel management issues related to RNAV arrival routes that use linear waiting procedures, such as the" Point merge system. A linear waiting area can be designed as an RNAV arrival route. This allows ATC to delay, order, and integrate aircraft arrivals by giving routes along pre-defined variable segments to specific points, rather than providing a vector. It can also completely replace or significantly reduce the need for traditional waiting areas. PMS is a special type of linear waiting that is already used in many major airports around the world airports. Arrival permission is given for a full linear waiting route. As soon as the correct distance is reached, the aircraft is instructed to proceed to the "arc", from where the only route of arrival resumes.
When the aircraft is in a traditional vertical holding stack or when ATC guidance is provided, the aircraft's guidance system is not accurate in fuel calculations, as it does not know how long or where the controller will direct the aircraft. But when the ATC instructs to fly the full RNAV scheme, the FMS "sees" this route as a closed loop and gives fuel calculations based on the assumption that the scheme will be completed in full. The FMS, of course, does not know when the ATC will give an indication to proceed to the PMS point. As a result, before the merger is approved, in certain circumstances, the aircraft navigation system will generate a fuel warning message, followed by the flight crew's uncertainty about their fuel situation, despite the fact that there is an appropriate fuel quantity threat. The consequence was that some aircraft operators were carrying more fuel than was actually needed, which resulted in more fuel being burned to carry the extra load. Concern was also expressed that such a situation could lead to fuel emergencies being declared when this was not necessary.
Aircraft operators agreed that, based on the existing FMS design and coding, there was no way to completely eliminate the potential of some FMS fuel warning messages, but it was decided that these were not fuel warnings that required the declaration of a fuel emergency. Therefore, it was necessary for the flight crew to correctly understand and manage these messages from the aircraft navigation system.
In support of the flight crew's management of potential FMS fuel messages, it was deemed necessary for ATC to provide the flight crew with a forecast of the expected delay.