Trajectory-Based Co-Optimization of Arrival Scheduling and Descent Path Design in the Terminal Maneuvering Area
Terminal arrival scheduling and descent procedure design are studied in two largely separate literatures. Scheduling models reduce each aircraft to a travel time and deliver target landing times, and fuel-efficient descent procedures are designed one aircraft at a time with the schedule taken as given, although both decide where an arriving aircraft absorbs delay before final approach. Existing formulations therefore cannot trade a slower, earlier-configuring descent against level track miles, a schedule that is efficient in time can be expensive in fuel, and autonomous or reduced-crew operations will need a single trajectory plan that ground automation and the flight management system both accept. To close this gap, we propose a four-dimensional terminal arrival scheduler that selects each aircraft's lateral path extension, glideslope-capture distance, and flap-deployment trigger speeds in one decision. We evaluate every candidate idle-thrust descent offline with a wind-aware backward plan and a six-degree-of-freedom forward simulation that returns descent time, fuel burn, minimum track length, and stabilized-approach feasibility, and a rolling-horizon scheduler commits one verified descent and one extension per aircraft under wake-separation constraints and observed entry winds. Two Atlanta terminal airspace case studies quantify the benefit. We show that co-optimized continuous descents save about 15\% of fleet fuel below saturation in a free-descent environment and that delayed deceleration saves about 23\%, while on the six published Runway 8L arrival flows the charted altitude floors remove 31\% of the design lattice and reduce the savings to 9--10\% and 20--21\%, respectively. We also find that wind moves single-aircraft descent fuel by 34--81\% yet explains at most 4\% of fleet fuel variance, because aircraft-specific wind effects average out across a scenario.