D02 - Phase 1 - System Requirements Specification

Transcription

1 D02 - Phase 1 - System s Specification Document information Project title Enhanced Sequencing Tools Project N Project Manager INDRA Deliverable Name Phase 1 - System s Specification Deliverable ID D02 Edition Template Version Task contributors DSNA; INDRA Abstract This document is the Technical Specification (TS) relating to the Basic Departure Manager tool (DMAN) within Step 1 SESAR programme. This document takes into account operational needs identified within WP6 and develops technical requirements for departure management

2 Authoring & Approval Prepared By Name & company Position / Title Date Thierry Debord /DSNA Contributor 27/04/2011 Ruth Tapia Neila /INDRA Reviewed By Task leader and Project Manager Name & company Position / Title Date 27/04/2011 Bernard Arini / DSNA Contributor and P /04/2011 contributor Thierry Debord / DSNA Contributor and P /04/2011 contributor Olivier Gbetro / DSNA Contributor 28/04/2011 Alain Huillet / DSNA Contributor and P /04/2011 contributor Victor Navarro / INDRA Contributor 28/04/2011 Andrea Ranieri / INDRA Contributor 28/04/2011 Ruth Tapia Neila /INDRA Task leader and Project 28/04/2011 Manager Jorge Valle / INDRA Contributor 28/04/2011 Jerome Lacoste / THALES P Project Manager 28/06/2011 Approved By Name & company Position / Title Date Bernard Arini / DSNA Contributor 30/06/2011 Ruth Tapia Neila / INDRA Document History Task leader and Project Manager 30/06/2011 Edition Date Status Author Justification /03/2011 Draft INDRA / DSNA First Draft /04/2011 Draft INDRA / DSNA comments implementation /04/2011 Draft INDRA / DSNA Second draft /04/2011 Final INDRA / DSNA /06/2011 Final INDRA SJU assessment Intellectual Property Rights (foreground) This deliverable consists of SJU foreground. 1 of 65

3 Table of Contents EXECUTIVE SUMMARY INTRODUCTION PURPOSE OF THE DOCUMENT INTENDED READERSHIP INPUTS FROM OTHER PROJECTS STRUCTURE OF THE DOCUMENT REQUIREMENTS DEFINITIONS GENERAL GUIDANCE FUNCTIONAL BLOCK PURPOSE FUNCTIONAL BLOCK OVERVIEW ACRONYMS AND TERMINOLOGY GENERAL FUNCTIONAL BLOCK DESCRIPTION CONTEXT FUNCTIONAL BLOCK MODES AND STATES states SESAR STEP 1 modes MAJOR FUNCTIONAL BLOCK CAPABILITIES USER CHARACTERISTICS OPERATIONAL SCENARIOS FUNCTIONAL Functional decomposition Functional analysis SERVICE VIEW FUNCTIONAL BLOCK FUNCTIONAL AND NON-FUNCTIONAL REQUIREMENTS CAPABILITIES s Runway Allocation Management (RAM) s Sequence Management (SM) s Manual Actions s ADAPTABILITY PERFORMANCE CHARACTERISTICS Performance s SAFETY & SECURITY MAINTAINABILITY RELIABILITY FUNCTIONAL BLOCK INTERNAL DATA REQUIREMENTS DMAN inputs s DMAN outputs s DMAN supervision and recording data s DESIGN AND CONSTRUCTION CONSTRAINTS Configurability s Interoperability s FUNCTIONAL BLOCK INTERFACE REQUIREMENTS Interaction with another tools s Tower Delivery Controller HMI s Tower Apron/Ground Controller HMI s Tower Supervisor HMI s ASSUMPTIONS REFERENCES USE OF COPYRIGHT / PATENT MATERIAL /CLASSIFIED MATERIAL Classified Material APPENDIX A TRACEABILITY of 65

4 List of tables Table 1 Acronyms Table 2 Terminology Table 3 Roles and responsibilities Table 4 Operational Scenarios Table 5: TS requirements / Enabler traceability Table 6: TS requirements / Functional block traceability Table 7: TS requirements traceability Table 8: TS requirements Validation / Verification Methods List of figures Figure 1: Flow of documentation overview [PMP]... 5 Figure 2 High level description of the main data flows in a A-CDM environment... 7 Figure 3 NSV-4 Aerodrome ATC System... 8 Figure 4 SESAR STEP 1 Context Figure 5 SESAR STEP1 - Mode Transitions Figure 6 Services and System Functions Figure 7 Users Figure 8 Logical Architecture of 65

5 Executive summary This document is the Technical Specification (TS) for the DMAN, based on: SESAR P D32 OSED V [7] SESAR P D07 S01V1 Initial OSED V [8] The TS describe a DMAN able to provide: Optimum runway Pre-departure sequence Departure sequence Collaborate with local AMAN HMI DMAN is a support tool for tower delivery controllers, apron/ground controllers and tower supervisors to perform the departure management process. 4 of 65

6 1 Introduction 1.1 Purpose of the document The Departure Manager (DMAN) developed in supports ATCs during departure management within Airport domain. This document describes the technical requirements for the basic DMAN for Step 1, mainly derived from the operational requirements included in the SESAR P D32 OSED V [7] and SESAR P D07 S01V1 Initial OSED V [8] according to a meet in the middle approach highlighted by the red arrow in the figure below. At the time of developing this document in fact there is no TAD document available from Figure 1: Flow of documentation overview [PMP] These technical requirements for the basic DMAN will provide Target Take Off Time (TTOT) and its related Target Start Up Time (TSAT), according to the Operating Method 1 described in the SESAR P D32 OSED V and SESAR P D32 Basic DMAN OSED V [7]. The next Step 2 DMAN will include the allocation of TTOT that maximizes the runway throughput according to Operating Method 2. The runway calculation is an internal function of the basic DMAN performed according to the runway orientation and allocation strategy. The next Step 2 DMAN will integrate new runway allocation process performed by a Runway management tool developed in the scope of project P of 65

7 1.2 Intended readership The intended target for this document encompasses but is not limited to the following projects: (Airport system specification drafting and maintenance) is interested in the document to identify and maintain traceability of the consolidated list of requirements derived from each WP12 projects; (Integration of departure management and surface management) will use the DMAN requirements to derive the specification of the interface and functionalities for the integration of DMAN and SMAN tools; (Coupled AMAN-DMAN) as the principal source of operational requirements for DMAN, which will need to check the consistency between the operational and technical requirements (Integration of queue management) to develop in common coordination requirements for coupling AMAN-DMAN (Multiple airport arrival/departure management) to develop in common coordination requirements for coupling AMAN-DMAN. In Step 1 related with the Extended horizon of the AMAN (Integrated Tower Working Position (icwp) Design, Specification Prototyping and /Validation) as technical project in charge of developing the integrated Tower Working Position. 1.3 Inputs from other projects The general context and the high level system architecture which has been taken as reference, is defined by B4.3 in [15]. The main input for this specification comes from the project 6.8.4, in particular from the operational requirements developed for SESAR P D32 OSED V [7] and the SESAR P D07 S01V1 Initial OSED V [8]. The D06-S1 V1 state of the art analysis V /02/2011 [16] provides an overview of the characteristics of the different DMAN tools currently employed at several airports in Europe and has been taken as input for clarifying the behaviour of some functions. 1.4 Structure of the document This document contains 4 Chapters structured as follows: Chapter 1: Purpose and scope; s structure; Component purpose and high level overview Chapter 2: General component description; Chapter 3: Component Functional and Non-Functional requirements Chapter 4: Referenced documents 1.5 s Definitions General Guidance s have been developed according to the s and V&V Guidelines [3] and Template Toolbox [2]. 6 of 65

8 1.6 Functional block Purpose The Departure Manager (DMAN) system is intended to support the departure management function by sequencing push-backs and take-offs of flights at the airport, through the calculation of their individual TSAT and TTOT which takes multiple constraints and preferences into account. The TSAT times and their spacing (close together or farther apart) have the function of controlling the flow to the runway, while the TTOT calculation is aimed at achieving a short sequence with little delay and to provide a reliable estimate at network level, to enhance the system predictability. In order DMAN to calculate reliable sequences, it is necessary to take into account accurate information related to the status of individual flights and airport resources, available from different systems: Target Off Block Times (TOBT): provided as up to date information by the airlines or ground handlers as part of the A-CDM process. When TOBT is not available, it is substituted by EOBT information from the Flight Plan Data processing system; Estimated Taxi Times (EXOT): provided by A-SGMCS Active Runways and capacity: provided automatically by the Aerodrome ATC system or manually by the Tower supervisor according to the current airport configuration and conditions; Gate/Stand and aircraft type: provided by the Flight Plan Data processing system; CFMU-Slots: defined by the CTOT (only when the flight is regulated due to flow management restrictions), which possibly have been improved by DPI-exchange with CFMU. The figure below gives a high level description of the main data flows between systems in a A-CDM environment. Figure 2 High level description of the main data flows in a A-CDM environment 7 of 65

9 1.7 Functional block Overview The Departure Management function is defined in [16] as the function that calculates the departure sequence of the flights improving departure flows at airports, taking multiple constraints and preferences into account. According to the System View NSV 4 (system functionality description), departure management is a component of the Aerodrome ATC system as illustrated in the following diagram B D02-EA Views Cycle1 V /09/2010[15] <<system>> Aerodrome ATC performs <<function>> Surveillance <<function>> Taxi Conformance Monitoring <<function>> Ground Correlation Manager <<function>> Departure Management <<function>> Aerodrome Flight Data Processing <<function>> Conflict Detection <<function>> Support Functions performs <<function>> Controller Human Machine Interaction Management <<function>> Operational Supervision <<function>> Technical Supervision <<function>> Air-Ground Datalink Management <<function>> Ground-Ground IOP/SWIM Management <<function>> A-G Voice Communicatio ns <<function>> G-G Voice Communicatio ns performs <<function>> Surface Movement Planning <<function>> Surface Guidance Management <<function>> Airport Resource Management Figure 3 NSV-4 Aerodrome ATC System From a service-oriented perspective two services in the Traffic Synchronization Service Family are related with the DMAN [16]: Take off sequence Management: keeps track of the departure phase for each departing flight at the concerned aerodrome from preparation of push-back or start-up until the take-off. It builds the recommended departure sequence for each runway. It takes into account pre-departure information provided by Airport Operator and Aircraft Operators planning and tactical decisions from Tower Ground and Tower Runway Controllers. Start up Sequence Management: keeps track of the pre-departure decisions concerning pushback movements and advise on optimal start up movements (sequence) in case of intense traffic on the apron (e.g. HUB). Build an optimal sequence of push back movements from aerodrome stands taking into account: o for each departing flight: their allocated runway, the planned sequence of take-off (if available), the latest information on ready time; 8 of 65

10 1.8 Acronyms and Terminology Term Definition A-CDM ADD AOBT S-SMGCS ATM ATOT CFMU CTOT DOD DMAN E-ATMS EOBT ERWT ETOT EXOT INTEROP IRS ITOT MDI OSED PDS RAM RCM SESAR SESAR Programme Airport Collaborative Decision Making Architecture Definition Document Actual Off Block Time Advanced Surface Movement Guidance & Control System Air Traffic Management Actual Take Off Time Central Flow Management Unit Calculated Take-Off Time Detailed Operational Description Departure Manager European Air Traffic Management System Estimated Off-Block Time Estimated Runway Waiting Time Estimated Take-Off Time Estimated taxi Out Time Interoperability s Interface s Specification Initial Take-Off Time Minimum Departure Interval Operational Service and Environment Definition Period without DepartureS Runway Allocation Management Runway Configuration Management Single European Sky ATM Research Programme The programme which defines the Research and Development activities and Projects for the SJU. 9 of 65

11 Term Definition SID SJU Standard Instrument Departure SESAR Joint Undertaking (Agency of the European Commission) SJU Work Programme The programme which addresses all activities of the SESAR Joint Undertaking Agency. SM SPR TAD TOBT TS TSAT TTOT VTT Sequence Management Safety and Performance s Technical Architecture Description Target Off-Block Time Technical Specification Target Start-Up Aproval Time Target Take-Off Time Variable Taxi Time Table 1 Acronyms Term Accumulation Period Minimum Departure Interval (MDI) Validity Time Definition DMAN s planning horizon is splitted into accumulation periods and then the number of flights in each accumulation period is counted to check the runway saturation. Minimum time required between successive departures on the same Standard Instrument Departure (SID) route Period of time whilst the optimum runway assignation to a flight is valid. When this period is passed, an optimum runway reassignment must be done and the flight plan is deleted of the Departure Sequence automatically Table 2 Terminology 10 of 65

12 2 General Functional block Description 2.1 Context This document is the Technical Specification for the development of the SESAR STEP1 Basic DMAN. The SESAR STEP1 is intended to be the first SESAR DMAN upon which the further SESAR enhancements will be built to produce successively: The SESAR Enhanced DMAN, and The SESAR Advanced DMAN. Figure 4 SESAR STEP 1 Context The baseline DMAN described in this Technical Specification represents a shared view of a generic DMAN, taking into account the common characteristics of the DMAN systems currently operational in Europe like in Zürich (DARTS), in Paris-CDG (MAESTRO), Munich (SEPL) and Frankfurt (Sequence Planner) and requirements detailed in the European Airport CDM Manual. As illustrated on Figure 4 SESAR STEP 1 Context above, the SESAR STEP1 Basic DMAN builds upon a baseline DMAN which has been specified in the P D32 OSED [7] and SESAR P D07 S01V1 Initial OSED V [8]. These two documents are complementary and intend to provide the SESAR Step 1 expected DMAN, to be enhanced in further steps. 11 of 65

13 The SESAR P D32 OSED V [7] describes the generic operational concept for a basic DMAN within an Airport CDM context, taking into account multiple constraints such as: Estimated Off Block times (from flight plan), Updated departure times provided by aircraft operators (TOBT), Slot constraints from ATFCM (CTOT), Variable Taxi Times (VTT), Aircraft Wake Vortex separations (optional), Basic runway constraints such as runway pressure, runway allocation strategy, capacity or departure rate, etc, Standard Instrument Departure (SID) and Minimum Departure Interval (MDI). The SESAR P D07 S01V1 Initial OSED V [8] brings in the following DMAN features: Basic collaboration with SMAN for use of accurate Taxi-times managed by the A-SMGCS routing and planning function: o The added value of the DMAN/SMAN coupling is ensured by more accurate taxi time provided by routing and planning function that will have direct impact on the DMAN outputs. In the DMAN/SMAN coupling, DMAN will provide TTOT and TSAT for all the flights planned in the sequence based on: CTOT (as provided by the CFMU), Optimum runway (calculated taking into account Runway/s in service, runway pressure ) OBT estimated or targeted by the airline or ground-handler. Basic collaboration with local AMAN for building an interleaved Arrival-Departure sequence: o In Step 1, the AMAN/DMAN coupling will be based on: Master/Slave configuration, where AMAN is the master and DMAN is the slave. AMAN will provide AFIs (Arrival Free Intervals) to DMAN DMAN will schedule departures in the AFIs provided by AMAN HMI requirements for Tower Controllers (for control) and also for Tower Supervisor (for managing Departure sequence strategy and coordination with Approach Supervisor). Departure sequence strategy which leads to couple departure and surface management should include: o Runway assignment o Runway departure capacity o o Rules for WV separation Rules for delay absorption: On stand, During taxi phase, At the threshold (Runway pressure) The features described in the two OSEDs mentioned above are taken into account in this technical specification to define the SESAR STEP1, according to the following technical understanding of the operational requirements: is intended to provide, regarding SESAR P D32 OSED V [7] and SESAR P D07 S01V1 Initial OSED V [8] documents, an aircraft sequence and pre-sequence for departures taking into account: Off-Block Time (OBT) Taxi-out Time (EXOT) Active Runways, Variable Taxi Times (VTT) CFMU Slots. 12 of 65

14 DMAN will provide TTOT and TSAT for all the flights in the sequence based on: - CFMU s CTOTs - Optimum runway (calculated taking into account Runway/s in service, runway pressure ) - OBT estimated or targeted by the airline or ground-handler. AMAN/DMAN coupling in Step 1 will be based on the following assumptions: - Master/Slave configuration, where AMAN is the master and DMAN is the slave. - AMAN will provide AFIs (Arrival Free Intervals) to DMAN - DMAN will schedule departures in the AFIs provided by AMAN 2.2 Functional block Modes and States states The state is a technical configuration of the system. The system can be in only one state at a time even if it is possible to switch from one state to another by a supervision command. The can be configured in two different states to provide operational and test capabilities: Operational (or Shadow) state identifies the running in the operational environment for Tower ATC control purposes. The Shadow state offers the same capacities as the operational state, but the is not used for control purpose. state identifies the running in the Tower ATC test environment SESAR STEP 1 modes The mode characterises the way the system is operating in respect to the availability of its functions. The can be in three different modes: Operational: In operational state, the is designed to provide continuous operational service despite the failure of a function. Under normal circumstances all functions are in use, and actively processing data. This mode is the operational one which is the normal mode of operation of the system. Degraded: A function can automatically (as a result of failure) or manually be switched off, at any time, leading to a degraded mode of operation. Failed: In case a significant set of functions necessary for the continuation of the Tower ATC service (supported by the DMAN) is not available, the is considered in failed mode. 13 of 65

15 Transitions between these three modes can be illustrated as follows: Figure 5 SESAR STEP1 - Mode Transitions This figure shows a logical transition from one mode to another, the way this transition is performed is an implementation detail and is out of the scope of this document. 14 of 65

16 2.3 Major Functional block Capabilities Figure 6 Services and System Functions The SESAR STEP1 will allow the tower controllers to manage a pre-departure sequence of aircraft from the block and a sequence for departures taking into account: Off-Block time (OBT) Taxi-Out Time (EXOT) Variable Taxi-Times (VTT) Active Runways AFIs The SESAR STEP1 will also allow the tower supervisor to adapt the configuration of the DMAN to the operational conditions. The following major capabilities have been identified which provides a structure for breaking down requirements: Departure sequence management, Constraints Management, Runway Configuration, Supervision, HMI 15 of 65

17 2.4 User Characteristics The list of users of the SESAR STEP1 is illustrated by Figure 7 Users: below. This list aligned with the list of Airport Operations actors as defined in the SESAR P6.2 Airport DOD Step 1 Dated 2011/03/17 [9] Figure 7 Users The responsibilities of these different actors when using the SESAR STEP1 functions are summarized in the table hereafter. Role Name Airport Tower Supervisor Summary of responsibility The Tower Supervisor is responsible for the safe and efficient provision of air traffic services by the Tower/Approach crew. When the SESAR STEP1 is available, his responsibilities are more specifically to: Decide on runway(s) for take-off in co-operation with all concerned partners and set the corresponding configuration in the DMAN; Coordinate with the ACC Supervisor and Local Traffic Manager regarding the implementation of traffic smoothing measures (i.e. spacing between same direction departures) and set the corresponding configuration in the DMAN; Coordinate with the Approach Supervisor regarding the measures related to Demand Capacity Balancing and set the corresponding configuration in the DMAN; Decide on runway(s) closure and set the corresponding configuration in the DMAN; 16 of 65

18 Role Name Tower Clearance Delivery Controller Summary of responsibility The Clearance Delivery Controller is part of the controller team responsible for providing an Air Traffic Service at controlled aerodromes. His main task is the verification of Flight data (e.g.fpl, CTOT, Stand, TSAT etc) and the delivery of ATC Clearance (Departure Clearance) and Start-Up Approval. When the SESAR STEP1 is available, his responsibilities are more specifically to: Manage the execution of the Pre-Departure Sequence provided by the DMAN Issue Start-Up approval with the support of the DMAN Tower Ground Controller Tower Runway Controller The Tower Ground Controller is part of the controller team responsible for providing an Air Traffic Service at controlled aerodromes. His main task is the provision of ATS to aircraft and vehicles on the manoeuvring area. When the SESAR STEP1 is available, his responsibilities are more specifically to: Manage the execution of the Pre-Departure Sequence provided by the DMAN Issue Push-Back approval with the support of the DMAN The Tower Runway Controller is responsible for the provision of air traffic services to aircraft within the control zone by issuing clearances, instructions and permission to aircraft, vehicles and persons as required for the safe and efficient flow of traffic. When the SESAR STEP1 is available, his responsibilities are more specifically to: Sequence departures with the support of the DMAN Manage integration of departures in the arrival sequence in mixed-mode operations with the support of the DMAN Give take-off clearance to departing flights in accordance with the CTOT if issued with the support of the DMAN(TTOT sequence is respected if suitable) Give instructions to taxi to the take-off position for departing flights with the support of the DMAN Table 3 Roles and responsibilities 17 of 65

19 2.5 Operational Scenarios In this very first version and due to the fact the DOD step 1 was released in parallel to the development of this document, this section contains only the list of the Operational Scenarios to which the will contribute. Operational Scenarios Short description Actor(s) use Airport Medium/Short- Term Planning The Airport Medium /Short-Term Planning scenario covers mediumterm (Up to 6 months before the day of operations) and also details the short term activities until the last hours on the day of operation. Tower Supervisor The day of operations, the Tower supervisor coordinate with the ACC and APP Supervisors and elaborate the adequate departure sequence strategy Surface-In The Surface In scenario starts when the aircraft is landing, vacates the runway, which means when it leaves a runway exit, and starts taxiing on the surface on own power to a nose-in stand or open stand (milestone: ALDT = wheels touching the runway after final approach). The Surface In scenario ends when the aircraft is parked with chocks on (milestone: AIBT = stops moving on parking position). Tower Ground Controller Tower Supervisor Monitors Departure sequence elements (TSAT/TTOT) for arriving flights as soon as they are taken into account by the DMAN Adapt any configuration parameter of the DMAN as needed. Turnaround The turn-round scenario encompasses the ground handling of an aircraft when parked at the stand/gate as well as the preparation of the aircraft to perform the next trajectory. The turn-round scenario at the moment the aircraft is on-blocks (AIBT - Actual In-blocks Time) and ending at the moment the aircraft is pushed back /vacated the parking position. Tower Ground Controller Tower Supervisor Manages the execution of the Pre- Departure Sequence provided by the DMAN Issue Start-Up approval; Adapt any configuration parameter of the DMAN as needed. 18 of 65

20 Surface-Out The surface-out scenario starts from AOBT and ends when aircraft takes off, i.e; at the Actual Take-Off Time (ATOT). Tower Ground Controller Manages the execution of the Pre- Departure Sequence provided by the DMAN Issue Push-Back approval; Runway controller Sequence departures with the support of the DMAN Manage integration of departures in the arrival sequence in mixed-mode operations with the support of the DMAN Give take-off clearance to departing flights in accordance with the CTOT if issued with the support of the DMAN(TTOT sequence is respected if suitable) Give instructions to taxi to the take-off position for departing flights with the support of the DMAN Tower Supervisor Adapt any configuration parameter of the DMAN as needed. Table 4 Operational Scenarios 2.6 Functional Functional decomposition The is composed by the following functionalities: HMI: Provides the controller with the display of the departure sequence with the means to interact with the DMAN function. Constraint management: In charge of managing all the constraints to be taken into account by the departure sequence management. Sequence management: In charge of calculating the TTOT sequence and the related TSAT for all the flights in the sequence. Runway Allocation Management: This In charge of calculating the optimal runway for departure for each flight. Supervision: Interface with the technical supervision for monitoring the Departure Management Function 19 of 65

21 2.6.2 Functional analysis The section above described how the is divided into functions. In this sub-section, further detailed is shown, describing how the different functions relate to each other, showing the different type of data flows in the logical architecture, and its interface with the concerned external systems and stakeholders. HMI Technical Supervision Technical Status Technical Status Supervision Operational Supervision Operational Status Operational Status External Systems Constraint Management Manual Action Alerts TSAT TTOT Airport Constraints Sequence Management Flight Data OBT Sequence Constraints Runway Allocation Constraints Departure Runway Runway Allocation Management Departure Runway TSAT TTOT Figure 8 Logical Architecture The figure above shows the interdependencies among the different system functions. - Supervision: in charge of exchanging information with the common Technical and Operational Supervision for monitoring the ATC System. - Constraint Management: in charge of receiving all the inputs (airport constraints, OBT and flight data) from external systems. - Runway Allocation Management: in charge of assigning the optimum runway for each flight - Sequence Management: in charge of calculating the departure sequence. -HMI: Interface with the controller, providing departure sequence, alerts and allowing manual inputs 20 of 65

22 2.7 Service View The provides two main services: Pre-Departure Sequence management (TSAT) Departure Sequence management. (TTOT) 21 of 65

23 3 Functional block Functional and non-functional s 3.1 Capabilities s The basic DMAN shall provide the ability to handle the runway configuration, the runway capacity (including closures), and the runway pressure. OSED Runway Allocation Management (RAM) s A flight plan shall be eligible for the RAM function when the following conditions are fulfilled: it is a departure from an aerodrome defined as DMAN scope it has Target Off-Block Time (TOBT) or Estimated Off-Block Time (EOBT) RAM function shall calculate the optimum runway of an eligible flight plan when one of the following conditions is fulfilled: it receives the flight plan for the first time. it receives an updating of the flight plan that affects the optimum departure runway. a modification of the departure runway/s in service in the aerodrome is performed. a modification of the departures/hour ratio is performed in the runway that has been assigned to the flight plan RAM function shall provide any of the departure runways in service in the aerodrome as optimum runway, if ETOT/CTOT and validity time are defined It shall be possible to define the following type of rules for the RAM function: Aircraft Type Rule Operation Type Rule: Planned, Charter Flight Plan Type Rule: Military, Civil STS Rule: Emergency, VIP, Ambulance Stand Rule Transition Fix Rule: SID fix RAM function shall consider simple (only one associated runway) or complex (more than one associated runway) rules of 65

24 RAM function shall take as possible runways for the flight plan those resulting from the rules application according to the priority order defined (by adaptation). If the flight plan doesn t fulfil any rule, its possible runway will be the first one in service RAM function shall check the runway saturation by accumulation period RAM function shall establish the accumulation period corresponding to a flight plan from the flight plan CTOT. If the flight plan has not CTOT, the EOBT + Taxi-time, taking into account that Taxi-time depends on the Stand and the departure runway It shall be possible to define the following criteria to change flight plan s runway for the RAM function: by departure procedure by aircraft type by stand When a flight plan (F1) is received for the first time, or it is received an update of the flight plan (F1) that affects its optimum runway, the RAM function shall check the saturation of the first possible runway of the flight plan (F1) If there is a change in the aerodrome runways in service, the flight plan s optimum runway shall be checked as if an update from each one had been received If there is a change in a runway departures/hour ratio or the number of flight plan in a period has been modified, each accumulation period shall be checked Sequence Management (SM) s For a given flight, the basic DMAN planning shall start at a parameter time generally 40 - before OBT and shall end at Actual Take-Off Time (ATOT). OSED of 65

25 The basic DMAN shall compute TSAT and TTOT for each eligible flight. Non eligible flights are not taken into account in the Pre-Departure Sequence: CFMU suspended flights are not eligible as long as they have a CFMU suspended status; Flights manually or automatically removed from the sequence are not eligible as long as they have a removed status. Additionally, some flights are exempted from the A-CDM process (sanitary, state ) and are not taken into the Pre-Departure Sequence. OSED The shall automatically remove a flight from the sequence: That is late to request Departure Request/Start-up Clearance, or That does not acknowledge the Departure Request/Start-up Clearance. That is late to request Push-Back (Push-Back not requested at TSAT + 5 ), or That does not acknowledge the Push-back Clearance. OSED OSED The basic DMAN shall be able to establish and to maintain a sequence for each departure runway if several departure runways are in service simultaneously The basic DMAN shall use Target Off-Block Time (TOBT) as reference time to allocate flight rank in Pre-Departure and Take-Off sequences As long as no TOBT is provided for a flight the shall use the Estimated Off-Block Time (EOBT). OSED For each eligible flight, the basic DMAN shall firstly calculate the Target Take-Off Time (TTOT) which represents the Aircraft rank in the Take-Off sequence. [TTOT=TOBT + EXOT + ERWT] OSED The basic DMAN shall optimise the sequence taking account of existing CFMU slots (CTOT). OSED In case of a regulated flight, the CTOT shall be used to adjust TTOT in the CTOT Window. The TTOT interval shall be (CTOT -5, CTOT +10) if the flight plan has no CTOT, the TTOT interval shall be from the action time that includes the flight plan in the sequence to the action time that includes the flight plan in the sequence plus a configurable parameter OSED of 65

26 The basic DMAN shall optimise the sequence taking account of Variable Taxi Times (VTT) received via A-CDM or A-SMGCS systems to calculate the Initial Take-off Time (ITOT) from the last annotated request or clearance for the flight plan when it is included in the sequence. OSED The basic DMAN shall deduce the Target Start-Up Approval Time (TSAT) based on the TTOT, which represents the Aircraft rank in the pre-departure sequence. [TTOT differs from TSAT by the Estimated Taxi out Time (EXOT)] OSED The basic DMAN shall take into account airport preferences (Capacity or departure rate, runway pressure configuration and availability.) in order to optimise the pre-departure sequence. OSED The basic DMAN shall use constraints in order to guide the search of the optimal solution: Limits established by a flight s CTOT upon its take-off time Minimum separation by wake turbulence categories: DMAN shall apply the minimum separation constraint for a couple of consecutive flight plans in the departure sequence considering its wake vortex categories. Manual assignation of a flight TTOT: TTOT is assigned for a flight plan by the user. Manual assignation of a flight TTOT interval: TTOT interval is assigned for a flight plan by the user. Period without departures (PDS): It will be established by the user, in which no flights shall take-off. Departures/hour ratio: The departure sequence calculated by DMAN shall not exceed the departures/hour ratio established by the airport to the runway and the time period defined. D07.REQ OSED D07.REQ OSED D07.REQ OSED D07.REQ OSED To the selection of the optimum sequence, it shall be applied each one of the following criteria, ordered from maximum to minimum priority: Keeping of departure flight plans TTOTs o The modification of the TTOTs of the flight plans that already have their departure clearance will be minimum Keeping of TTOTs of flight plans in movement o The modification of the TTOTs of the flight plans that already have begun to move will be minimum. Departures/Hour Ratio o At any hour period there will not be more flight plans than the established number by the ratio. Stability Criteria o It will be modified the TTOT of the minimum possible number of flight plans D07.REQ OSED of 65

27 For the criteria application, the value of the Cost Function, defined by the weighted (Wi) addition of the application of the optimisation criteria, shall be calculated. D07.REQ OSED It shall be possible to configure the no application of the Stability criteria. D07.REQ OSED The basic DMAN shall calculate the Cost Function for each possible solution, and select the solution that provides the less value of the cost function as the best. D07.REQ OSED The basic DMAN shall provide a solution within a certain time determined by the depth parameter (configurable) of the sequence calculation D07.REQ OSED If the basic DMAN doesn t find a suitable solution and it is not possible to apply a manual action by the controller, a warning message shall be generated stating that DMAN is working in a degraded mode of operation. D07.REQ OSED The basic DMAN sequence update shall be a time based parameter OSED The sequence update shall be triggered by specific events as soon as they are known to the basic DMAN system: AOBT ASAT ATOT OSED The basic DMAN shall provide sequence updates to external systems upon each change, either time-based or event-based OSED When a new TOBT is provided for a flight previously removed from the sequence (manually or automatically) the shall automatically re-sequence this flight. (I.e. a new TSAT and TTOT are calculated for this flight). OSED The basic DMAN shall provide a TSAT as the result of a pre-departure sequence computation. OSED shall provide a TTOT as the result of a Take-Off Sequence computation. OSED of 65

28 3.1.4 Manual Actions s The basic DMAN shall permit to manually insert a flight in the Pre-Departure Sequence by entering a TSAT for the concerned flight. OSED The basic DMAN shall permit to manually remove any flight from the sequence. OSED When a flight is automatically or manually removed from the sequence, its TSAT and TTOT shall be cancelled, the flight gets a removed status. OSED The basic DMAN shall permit to manually re-sequence a flight previously removed from the sequence (automatically or manually) OSED The basic DMAN shall permit to manually modify the Period without departures (PDS) OSED Adaptability N/A 27 of 65

29 3.3 Performance Characteristics Performance s The basic DMAN shall calculate and manage the sequences of one single aerodrome The basic DMAN shall be able to establish up to 15 simultaneous sequences The basic DMAN shall be able to manage simultaneously up to 5 periods without departures 3.4 Safety & Security N/A 3.5 Maintainability N/A 3.6 Reliability N/A 3.7 Functional block Internal Data s DMAN inputs s The basic DMAN shall be able to perform when TOBTs are not available. In this case the computations are based upon the EOBTs. OSED The basic DMAN shall receive the following flight data information from ATC: Callsign Departure Aerodrome Destination Aerodrome EOBT Aircraft Type Route (SID exit Point) OSED of 65

30 The basic DMAN shall take into account the following flight data from A-CDM : TOBT (Collected from AO/GH system) Stand (Collected from SG Mgt system) CTOT (Collected from CFMU system) AOBT (Collected from A-SMGCS, ACARS or MVT). ATOT (Can be provided by an A-SMGCS system) OSED The basic DMAN shall take into account the following flight data entered by Controllers via EFS systems: Runway allocation, SID, ASAT. OSED The basic DMAN shall receive the Variable Taxi Times (VTT) via A-CDM or A-SMGCS D07.REQ OSED The basic DMAN shall obtain the Minimum Departure Interval (MDI). D07.REQ OSED There shall be a Minimum Departure Interval (MDI) for each one of the thresholds of the airport that can be used for departures A Minimum Departure Interval (MDI) shall consist on the following information: Previous Aircraft group. Previous Aircraft Departure procedure Following Aircraft group. Following Aircraft Departure procedure Minimum applicable Separation. D07.REQ OSED The applicable Minimum Departure Interval shall be a time value (in seconds, between 0 and 600). D07.REQ OSED The basic DMAN shall obtain the Target Off-Block Times (TOBT) by the airlines or ground handlers. OSED The basic DMAN shall manage to obtain the CFMU-Slots via CFMU. OSED of 65

31 The basic DMAN shall obtain the following information by configuration data: Sequence calculation depth Time for departures/hour ratio Stability criterion activation flag DMAN outputs s The basic DMAN shall provide the following flight data to A-CDM : TSAT TTOT OSED The basic DMAN shall provide the following data to EFS systems : TSAT TTOT Allocated Departure Runway Allocated SID OSED DMAN supervision and recording data s The basic DMAN supervision shall permit to switch from CDM to Non-CDM mode and versa. OSED The basic DMAN supervision facility shall provide a synthetic view of the system status: Operational status of the system TTOT Communication status with external systems OSED The basic DMAN shall have two start-up modes: cold, warm The basic DMAN shall reconstruct in memory the stored data in disk at the moment it stopped: departures/hour ratio of each runway, in case of warm start-up The basic DMAN shall delete all stored data in disk (departures/hour ratio of each runway) in case of a cold start-up. 30 of 65

32 The basic DMAN shall perform a controlled stop when a stop event is received, saving in disk the departures/hour ratio of each runway. 3.8 Design and Construction Constraints Configurability s The basic DMAN shall be designed in such way that could be configured its existence without affecting to the rest parts of the system Interoperability s The basic DMAN shall be designed in such way that could be executed in any processor. 3.9 Functional block Interface s No specific operational requirements had been derived from the first set of operational requirements available at the time this TS has been produced. This section includes HMI capabilities (to be developed by P12.5.4) for supporting activities. 31 of 65

33 3.9.1 Interaction with another tools s The basic DMAN shall not take into account any constraint motivated by the departure sequence of other departure runway at the same aerodrome Tower Delivery Controller HMI s The basic DMAN shall provide a specific HMI to support Tower Delivery Controller s activities. OSED The basic DMAN Tower Delivery HMI shall inform Delivery controllers about the following situations: According to current TSAT, it s too early to issue departure clearance. According to current TSAT, departure clearance can be issued. It s too early to issue start-up clearance. According to current TSAT, start-up clearance can be issued. The flight is currently removed from the sequence OSED The basic DMAN Tower Delivery HMI shall provide the ability: To manually remove any flight from the sequence. To manually re-sequence any flight To insert a flight manually in the Pre-Departure Sequence by entering a TSAT for the concerned flight. To sort the flights according to various criteria, e.g.: TSAT, Call signs... OSED OSED OSED Tower Apron/Ground Controller HMI s The basic DMAN shall provide a specific HMI to support Tower Apron/Ground Controller s activities. OSED The basic DMAN Tower Delivery HMI shall inform Apron/Ground controllers about the following situations: The flight has to wait for Push-Back The flight is allowed to Push-Back The flight is currently removed from the sequence OSED of 65

34 The basic DMAN Tower Delivery HMI shall provide the ability: To manually remove any flight from the sequence. To manually re-sequence any flight To sort the flights according to various criteria, e.g.: TSAT, Call signs... OSED OSED Tower Supervisor HMI s The basic DMAN shall provide a specific HMI to support Tower Supervisor s activities. OSED The basic DMAN supervisor HMI shall permit the Tower Supervisor: To schedule a change of runway capacity To schedule a change of runway configuration To schedule a runway closure To change the runway pressure. To switch the mode of execution of : o From CDM to Non-CDM Mode o From Non-CDM to CDM Mode. To schedule a change of runway allocation strategy. OSED OSED OSED of 65

35 4 Assumptions No SPR/INTEROP was available at the time this technical specification has been performed. Two complementary OSED documents form P6.8.4 had been used to develop this document technical specification: SESAR P D32 OSED V [7] SESAR P D07 S01V1 Initial OSED V [8] is intended to provide an aircraft sequence and pre-sequence for departures taking into account: Off-Block Time (OBT) Taxi-out Time (EXOT) Active Runways, Variable Taxi Times (VTT) CFMU Slots. will provide TTOT and TSAT for all the flights in the sequence based on: - CFMU s CTOTs - Optimum runway (calculated taking into account Runway/s in service, runway pressure ) - OBT estimated or targeted by the airline or ground-handler. AMAN/DMAN coupling in Step 1 will be based on the following assumptions: - Master/Slave configuration, where AMAN is the master and DMAN is the slave. - AMAN will provide AFIs (Arrival Free Intervals) to DMAN - DMAN will schedule departures in the AFIs provided by AMAN 34 of 65

36 5 References [1] SESAR PMP [2] Template Toolbox [3] s and V&V Guidelines [4] Toolbox User Manual [5] SESAR Definition Phase Task 2.4.x Milestone 3 System Architecture (DLT ), September 2007 [6] IEEE / MIL Standards... [7] SESAR P D32 OSED V [8] SESAR P D07 S01V1 Initial OSED V [9] SESAR P6.2 Airport DOD Step 1 Dated 2011/03/17 [10] OATA Operational Scenario and Use Case Guide V1.0 [11] EMMA 2 - A-SMGCS Services, Procedures, and Operational s -V [12] EMMA 2 - OSED Update V [13] EUROCONTROL CDM Manual [14] EUROCONTROL - Generic Operational Concept for Pre-departure Runway Sequence Planning and Accurate Take-Off Performance Enabled by DMAN interaction with Airport CDM and A-SMGCS concepts V07A, dated 2009/07/09 [15] B D02-EA Views Cycle1 V /09/2010 [16] D06-S1 V1 state of the art analysis V /02/ Use of copyright / patent material /classified material N/A Classified Material N/A 35 of 65

37 Appendix A Traceability title Enabler code of 65

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40 title Enabler code of 65

41 title Enabler code Table 5: TS requirements / Enabler traceability title Functional block identifier Performance requirements Runway allocation management (RAM) Runway allocation management (RAM) Runway allocation management (RAM) Runway allocation management (RAM) Runway allocation management (RAM) Runway allocation management (RAM) Runway allocation management (RAM) Runway allocation management (RAM) Runway allocation management (RAM) Runway allocation management (RAM) 40 of 65

42 title Functional block identifier Runway allocation management (RAM) Runway allocation management (RAM) Sequence Management Sequence Management Sequence Management Sequence Management Sequence Management Sequence Management Sequence Management Sequence Management Sequence Management Sequence Management Sequence Management Sequence Management Sequence Management Sequence Management Sequence Management Sequence Management 41 of 65