SESAR DETAILED OPERATIONAL DESCRIPTION

Transcription

1 SESAR DETAILED OPERATIONAL DESCRIPTION Cllabrative Airprt Planning - M1 Dcument infrmatin EC prject title EC prject N Prject / Wrk package / WP2 WBS {T be cmpleted} Dcument Name Deliverable ID/ Dc ID Versin 3.0 Versin date Status Draft Classificatin Public Filename -V3.0 SESAR Initial DOD (M1 - Cllabrative Airprt Planning).dc Owner f the dcument Rsalind Eveleigh EEC Cntributing partners {cmpany} add rws if needed - Page 1 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

2 DOCUMENT CONTROL Apprval Rle Organisatin Name Versin Date & signature Dcument wner EEC Rsalind Eveleigh Wrk Package leader EEC Andreas Tautz Quality Crdinatr EEC Ludvic Legrs Management cell EEC Rsalind Eveleigh Prject Crdinatr EEC Philippe Leplae Editin histry Editin Nº Date Status Authr(s) Justificatin - Culd be a reference t a review frm r a cmment sheet Draft 0 31/07/07 A. Marsden Initial Draft /08/07 Draft /09/07 Draft A. Marsden / R. Martinez A. Marsden / R. Martinez /09/07 Draft R. Martinez /11/07 Draft /01/08 Draft /01/08 Draft A. Marsden / R. Martinez A. Marsden / R. Martinez A. Marsden / R. Martinez /07/008 Draft R. Martinez Includes cmments frm EEC/APT Includes cmments frm EEC/APT/ATC/NET Minr changes fr distributin t EP3 partners Includes cmments frm EP3 partners Changes due t amendments t the ATM Prcess Mdel Includes cmments frm EP3 partners Changes due t amendments t the ATM Prcess Mdel v1.2 Alignment t SESAR D5 and integratin f late cmments. Operatinal Scenaris and Use Cases tables added /07/08 Final Draft R. Martinez Amendment after internal review. - Page 2 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

3 DISTRIBUTION LIST Cmpany's shrt name Cntact EUROCONTROL AENA Airbus DFS NATS DLR NLR DSNA ENAV INECO ISA Isdefe LFV SICTA TH-AV TR6 QUB ACG ATMB CAST LPS LVNL Andreas Tautz Pabl Sanchez Escalnia Patrick Lelièvre Matthias Pppe Alex Mclellean Frank Mrlang Reiner Suikat Hug de Jnge Bernard Gayraud Antni Nuzz Daniele Tetin Laura Serran Ian Crk Niclas Suarez Anders Nyberg Patrizia Criscul Thierry Persn Brun Ayral Jean-Etienne Deraet Mark Price Martin Stieber Tian Zhencai Minzhu Zhng Igr Urbanik Rnald Dubbeldam - Page 3 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

4 - This page is intentinally blank - - Page 4 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

5 SUMMARY Airprts are seen as cnstraints t grwth in the future air transprt system. In the cntext f a significant increase in traffic within the SESAR time hrizn, increased investment, develpment and research will be needed t supprt the necessary imprvements in airprt thrughput, efficiency and punctuality with cntinued safety cnsideratins. The develpment f future airprt peratinal cncepts will cver the three principal time hrizns f SESAR namely the business develpment cycle, the medium/shrt term planning phase and the executin phase. This present dcument describes the peratinal enhancements which are freseen specifically within the medium/shrt term planning phase f airprt peratins. Within the medium/shrt term planning phase particularly, it is necessary that airprt prcesses be fully integrated within the Air Traffic Management (ATM) netwrk, s airprt planning prcesses shall be integrated within the ATM planning peratins. In such a cllabrative envirnment, the pririties f different actrs at an airprt, their peratinal cnstraints and the interface with the wider ATM netwrk will all be taken int accunt during the decisin making prcess at the planning level. Main activities cvered by the airprt in the medium/shrt term planning phase will be t plan traffic and airspace requirements, refine airprt resurces, balance demand and capacity and supprt the preparatin f the flight t departure. Airprts are the ndes f the air transprt system. A philsphy f perfrmance-based airprt management is needed as a pre-requisite fr a future perfrmance-based ATM system. Therefre future cncepts aim at an integrated airprt management, where all majr aircraft peratr, airprt, aerdrme ATC and grund handling prcesses are cnducted using cmmn data sets and agreed prcedures. The future integrated methd f airprt management is referred t as Ttal Airprt Management (TAM). Within the TAM cncept, the Airprt Operatins Centre (APOC) is seen as the heart f the peratin. Within the APOC, peratrs will cnstantly cmmunicate and crdinate, develp and maintain dynamically jint plans and execute thse in their respective area f respnsibility. Different pssible APOC-implementatins are expected, ranging frm a distributed virtual APOC t a high-tech physical APOC, even with new peratr rles. The cre infrmatin basis f Ttal Airprt Management is the Airprt Operatins Plan (AOP). The Airprt Operatins Plan is an en-rute-t-en-rute-cnversin f the Netwrk Operatins Plan (NOP), enriched by airprt specific data. It ranges frm agreed airprt perfrmance targets, cnstraints f the different stakehlders t a detailed event-resurce-usage descriptin enabling the airprt t be perated as a time-rdered system. Different implementatin ptins f the Airprt Operatins Plan exist accrding t the size f the peratin f a given airprt. The Airprt Operatins Plan is a result f a dynamic and repetitive layered planning prcess f several stakehlders. The APOC is the frum which facilitates the generatin, discussin, cmmitment t and maintenance f the Airprt Operatins Plan. This dcument builds n previus wrk perfrmed as a jint initiative between DLR and EUROCONTROL. Furthermre, the EUROCONTROL medium-term Airprt Operatinal Cncept dcument cnstitutes a visinary descriptin f airprt peratins fr the medium-term timeframe (i.e. deplyable frm 2012 nwards). The Ttal Airprt Management cncept described in this dcument is therefre the result f a cnvergence between the SESAR Cncept f Operatins and the medium term Airprt Operatinal Cncept. The bjective f the dcument is t describe the SESAR cncept related t airprt management in medium/shrt term planning phase in sufficient detail t permit the definitin f validatin exercises within. - Page 5 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

6 TABLE OF CONTENTS SUMMARY DOCUMENT INFORMATION BACKGROUND INTENDED AUDIENCE PURPOSE AND SCOPE OF THE DOCUMENT DOCUMENT STRUCTURE OPERATING CONCEPT-CONTEXT AND SCOPE TOTAL AIRPORT MANAGEMENT OVERVIEW ATM PROCESSES DESCRIBED IN THE DOCUMENT SESAR CONCEPT ADDRESSED IN THE DOCUMENT RELATED SESAR OPERATIONAL IMPROVEMENTS (OI S) RELATED SESAR KEY PERFORMANCE INDICATORS (KPI S) CURRENT OPERATING METHOD AND MAIN CHANGES ASPECTS OF TODAY'S OPERATIONS THAT WILL REMAIN ASPECTS OF TODAY'S OPERATIONS THAT WILL CHANGE ASPECTS OF TODAY'S OPERATIONS THAT WILL DISAPPEAR PROPOSED OPERATING PRINCIPLES AIRPORT SUPPORT TO PLAN TRAFFIC AND AIRSPACE REQUIREMENTS (A2.1) Scpe and Objectives Assumptins Expected Benefits, Issues and Cnstraints Overview f Operating Methd Schedule Flights (A ) Schedule Aircraft Operatins (A ) Enablers Transitin issues REFINE AIRPORT RESOURCES (A2.2) Scpe and Objectives Assumptins Expected Benefits, Issues and Cnstraints Overview f Operating Methd Refine Airprt Usage Rules (A ) Refine Pssible Airprt Cnfiguratins (A ) Refine Runway Available Capacity Plan (A ) Refine Stand Available Capacity Plan (A ) Refine De-icing Available Capacity Plan (A ) Refine Taxiway Available Capacity Plan (A ) Refine Airprt Slts (A ) Cnslidate Airprt Available Capacity Plan (A ) Enablers Transitin issues BALANCE AIRPORT PLANNED DEMAND AND CAPACITY (A2.3) Scpe and Objectives Assumptins Page 6 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

7 4.3.3 Expected Benefits, Issues and Cnstraints Overview f Operating Methd Detect Airprt Demand Capacity Imbalance (A ) Select/Refine/Elabrate a DCB Slutin at Airprt Level (A ) Manage Pre-departure Sequence (A2.3.3) Enablers Transitin issues AIRPORT SUPPORT TO PREPARE FLIGHT FOR DEPARTURE (A2.4) Scpe and Objectives Assumptins Expected Benefits, Issues and Cnstraints Overview f Operating Methd Obtain Flight Briefings (A2.4.1) Check Aircraft Requirements (A2.4.2) Publish RBT (A2.4.3) Enablers Transitin issues COLLABORATIVE AIRPORT PLANNING SUPPORT TO MANAGE TURNAROUND (A3.1 & A3.2) Scpe and Objectives Assumptins Expected Benefits, Issues and Cnstraints Overview f Operating Methd Switch Gate Operatinal Rules (A ) Crdinate Temprary Gate Clsure (A ) Change Pre-Departure Sequence (A ) Enablers Transitin issues ENVIRONMENT DEFINITION AIRSPACE CHARACTERISTICS TRAFFIC CHARACTERISTICS ROLES AND RESPONSIBILITIES MAIN ROLES AND RESPONSIBILITIES ACTORS RESPONSIBILITIES IN THE ATM PROCESS MODEL ANNEX A: OPERATIONAL SCENARIO ANNEX B: DETAILED USE CASES ANNEX C: OI STEPS TRACEABILITY TABLE ANNEX D: REFERENCES Page 7 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

8 LIST OF TABLES Table 1: ATM Mdel lw level prcesses addressed...24 Table 2: Key Perfrmance Areas addressed...29 Table 3: Use Cases fr Schedule Flights...35 Table 4: Use Cases fr Schedule Aircraft Operatins...37 Table 5: Use Cases fr Refine Airprt Usage Rules...41 Table 6: Use Cases fr Refine Pssible Airprt Cnfiguratins...43 Table 7: Use Cases fr Refine Runway Available Capacity Plan...45 Table 8: Use Cases fr Refine Stand Available Capacity Plan...46 Table 9: Use Cases fr Refine De-icing Available Capacity Plan...47 Table 10: Use Cases fr Refine Taxiway Available Capacity Plan...48 Table 11: Use Cases fr Refine Airprt Slts...49 Table 12: Use Cases fr Cnslidate Airprt Available Capacity Plan...50 Table 13: Use Cases fr Detect Airprt Demand Capacity Imbalance...55 Table 14: Use Cases fr Select/Refine/Elabrate a DCB Slutin at Airprt Level...56 Table 15: Use Cases fr Manage Pre-departure Sequence...57 Table 16: Use Cases fr Obtain Flight Briefings...61 Table 17: Use Cases fr Check Aircraft Requirements...61 Table 18: Use Cases fr Publish RBT...62 Table 19: Use Cases fr Switch Gate Operatinal Rules...65 Table 20: Use Cases fr Detect Airprt Demand Capacity Imbalance...66 Table 21: Use Cases fr Change Pre-departure Sequence...67 Table 22: Actrs rles and cncerned prcesses...74 Table 23: Cllabrative Airprt Planning identified scenaris...75 Table 24: Use Cases summary...77 Table 25: Operatinal Imprvements addressed Page 8 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

9 LIST OF FIGURES Figure 1: Scpe f the dcument as part f Cllabrative Layered Planning...12 Figure 2: Airprt Prcess Mdel...15 Figure 3: Cllabrative Generatin f the Airprt Operatins Plan (AOP)...16 Figure 4: ATM Mdel diagrams and high level prcesses addressed...19 Figure 5: Agent based airprt Operatins Centre Page 9 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

10 1 DOCUMENT INFORMATION 1.1 BACKGROUND The prject, als called "Single Eurpean Sky Implementatin Supprt Thrugh Validatin", was signed n 18 th April 2007 between the Eurpean Cmmunity and EUROCONTROL under the cntract N TREN/07/FP6AE/S / The Eurpean Cmmunity has agreed t grant a financial cntributin t this prject equivalent t abut 50% f the cst f the prject. The prject is carried ut by a cnsrtium cmpsed f EUROCONTROL, Entidad Publica Empresarial Aerpuerts Espanõles y Navegacin Aérea (AENA); AIRBUS France SAS (Airbus); DFS Deutsche Flugsicherung GmbH (DFS); NATS (EN Rute) Public Limited Cmpany (NERL); Deutsches Zentrum für Luft und Raumfahrt e.v.(dlr); Stichting Natinaal Lucht en Ruimtevaartlabratrium (NLR); The Ministère des Transprts, de l Equipement, du Turisme et de la Mer de la République Française represented by the Directin des Services de la Navigatin Aérienne (DSNA); ENAV S.p.A. (ENAV); Ingenieria y Ecnmia del Transprte S.A (INECO) ISA Sftware Ltd(ISA); Ingeneria de Sistemas para la Defensa de Espana S.A (Isdefe); Luftfartsverket (LFV); Sistemi Innvativi per il Cntrll del Traffic Aere (SICTA); THALES Avinics SA (THAV); THALES AIR SYSTEMS S.A (TR6); Queen s University f Belfast (QUB); The Air Traffic Management Bureau f the General Administratin f Civil Aviatin f China (ATMB); The Center f Aviatin Safety Technlgy f General Administratin f Civil Aviatin f China (CAST); Austr Cntrl (ACG); LPS SR (LPS); Luchtverkeersleiding Nederland (LVNL). This cnsrtium wrks under the c-rdinatin f EUROCONTROL Experimental Centre (EEC) The missin f is t assess key cncept areas f the SESAR 2020 Cncept f Operatins and prvide evidence, r therwise, that these cncept areas: Are safe in principle ; Can attain the prpsed level f perfrmance ; Are envirnmentally efficient ; and Are "peratinally viable. The main SESAR inputs t this wrk are: The SESAR Cncept f Operatins (CnOps): T222 [1]; The descriptin f scenaris develped: T223 [2] & [3]; The list f Operatinal Imprvements allwing t transitin t the final cncept: T224 [4]; The definitin f the implementatin packages: T333 [4] & [5]; The list f perfrmance assessments exercises t be carried ut t validate that the cncept delivers the required level f perfrmance: T232; The ATM perfrmance framewrk, the list f Key Perfrmance Indicatrs, and an initial set f perfrmance targets: T212 [6]. One f the bjectives f is t deliver Detailed Operatinal Descriptins that will refine the cncept and structure the validatin wrk [7]. These dcuments are prvided as input t the SESAR develpment phase. These dcuments are prduced thrugh the System Cnsistency wrk package f and will be updated thrugh the life f the prject. - Page 10 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

11 1.2 INTENDED AUDIENCE The intended audience includes: partners; SESAR cmmunity. 1.3 PURPOSE AND SCOPE OF THE DOCUMENT This dcument prvides a refined descriptin f the SESAR cncept f peratins regarding peratinal prcesses taking place at airprts during the medium/shrt term planning phase. Such dcument shall be used within in rder t identify tpics fr validatin exercises and prvide infrmatin suitable fr the cnduct f the validatin exercises and can be seen as being step 0.2 f E-OCVM [8] (i.e. the descriptin f the ATM Operatinal Cncept(s)). The DOD dcument structure and cntent is derived frm the ED-78A standard [9] and the OSED. Accrding t the ED-78A standard, "the OSED identifies the Air Traffic Services supprted by data cmmunicatins and their intended peratinal envirnment and includes the peratinal perfrmances expectatins, functins and selected technlgies f the related CNS/ATM system". The structure f the DOD has been adapted frm that f the OSED t reflect the nature f the cncept areas being develped and serve the purpse f validatin activities. The cmplete detailed descriptin f the mde f peratins is cmpsed f 10 dcuments (the set f dcuments is available frm the prtal hme page [10]): 1. The General DOD (G DOD) [11]; 2. The Lng Term Netwrk Planning DOD (L DOD) [12]; 3. The Cllabrative Airprt Planning DOD (M1 DOD), this dcument; 4. The Medium & Shrt Term Netwrk Planning DOD (M2/3 DOD) [13]; 5. The Runway Management DOD (E1 DOD) [14]; 6. The Aprn & Taxiways Management DOD (E2/3 DOD) [15]; 7. The Netwrk Management in the Executin Phase DOD (E4 DOD) [16]; 8. The Cnflict Management in Arrival & Departure High & Medium/Lw Density Operatins DOD (E5 DOD) [17]; 9. The Cnflict management in En-Rute High & Medium/Lw Density peratins DOD (E6 DOD) [18]; 10. The Glssary f Terms and Definitins [19]. - Page 11 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

12 SCOPE OF THE DOCUMENT Figure 1: Scpe f the dcument as part f Cllabrative Layered Planning The SESAR Operatinal Cncept states clearly that airprt peratins during the medium/shrt term planning phase will be built upn the framewrk f Cllabrative Decisin Making (CDM) but with further enhancements in terms f data sharing (SWIM) and perfrmance based airprt management (Ttal Airprt Management) thrugh the direct participatin f key stakehlders. The target hrizn addressed in this dcument will be 2020 timeframe, nt taking int accunt transitin elements. Thus, this dcument will cnsider a restricted list f OI steps fr which the Initial Operating Capability (IOC) time frame is until This is thus mainly related t ATM Service/Capability Levels 3 and 4. Services linked t level 5 are cnsidered ut f the scpe f the DOD. Future iteratins f the dcument, particularly fllwing the validatin exercises, will further refine the peratinal cncept but particularly, in the case f cllabrative airprt planning, will refine the wh (actrs), what (wrking prcedures) and hw (required data and individual respnsibilities) f Ttal Airprt Management (TAM) during the medium/shrt term planning phase. - Page 12 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

13 1.4 DOCUMENT STRUCTURE The dcument structure is as fllws: 2 f this dcument prvides an verview f the functins addressed in the dcument 3 prvides a descriptin f hw tday's peratin will be changed with the implementatin f the cncept area under analysis. 4 gives a descriptin f the future perating principles by lking at Cllabrative Airprt Planning prcess. It details the benefits, the cnstraints, the human factrs aspects, the enablers, the actrs and the perating methds. 5 gives envirnment cnstraints f interest t the DOD (a general DOD dcument prvides this infrmatin at the glbal level). 6 lists rles and respnsibilities applicable t this cncept area. Annex A prvides the list f the varius scenaris relevant t this dcument. Annex B prvides the summary f the Use Cases defined in this dcument. Annex C cntains tables prviding crss-references between cncept elements handled in this dcument. Annex D prvides the list f references. - Page 13 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

14 2 OPERATING CONCEPT-CONTEXT AND SCOPE 2.1 TOTAL AIRPORT MANAGEMENT OVERVIEW Airprts are seen as cnstraints t grwth in the future air transprt system. In the cntext f a significant increase in traffic within the SESAR time hrizn, increased investment, develpment and research will be needed t supprt the necessary imprvements in airprt thrughput, efficiency and punctuality with cntinued safety cnsideratins. The develpment f future airprt peratinal cncepts will cver the three principal time hrizns f SESAR namely the Lng Term Planning phase, the Medium/Shrt Term Planning phase and the Executin phase. The philsphy f Cllabrative Decisin Making (CDM) frms the crnerstne f the planning phases since it is necessary that the different airprt prcesses cmprising resurce allcatin and management be perfrmed by taking int accunt the state f ther systems bth at the airprt and in the wider ATM netwrk. Fr example, when planning the allcatin f airprt resurces, the pririties and/r peratinal cnstraints f ther actrs shuld be knwn and wherever pssible taken int accunt in the decisin making prcess. A philsphy f perfrmance-based airprt management is needed as a pre-requisite fr a future perfrmance-based ATM system. Therefre future cncepts aim at an integrated airprt management, where all majr aircraft peratr, airprt, aerdrme ATC and grund handling prcesses are cnducted using cmmn data sets and agreed prcedures. The future integrated methd f airprt management is referred t as Ttal Airprt Management (TAM). Within the TAM cncept, the Airprt Operatins Centre (APOC) is seen as the heart f the peratin. The APOC will prvide the frum whereby peratrs will cmmunicate and c-rdinate, develp and maintain dynamically jint plans and execute thse in their respective area f respnsibility. Different pssible implementatins f the APOC are expected, ranging frm a distributed virtual APOC t a high-tech physical APOC, even with new peratr rles. Thse airprts which have implemented the EUROCONTROL guidelines relating t CDM will have created a framewrk fr imprved infrmatin sharing and data quality [21]. Nevertheless, despite the imprved data sharing, there still remains the reality that peratinal decisins within an airprt are implemented n an ad-hc basis. Invariably the slutin is limited t maximising the immediate interests f thse respnsible fr making a given decisin. The main aim behind the APOC is the creatin f a platfrm whereby peratinal decisins, particularly thse during perids f reduced capacity, taken by any given principal airprt actr may be made in the full knwledge f the peratinal cnstraints and/r pririties f ther actrs wh may be impacted by the decisin, cherent with the principals f CDM. The management f degraded situatins will therefre be imprved, cupled with a faster recvery t nrmal peratins. The actrs and fcus cnsidered in this dcument culd be reflected as relating t a majr airprt, typically cmprising a hub peratin with the varius peaks and trughs in arrival/departure demand that this entails. It shuld be clear frm the utset that sme f the functinality, particularly the specific implementatin f the APOC and assciated actr rles and respnsibilities will change accrding t the size f airprt and nature f the peratin. - Page 14 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

15 M SESAR E PHASES D I U M - T E R M P L A N N I N G LONG TERM PLANNING MEDIUM/SHORT TERM PLANNING EXECUTION S C H E D U LI N G S E Q U E N CI N G E X E C U TI O N Demand Balance Air Transprt Business Develpment Plan Air Traffic Evlutin Demand Balance Demand Planning Traffic Lad Planning Demand Balance Demand Scheduling Traffic Lad Scheduling Demand Balance Demand Dynamic Management Traffic Lad Sequencing Demand Balance Flight Realisatin Rules Capacity Airprt Master Plan Airprt Capacity Enhancement Plan Rules Capacity Allcatin Rules Cnfiguratin Determinatin Schemes Determinatin Resurces Available Capacity Planning Rules Capacity Allcatin Rules Cnfiguratin Refinement Schemes Refinement Resurces Available Capacity Scheduling Rules Capacity Allcatin & Cnfiguratin Operatin Rules Schemes Dynamic Activatin Selectin Resurces Available Capacity Dynamic Adjustment Rules Capacity Operatin Rules Switch Resurces Maintenance Figure 2: Airprt Prcess Mdel Figure 2 indicates the varius prcesses taking place at an airprt acrss a number f different planning layers. The mdel is resurce driven and characterised by a central prcess which can be referred t as demand and capacity balancing. This prcess takes place at a number f different time hrizns althugh the rules which define hw the balancing will be perfrmed will differ at each stage. Each individual prcess will receive/prvide data frm/t bth the utside wrld i.e. the netwrk r airline/airprt specific data (dtted lines) r frm the results f the demand and capacity balancing prcess cnducted in an earlier planning cycle (slid arrws). Fr example, the results f the demand and capacity balancing prcess during the sequencing phase will effectively define the nature f the demand at the executin phase. At the same time, feedback t earlier planning cycles will be prvided as part f the cllabrative planning prcess. The agents inside the APOC (r cnnected t it, See Sectin 6) will be directly intercnnected with ne system fr situatin assessment and diagnsis, Airprt Operatins Plan (AOP) generatin and implementatin. In additin c-rdinatin and cmmunicatin will be facilitated thrugh an apprpriate infrastructure and cmmn data presentatins. - Page 15 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

16 Diagnsis DCB Functins 1. Evaluatin f deviatins 2. Deviatin targets identificatin Rles APOC Staff Analysis Tls Autmatic Plan Generatin Functins 1. Planning target values 2. Adjustment f plan parameters Rles APOC Staff Planning Tls Mnitring Business Trajectry Functins 1. Calculatin f values 2. Cmparisn calculated vs planned values Rles APOC Staff Mnitring Tls Plan Selectin Functins 1. Select plan 2. Cmmit plan Rles APOC Staff Decisin Supprt Tls Data Mining Functins 1. Infrmatin acquisitin 2. Traffic infrmatin disseminatin Activatin AOP Functins 1. Integratin f new planned targets in AOP ANALYSIS FLOW LOGICAL FLOW Figure 3: Cllabrative Generatin f the Airprt Operatins Plan (AOP) The lgical planning flw (green part f Figure 3) in the generic cycle culd be described as fllws: The Airprt Operatins Plan (AOP) Generatin is carried ut based upn higher level target values and detected deviatins frm inner cycle targets. The result can be a tentative plan with new target values. Thrugh the Plan Selectin the chice f the plan ccurs which shuld be active (either t take place f the ld active plan r the new tentative plan, that is the alternative plan). This prcess includes the negtiatin and cmmitment between the different stakehlders. In the Activatin prcess the new planned targets will be integrated in the current plan. The analysis flw (brwn part f Figure 3) starts with sensing f infrmatin f the next lwer cycle. This traffic infrmatin culd be actual and predicted prcess data and cnstraints n different aggregatin levels. By using this infrmatin, higher aggregated infrmatin will be calculated and cmpared with the planned target values. Identified deviatins are evaluated in the diagnsis prcess. Deviatins frm target values as results f this prcess clse the cycle and trigger the plan generatin. - Page 16 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

17 T enable a CDM prcess between the stakehlders it is necessary t achieve a cmmn situatin assessment in rder t ensure cmmn situatin awareness. Situatin Assessment and Diagnsis can be divided int the sub-prcesses Data Mining, Mnitring and Diagnsis. 1. data deriving frm the Netwrk Operatin Plan (NOP): a. SBTs; b. SBTs update, including early ff-blck infrmatin at the departure airprt; c. Demand and Capacity Balancing (DCB) fr departing aircraft. 2. data deriving frm stakehlders at the airprt (including meterlgy). After new r updated infrmatin is available, the Airprt Operatin Plan (AOP) generatin prcess starts with an autmatic planning. If stakehlders adjust the cnstraints and therewith the actual parameter set f the last planning prcess manually, a recalculatin f the affected parts f the AOP is launched. After Plan Generatin with manual parameters, all stakehlders r their assigned agents chse between the actual and the tentative AOP and then have the ptin t activate the varied plan r nt. After the planning prcess with the altered cnstraints the new plan is displayed in the APOC fr agreement f the agents. This request might be autmatically generated and distributed. In this case the stakehlders r their agents have the pssibility f accepting r rejecting the petitin. The agents examine the slutin cncerning the verall perfrmance targets and the perfrmance targets f the stakehlders in the APOC. Either they agree upn the plan r they make new inputs. If they deem the given result insufficient, the agents might change the pririties and cnstraints t make adjustments t the autmatic planning prcess. Otherwise they agree t the plan and distribute it t the stakehlders. 2.2 ATM PROCESSES DESCRIBED IN THE DOCUMENT Cllabrative Airprt Planning glbal prcess cvers all tasks where the Airprt will be invlved during the Medium/Shrt Term Planning phase. The main bjectives f the Medium/Shrt Term Planning phase are t btain an activated plan t be implemented during the Executin phase updated Netwrk Operatins Plan (NOP), Reference Business Trajectries (RBTs) and activated resurces and t establish a Pre-departure Sequence. Airprt will cllabrate during the Medium/Shrt Planning phase with its participatin in fur main tasks: Plan traffic an airspace requirements. Airprt will participate in refining the Shared Business Trajectries (SBTs) available frm the Lng Term Planning phase; Refine lcal ATM resurces. Airprt will refine resurces usage rules, cnfiguratin schemes and resurces capacity plan relating with the airprt peratin; Balance planned demand and capacity. During this task, airprt will detect demand and capacity imbalance assciated t airprt peratin and will prpse an airprt DCB slutin. As well, airprt will participate in planning the turnarund prcess and establishing the predeparture sequence; - Page 17 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

18 Prepare flight fr departure. Airprt will supprt the airspace users in btaining the flight briefing, checking the aircraft requirements and publishing the Reference Business Trajectries (RBTs). The high level ATM prcesses described belw are thse which are relevant t Cllabrative Airprt Planning by the apprpriate airprt actrs during the medium/shrt term planning phase (refer t ATM prcess mdel [20]): A2.1 Plan Traffic and Airspace Requirements; A2.2 Refine ATM Resurces; A2.3 Balance Planned Demand and Capacity; A2.4 Prepare Flight fr Departure; A3.1 Balance Actual Demand and Capacity; A3.2 Manage Traffic Queues. - Page 18 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

19 Figure 4: ATM Mdel diagrams and high level prcesses addressed - Page 19 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

20 Each high-level prcess is brken dwn int lw-level prcesses which are cvered either by Runway Management (E1 this DOD), Aprn & Taxiways Management (E2/3 DOD), Netwrk Management in the Executin Phase (E4 DOD), Cnflict Management in Arrival & Departure High & Medium/Lw Density Operatins (E5 DOD), Cnflict Management in En-Rute High & Medium/Lw Density Operatins (E6 DOD) r by Cllabrative Airprt Planning (M1 DOD). Mid-level prcesses, when present, usually encapsulate lw-level prcesses supprted jintly by the airprt/airspace/ netwrk executin activities. - Page 20 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

21 A summary and a brief descriptin f these lwest level ATM prcesses cvered by the present DOD are presented in the fllwing table: Cde ATM Prcess Descriptin SESAR CnOps References A Schedule Flights This prcess fcuses n flights scheduling, which includes cancellatin/additin f flights F.1, F.2, F.2.1, F2.2, F.2.3, F.2.6.1, F.2.6.3, F.2.6.4, F , F.2.6.6, F.3.1, F4.1 A Schedule Aircraft Operatins This sub-prcess is the equivalent f the Flight Scheduling fr the aircraft resurce. The Aircraft Operatins Scheduling cnsists f a refinement f the strategic traffic plan by perfrming a first allcatin f, e.g. aircraft types t repetitive SBTs F.1, F.2, F.2.2, F.2.3, F.2.6.3, F.3.1, F.3.2, F.5.1.3, F A Refine Airprt Resurces Usage Rules Fr each resurce, the lcal allcatin rules are first defined during the lng term planning phase. Hwever, mst f the time already existing rules are adapted t the next seasn s needs. The runway allcatin rules are, fr example, the nise abatement prcedures F , F.5.1.2, F.5.2 A Refine Pssible Airprt Cnfiguratins The pssible airprt cnfiguratins refinement sub-prcesses aim at refining the pssible cnfiguratins established in the lng term planning phase. Fr each airprt resurce, times f use are specified, e.g. per day type (i.e. week day, week-end, hliday, special event day, etc.) F.2.6.4, F A Refine Runway Available Capacity Plan Runway Available Capacity Planning gathers fr each airprt runway pssible cnfiguratins the available capacity, taking int accunt human resurces plans, enhancement plans, etc... F.2.6.4, F , F.5.1.1, F A Refine Stand Available Capacity Plan Stand Available Capacity Planning gathers fr each airprt stand pssible cnfiguratins the available capacity, taking int accunt human resurces plans, enhancement plans, etc... F.2.6.4, F , F.5.1.1, F Page 21 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

22 Cde ATM Prcess Descriptin SESAR CnOps References A Refine De-icing Available Capacity Plan De-icing Available Capacity Planning gathers fr each airprt de-icing pssible cnfiguratins the available capacity, taking int accunt human resurces plans, enhancement plans, etc... F.2.6.4, F , F.5.1.1, F A Refine Taxiway Available Capacity Plan Taxiway Available Capacity Planning gathers fr each airprt taxiway pssible cnfiguratins the available capacity, taking int accunt human resurces plans, enhancement plans, etc... F.2.6.4, F , F.5.1.1, F A Refine Airprt Slts This sub-prcess describes hw the APOC Staff refines the number f available airprt slts accrding t each airprt resurce available capacity plan and pssible DCB slutins. F.2.6.4, F , F.5.1.1, F A Cnslidate Airprt Available Capacity Plan This sub-prcess describes hw the APOC Staff refines the verall airprt capacity figures, a cnslidatin wrk f capacity refinement. It takes accunt f the runway, taxiway, stand, de-icing available capacity plans and thus is perfrmed at the verall airprt level after the capacity f each resurce has been adjusted. F.2.6.4, F , F.5.1.1, F A Detect Airprt Demand Capacity Imbalance Demand capacity imbalance is identified within this prcess. In case f a detected imbalance, ther subprcesses f balance planned demand and capacity are triggered. F.2.6.4, F.2.6.5, F , F.5.1.1, F.5.1.2, F.5.1.4, F.5.2 A Select/Refine/Elabrate a DCB Slutin at Airprt Level This sub prcess aims at prpsing a slutin t a detected Demand capacity imbalance. Cst f slutins is assciated with this slutin. This slutin can be selected frm the Catalgue f slutins, and then be refined if required, r a new slutin be elabrated if n pre-defined slutin can apply. When the prpsed slutin cmes frm a refinement f a published DCB slutin r when a new slutin is elabrated, the catalgue f DCB Slutin is updated. F.2.6.4, F.5 - Page 22 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

23 Cde ATM Prcess Descriptin SESAR CnOps References A2.3.3 Manage Pre-departure Sequence This prcess describes hw the APOC Staff (in crdinatin with Airspace Users) determines and updates the pre-departure sequence. The main inputs are the Target Start-up Apprval Time (TSAT), based n the TOBT prvided by the Airline Statin Manager r Grund Handling Agent and the Target Take-ff Time (TTOT) F.2.6.4, F.4.2, F.5.1.3, F.5.1.4, F.5.2 A2.4.1 Obtain Flight Briefings This prcess allws the Flight Crew t cllect briefing data (e.g. aernautical infrmatin, aircraft paylad, etc ) in rder t adequately prepare the flight F , F.6.1 A2.4.2 Check Aircraft Requirements This prcess allws the Flight Crew t identify required capabilities (RVR requirements) and t pssibly initiate aircraft-related requests such as a request fr remte de-icing befre take-ff F , F.6.1 A2.4.3 Publish RBT When Target Off Blck Time is nt subject t change anymre, a RBT is published in a cllabrative prcess, supprted by FMS-calculatin capability. Qutatin frm the CONOPS: "publishing f the RBT des nt represent a clearance. It is the gal t be achieved and will be prgressively authrised. The authrisatin takes the frm f a clearance by the ANSP r is a functin f aircraft (crew/systems) depending n wh is the designated separatr" F.1, F.2.2, F.2.3, F.2.4, F.2.4.1, F.4 A Switch Gate Operatinal Rules This prcess is run when a change f real-time peratin rules is necessary. As an example, it cvers the case f a change in gates cnfiguratin. F.2.6.4, F.5.1.3, F.5.1.4, F , F.6.1 A Crdinate Temprary Gate Clsure This prcess is run when maintenance wrks are actually perfrmed n airprt Gates. Variatins that ccur during this prcess have an impact n the sequence and dynamic management perfrmed during the medium/shrt term planning phase. F.2.6.4, F Page 23 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

24 Cde ATM Prcess Descriptin SESAR CnOps References A Change Pre-Departure Sequence This prcess describes hw the APOC Staff (in crdinatin with Airspace Users, i.e. Airline Statin Manager and/r Grund Handling Agent) changes the pre-departure sequence during the Executin phase but befre the aircraft has pushed back. The main input is the current Pre-departure sequence, i.e. the Target Start-up Apprval Time (TSAT), based n the TOBT prvided by the Airline Statin Manager r Grund Handling Agent and the Target Take-ff Time (TTOT). F.2.3.3, F.3.1, F.4.2.1, F.4.2.2, F.4.2.3, F , F , F , F , F , F Table 1: ATM Mdel lw level prcesses addressed 2.3 SESAR CONCEPT ADDRESSED IN THE DOCUMENT This dcument prpses a refined descriptin f the SESAR cncept f peratins regarding peratinal prcesses taking place at airprts during the Medium/Shrt Term Planning phase. SESAR cncept addressed in this dcument will be limited t 2020 hrizn, nt cnsidering any transitin elements. The SESAR target cncept f peratins is a trajectry based cncept. All planning activities, cllabrative decisin making prcesses and tactical peratins will always be based n the latest trajectry data. A trajectry integrating ATM and airprt cnstrains will be elabrated an agreed fr each flight resulting in the trajectry that a user agree t fly and the ANSP agrees t facilitate. Airspace users will have the necessary freedm t change their business trajectries and the service prviders (airspace and ANSPs) will adjust their resurce plans t facilitate thse changes resulting in the minimum delay r distrtin t all trajectries. Cllabrative layered planning, mediated by netwrk management and based n cllabrative decisin making, has the gal f achieving an agreed, stable, demand and capacity situatin. Trajectries in the vicinity and n the surface f airprts will be managed by a c-perating set f partners using shared infrmatin and cllabrative decisin making prcesses. Cllabrative decisin making (CDM), in the SESAR cncept, means sharing f infrmatin as well as acting n the shared infrmatin. Decisins will be made n the basis f cmmn situatinal awareness and cnsequently an imprved understanding f the netwrk effects f the decisins. This imprves the general quality f the decisins, helping t mre accurately achieve the desired results. This apprach t decisin making empwers new and innvative slutins f which the User Driven Priritisatin Prcess (UDPP) is an example. In UDPP, airspace users amng themselves culd recmmend a pririty rder fr flights affected by delays caused by an unexpected reductin f capacity, which will be then cmmunicated t the Netwrk Management functin. - Page 24 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

25 The sharing f infrmatin f the required quality and timeliness in a secure envirnment is an essential enabler t the SESAR ATM cncept. A net-centric peratin will be prpsed where the ATM netwrk is cnsidered as a series f ndes prviding r cnsuming infrmatin; this includes the aircraft. The System Wide Infrmatin Management (SWIM) will be the system prpsed t supprt this SESAR cncept. The scpe extends t all infrmatin that is f ptential interest t ATM including trajectries, surveillance data, aernautical infrmatin f all types, meterlgical data etc. SWIM prpses t replace data level interperability and clsely cupled interfaces with an pen, flexible, mdular and secure data architecture that supprt users and their applicatins in a transparent and efficient manner. Cnceptually, the SWIM envirnment will prvide a fundatin upn which data and services can be added as necessary t supprt ATM stakehlders requirements. In additin, SWIM will prvide the mechanisms which supprt the partners in managing the Rules, Rles and Respnsibilities (the 3R s) f infrmatin sharing. This determines which kind f infrmatin is shared by whm, with whm, where, when, why, hw, hw much, hw ften, at which quality level, in what frm, fr which purpse, at which cst, under which liability, under which circumstances, security levels The 3R s must als be prperly addressed bth in terms f institutinal and Infrmatin Cmmunicatin Technlgy (ICT) aspects. All airprt prcesses during Medium/Shrt Term Planning phase will wrk cllabratively, embdied in a physical r virtual Airprt Operatins Centre (APOC) using CDM principles in a SWIM envirnment. The Medium/Shrt Term Planning phase will be based upn increasingly mature data quality (trajectry infrmatin, meterlgical infrmatin etc) as the day f peratins becmes nearer. Similarly infrmatin cming frm the airprts (cnfiguratin schemes, intended maintenance, ptential manpwer shrtages etc) as well as ANSPs (airspace capacities, rute availability, lcal capacity shrtfalls and ptential cnstraints) will all becme available. At the level f an individual airprt, the Airprt Operatins Plan (AOP) will be cntinually refined as apprpriate data becmes available. The main characteristic f this phase is that events either predictable r therwise which may have an impact n the AOP will be analysed in a cllabrative manner by all f the cncerned stakehlders. The plan is cnslidated thrugh a prcess f demand and capacity balancing based n the Shared Business Trajectries and knwn supply cnstraints at the airprt r in the netwrk and which may directly impact airprt peratins. If demand exceeds capacity the cnsequences are analysed and aircraft peratrs revise their plans thrugh a cllabrative prcess. In case f severe capacity shrtfalls, at either the netwrk level, ntified via the Netwrk Operatins Plan (NOP), r airprt level, ntified by the AOP, airlines may elect t specify the flight pririties accrding t the severity f the cnstraint, referred t in SESAR as the User Driven Priritisatin Prcess (UDPP). Whilst UDPP is likely t be widespread during perids f severe capacity reductin, it will als be necessary t supprt the creatin f Pre-departure sequences based n specific airline requirements relating t individual flight and this during nrmal peratins. Examples where airlines may wish t specify individual flight pririties include airprt slt cmpliance, airline cnnectivity preferences, night curfew, crew rster restrictins, etc. The resulting pre-departure list will be used by ATC while sequencing departing aircraft, as and when feasible. - Page 25 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

26 Accrding t SESAR, the Medium/Shrt Term Planning phase ends with the creatin f the Reference Business Trajectry (RBT) which the user agrees t fly and the ANSP agrees t facilitate. At this pint the Executin phase cmmences. In the specific cntext f airprt planning and therefre fr the purpses f this dcument, it is cnsidered that the Executin phase cmmences nce the aircraft is fully ready and cleared t push-back/taxi frm its parking r remte stand 1, althugh the validity f this shuld be cnsidered during the validatin exercises. SESAR describes the Executin layer as starting nce the agreed trajectry is upladed by the flight crew int the FMS althugh this event may happen befre barding has started and s the precise pushback time is still subject t a wide number f uncertainties. 2.4 RELATED SESAR OPERATIONAL IMPROVEMENTS (OI S) A table listing the SESAR Operatinal Imprvements steps that are relevant t this DOD, and the assciated prcesses, is prvided in Annex C (refer t 9). 2.5 RELATED SESAR KEY PERFORMANCE INDICATORS (KPI S) SESAR has defined several Key Perfrmance Indicatrs (KPIs) fr 2020 target. The KPAs and related KPIs are shwn here with the descriptin f hw the scpe f Cllabrative Airprt Planning will address them (refer t [6]): Key Perfrmance Area (KPA) Safety Security Descriptin 2 Safety will nt be impacted as a result f the intrductin f TAM. Indeed the philsphy is t retain the respnsibility fr decisin making with the actr in the best place fr making that decisin but that mre infrmatin will be available during the prcess. The number f ATM induced accidents and serius r risk bearing incidents d nt have t increase and, where pssible, have t decrease, as a result f the intrductin f SESAR cncepts. In rder t maintain a cnstant accident rate the verall safety level wuld have t increase an imprvement factr f x3 in rder t meet the safety bjective f traffic levels in The verall safety level shuld reach an imprvement factr 3 in rder t meet the safety bjective [SAF1.OBJ1.IND1]. Security requirements can and d have a majr impact n passenger cnnectins and airline delay perfrmance. The APOC will draw n infrmatin frm the terminal including infrmatin relating t passengers flws ntably in relatin t security and check-in s as t enable a mre ptimal assignment f resurces as well as allwing airlines t ptimise their fleet management. 1 An aircraft which experiences a prblem during the taxi-ut phase will mst likely re-enter the planning phase, ntably it may be entered int a lcal UDPP prcess in rder t accelerate its subsequent, late departure. 2 KPIs are presented in blue in the Table, alng with the SESAR D2 reference [6] in brackets. - Page 26 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

27 Key Perfrmance Area (KPA) Envirnmental Sustainability Cst Effectiveness Descriptin 2 Airprt peratin balancing user requirements and envirnmental cnstraints will be facilitated by the APOC. Increase the degree in which lcal envirnmental rules affecting ATM are respected (E.g. aircraft type restrictins, night mvement bans, nise rutes and nise qutas, etc.). The percentage f cases in which lcal envirnmental rules affecting ATM are respected has t increase. Lcal envirnmental rules affecting ATM are t be 100% respected [ENV3.OBJ1.IND1]. The intrductin f the APOC and systems required t facilitate data sharing shuld prvide benefits utweighing their csts. Better planned, user driven trajectries and use f aircraft capabilities shuld prvide cst-effectiveness. The cst f equipping resulting better adherence t plans and preferred business trajectries. Halve the direct Eurpean gate-t-gate ATM csts thrugh prgressive reductin [CEF1.OBJ1.IND1]. Capacity shuld be ptimised and balanced accrding t user requirements. The impact f adverse cnditins shuld be minimised and the return t nrmal peratins shuld be as speedy as pssible. Strategies cncerning future capacity evlutins shuld be shared with all users f the platfrm. Capacity Meet r exceed the grwth f the busy-hur demand f individual airprts. In line with physical airprt capacity increases, the verall grwth f IFR demand, and the traffic pattern changes in time and space. Hurly number f IFR mvements (departures plus arrivals), as pssible during lw visibility (IMC) cnditins [CAP2.OBJ1.IND1]. Daily number f IFR mvements (departures plus arrivals), as pssible during a 15-hur day (between 0700 and 2200 hrs lcal time) during lw visibility (IMC) cnditins [CAP2.OBJ1.IND2]. The efficiency f individual flight peratins will be imprved thrugh Cllabrative Decisin Making / Data sharing elements f TAM. Cncerted decisin making in the framewrk f the APOC shuld prvide enhanced efficiency f fleet peratins. Cntinually reduce the departure delay due t ATM. Occurrence (Punctuality): At least 98% f flights departing n-time [EFF1.OBJ1.IND1]. Efficiency Severity (Delays): The average departure delay f delayed flights will nt exceed 10 minutes [EFF1.OBJ1.IND2] Cnfrm t the Shared Business Trajectry Timing t the greatest extent. Occurrence: At the reginal level, mre than 95% f flights with a nrmal flight duratin [EFF1.OBJ2.IND1]. Severity: At the reginal level, the average flight duratin extensin f flights with an extended flight duratin will nt exceed 10 minutes [EFF1.OBJ2.IND2]. - Page 27 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

28 Key Perfrmance Area (KPA) Descriptin 2 Flexibility t mdify peratr preferences as well as mre flexible apprach t peratinal decisin making are characteristics f TAM and the AOP. Utilising, fr example, dynamic prcesses, capacity headrm Flexibility At least 98% (Eurpean-wide annual average) f the nn-scheduled flight departures will be accmmdated with a delay penalty less than 3 minutes [FLX2.OBJ1.IND1]. At least 98% (Eurpean-wide annual average) f the nn-scheduled flight departures will be accmmdated with a delay penalty less than 3 minutes [FLX2.OBJ1.IND2]. Predictability is enhanced fr all users based n cmmn infrmatin cntained in the AOP. This Fcus Area cvers the variability f the flight peratin: departure and arrival punctuality, and the variability f flight phase duratins (turnarund time, taxi time, airbrne time). Imprve the arrival punctuality t the greatest extent. Occurrence: Less than 5% (Eurpean-wide annual average) f flights suffering arrival delay f mre than 3 minutes [PRD1.OBJ1.IND1]. Predictability Severity: The average delay (Eurpean-wide annual average) f delayed flights (with a delay penalty f mre than 3 minutes) will be less than 10 minutes [PRD1.OBJ1.IND2]. Taxnmy f service disruptin is necessary t refine the fcus area: adverse weather (airprt clsure), system failure, industrial actin. Prevent and mitigate service disruptin t the greatest extent. Number f cancelled flights per type f disruptin: At reginal level, reduce cancellatin rates by 50% by 2020 cmpared t 2010 baseline [PRD2.OBJ1.IND1]. Number f diverted flights per type f disruptin: At reginal level, reduce diversin rates by 50% by 2020 cmpared t 2010 baseline [PRD2.OBJ1. IND2] Ttal delay due t disruptin per type f disruptin: At reginal level, reduce ttal disruptin delay by 50% by 2020 cmpared t 2010 baseline [PRD2.OBJ1. IND3]. Access and Equity Access t specific airprt resurces e.g. de-icing facilities, parking stands fr airspace users shuld be prvided in an equitable, transparent and mre efficient manner as a result f the SESAR CDM prcesses fllwed in the APOC and described in the AOP. Participatin Fundamental t the TAM cncept is the participatin f the airprt user cmmunity n the decisin making prcess thrugh cllabrative planning. - Page 28 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

29 Key Perfrmance Area (KPA) Descriptin 2 Althugh nt a first level indicatr f perfrmance, individual users f the APOC may wish t ensure sme degree f interperability between their wn internal systems and data being shared thrugh the APOC. An example culd be the autmatic updating f departure infrmatin within the peratinal cntrl centre f an airline with data cming frm the CDM milestnes apprach. Applicatin f standards and unifrm principles. Interperability Level f cmpliance f ATM peratins with ICAO CNS/ATM plans and glbal interperability requirements: All Eurpean ATM peratins are cmpliant with ICAO CNS/ATM plans and glbal interperability requirements [IOP3.OBJ1.IND1]. Level f seamlessness f ATM service t the user: Prvide a seamless service t the user at all times, thrughut Eurpe [IOP3.OBJ2. IND1]. Level f unifrmity f ATM service: Operate n the basis f unifrmity thrughut Eurpe [IOP3.OBJ3. IND1]. Technical and peratinal interperability f aircraft and ATM systems. Timeliness f delivery f standards, specificatins and prcedures fr ATM, CNS and assciated avinics requirements: All standards, specificatins and prcedures fr ATM, CNS and assciated avinics requirements available as required in the ATM Master Plan [IOP4.OBJ1.IND1]. Table 2: Key Perfrmance Areas addressed - Page 29 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

30 3 CURRENT OPERATING METHOD AND MAIN CHANGES Airprt planning activities have nt been harmnized in Eurpe. The main frmalised prcess is thrugh EUROCONTROL Airprt CDM (A-CDM) and the degree t which this philsphy is integrated acrss Eurpe varies significantly between airprts. A number f airprts are well advanced in the intrductin f A-CDM prcesses and data exchange but the applicatin f CDM in degraded peratins is still very much at the cnceptual stage. Current airprt planning prcesses can therefre be categrised accrding t a number f characteristics each f which may be true t varying degrees in individual airprts: Limited data sharing; Limited knwledge f peratinal cnstraints f different actrs; Decisins taken by individual actrs are limited t their wn sphere f peratins; Airprt peratins generally riented tward thrughput within the allwable envelpe f envirnmental cnstraints; Limited visibility cncerning future peratins e.g. return t nrmal peratins after a perid f capacity shrtfall. 3.1 ASPECTS OF TODAY'S OPERATIONS THAT WILL REMAIN The applicatin f Ttal Airprt Management and particularly the intrductin f prcesses centred n an APOC will facilitate the decisin making prcess and data sharing. Hwever, there is n intent that thse actrs wh are currently respnsible fr certain decisins will have that pwer remved. Fr example, the Twer Supervisr in cnjunctin with ACC (where apprpriate) will still decide n arrival and departure capacity accrding t the prevailing peratinal cnditins. The aim is that where flexibility is pssible, that such decisins will be taken in a mre cllabrative manner and in an attempt t minimise the impact n ther actr s peratins. The ntin f subsidiarity which is a crnerstne f A-CDM is nt impacted in any way. 3.2 ASPECTS OF TODAY'S OPERATIONS THAT WILL CHANGE The main impact n tday s airprt planning prcesses will be: Intrductin where apprpriate f a dedicated Airprt Operatins Centre (APOC); Reinfrcement f the decisin making prcess in the planning phase; Mre user-centric peratin, ntably the intrductin f UDPP and cllabrative predeparture sequences; - Page 30 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

31 Evlutin tward a perfrmance based airprt management system where the particular fcus f perfrmance (r parameter(s) t be ptimised) can be agreed between the stakehlders accrding t their wn peratinal cnstraints, requirements and prevailing cnditins; All airprt prcesses will wrk cllabratively using CDM principles in a SWIM envirnment. The perfrmance target level represents a trade-ff agreement between the stakehlders n the key perfrmance indicatrs f the airprt peratins. This Quality f Service (QS) agreement must als take int accunt (in fact, it may be driven by) specific requirements cming frm the netwrk. The mst desirable key perfrmance indicatr fr each party at an airprt may differ at any given time and will vary ver time. Issues f cllabratin and arbitratin are therefre imprtant. Frm an ecnmic perspective, reduced csts, increased thrughput and increased efficiency are imprtant fr each actr. Imprved predictability, stability f peratins and punctuality are imprtant issues fr passengers and therefre the cmmercial interests f the airline peratrs. Furthermre, increased envirnmental awareness and urbanisatin arund existing airprts means that peratins which minimise bth nise and pllutin may be cnsidered as advantageus at certain times at the expense f efficiency and punctuality. It shuld be pssible t develp between the CDM stakehlders a number f different Airprt Operatins Plans each which privilege different quality f service criteria. At any time therefre, the implementatin f a particular plan will be a cllabrative prcess between the different (including remte) APOC Staff, as discussed in Sectin 6, taking int accunt the specific peratinal requirements f each as well as the prevailing and predicted weather cnditins. Fr example, a shrtage in capacity due t runway clsure might lead t a new cmprmise between envirnment and thrughput in rder t guarantee the integrity f the airline peratr s flight prgramme. Alternatively during certain perids when airlines can tlerate slight reductins in punctuality, emissins might temprarily get a higher weight than thrughput thrugh the implementatin f Cntinuus Descent Appraches fr example. 3.3 ASPECTS OF TODAY'S OPERATIONS THAT WILL DISAPPEAR The fllwing are the main aspects n tday s airprt planning prcesses that will disappear: Multiple planning (flight plans vs. airprt slts) will be substituted by ne single plan: the Business Trajectry; DLY messages culd be substituted by A-CDM prcedures including DPI messages at majr airprts. - Page 31 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

32 4 PROPOSED OPERATING PRINCIPLES The sectin expses the decmpsitin f airprt peratins planning activities within the ATM medium/shrt term planning phase int a series f cllabrative prcesses between airprt actrs (Airprt Operatr, Aircraft Operatrs and Airprt ATC). 4.1 AIRPORT SUPPORT TO PLAN TRAFFIC AND AIRSPACE REQUIREMENTS (A2.1) Scpe and Objectives In the medium/shrt term, the demand is planned, meaning that the flight intentins fr the day f peratin are prgressively shared by the Airspace Users and gathered by the Reginal Netwrk Manager and the Airprt. Prcess A2.1 Plan Traffic and Airspace Requirements is mainly fed in by Available SBTs and the Lng Term Airspace Requirements; bth f them utputs frm the lng term planning phase. Cnstraints applying t the prcess are either linked t histrical data (i.e. Statistics), airspace users preferences (i.e. Business Mdel), utputs frm prcess A2.2 Refine ATM Resurces (i.e. Resurce Available Capacity Plan) and prcess A2.3 Balanced Planned Demand and Capacity (i.e. DCB Slutin) r results cming frm the executin phase leading t adjust the traffic (i.e. Revised RBTs and Archived Data). Prcess Plan Traffic and Airspace Requirements at airprt level describes demand and related airprt planning prcesses in medium and shrt term hrizns. Airprt will cllabrate as secndary actr with the airspace users and the netwrk managers (primary actrs) in the prcess f filing and refining Shared Business Trajectries (SBTs). As mentined in sectin 2, the scpe f M1 (this DOD) is related t airprt prcesses during the medium/shrt term planning phase, thus the fllwing sectins will nly fcus n planning traffic and airspace requirements at cllabrative airprt planning level. Plan traffic and airspace requirements activities at Netwrk level are cvered by Medium/Shrt Term Netwrk Planning (M2/3 DOD), fcusing n refining/defining airspace reservatin demand, filing and refining SBTs, perfrming UDPP n SBTs and building/refining reference traffic demand Assumptins Nt far identified. - Page 32 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

33 4.1.3 Expected Benefits, Issues and Cnstraints Expected benefits f c-perative wrking and decisin prcesses in Plan Traffic and Airspace Requirements culd be: Pssibility f direct verbal cmmunicatin and discussin; Representatin f infrmatin by means f cmmn used displays; Cmmn cmputer aided simulatins; Transmissin f planning rders, actin prpsals r actin instructins; Better negtiatin and slutin f cnflicts and cmmunicatin f interests Overview f Operating Methd In the fllwing sectins, an verview f the entire Plan Traffic and Airspace User Requirements prcess is firstly presented and then each f the lwest levels prcess cvered by the airprt are described in detail. During the planning phase infrmatin n traffic demand frm varius stakehlders will be cllated and cmpared with histrical data. Data fr military and civil airspace reservatins will be inserted as sn and as made knwn. Inputs fr reservatins fr military and civil airspace reservatins culd be inserted by thse wh are nt in a psitin t plan in advance. Als airprt data will be made available. Features fr revisins which culd be made at any time in the planning phase as well as in the executin phase will be available. Prcess A2.1 Plan Traffic and Airspace Requirements, frm the airprt side, will be aligned t the extent pssible with the develpment phases f the business trajectry that feeds the airprt with accurate and reliable demand infrmatin. This demand frecast will be based n: Aircraft peratr s intentins as specified by the intended schedule f peratins and supprted by the 4D peratinal planning; Airprt infrmatin n landing time, cnstraints, turnarund time, airprt capacity and taxiing time prvided by a system wide infrmatin system and supprting CDM prcesses. - Page 33 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

34 This high level prcess will be develped as primary actrs by the Airspace User (airlines) and the Netwrk Management Units and will be structured in the fllwing sub-prcesses: A2.1.1 Refine/Define Airspace Reservatin Demand; A2.1.2 File/Refine SBT; A2.1.3 Perfrm UDPP n SBT; A2.1.4 Build/Refine Reference Traffic Demand. A2.1.2 File/Refine SBT is the nly prcesses partially cvered by Cllabrative Airprt Planning (M1 this DOD). The perating methd fr this prcess, at airprt level, is develped hereafter. Prcesses A2.1.1 Refine/Define Airspace Reservatin Demand, A2.1.3 Perfrm UDPP n SBT and A2.1.4 Build/Refine Reference Traffic Demand are cvered by Medium/Shrt Term Netwrk Planning (M2/3 DOD). Airprt will be invlved uniquely in File/Refine SBT prcess, while Refine/Define Airspace Reservatin Demand, Perfrm UDPP n SBT and Build/Refine Reference Traffic Demand prcess will be develped by the Airspace Users in cllabratin with Netwrk Schedule Flights (A ) Prcess A2.1.2 File/Refine SBT sub-prcess is t update the Shared Business Trajectry (SBT), available as a result f the Lng Term Planning Phase, which were perfrmed n the basis f allcated airprt slts. The bjective is t file/refine SBT t be best pssible utcme fr the user. Fur main tasks will be develped within the File/Refine SBT sub-prcess: A Schedule Flights; A Optimise SBT; A Validate SBT; A Schedule Aircraft Operatins. Prcesses A Optimise SBT and A Validate SBT will be managed by the Airspace Users in cllabratin with Netwrk. These prcesses are ut f the scpe f Cllabrative Airprt Planning (M1 this DOD) and are cvered by Medium/Shrt Term Netwrk Planning (M2/3 DOD). Prcesses A Schedule Flights and A Schedule Aircraft Operatins will be develped by the Airspace Users and the Airprt. Scheduled Flights prcess fcuses n flights scheduling, which includes cancellatin/additin f flights. Airprt slt requests can be issued in the medium/lng term planning phase, as there can still be slt allcatin updates after the IATA slt allcatin cnference. - Page 34 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

35 Scheduled Flights prcess allws t the airspace users t allcate new flights r t cancel existing nes in the system. This prcess will be managed by the airspace user in crdinatin with the APOC Staff f the related airprts. Scheduled Flights sub-prcess presents the fllwing main drivers: Inputs: Available SBTs Cntrl cnstraints: Human actrs 3 : Outputs: Business Mdel; Refined Airspace Requirements. AOC Staff. Available SBTs. The fllwing Use Case has been identified fr Schedule Flights prcess: Use Case Schedule Flights by wner Descriptin This Use Case describes hw an AOC Staff schedules, reschedules, cancel flights... depending n available/refined SBTs and RBTs thrugh peratinal drift, queue management and accrding t the marginal cst f each flight (business mdel). Rescheduling, cancelling a flight can als be the result f an AOC Staff decisin fr self need. Table 3: Use Cases fr Schedule Flights 3 Actrs, rles and respnsibilities are described in detail in Sectin 6. - Page 35 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

36 Schedule Aircraft Operatins (A ) Once new SBTs prvided by the Airspace Users are validated by the System, as a result f the Validate SBT sub-prcess, Scheduled Aircraft Operatins sub-prcess will be activated. Airspace Users will allcate aircrafts t the validated SBTs and airprt related data such as the Stand Allcatin Plan r the Target Off-Blck Time will be updated. Scheduled Aircraft Operatins sub-prcess presents the fllwing main drivers: Inputs: Refined SBTs. Cntrl cnstraints: Human actrs: Outputs: Revised RBTs (e.g. Inbund In-Blck Time); Business Mdel. Sub-Reginal Netwrk Manager; AOC Staff; Grund Handling Agent; Airline Statin Manager. Aircraft-SBT allcatin; Airprt Turn-rund Plan. Firstly, the Airline Statin Manager uses the System t link inbund flights with utbund flights and indicates the aircraft turn-arund infrmatin that will be used by the APOC Staff (Stand Planner) t establish/ptimise the stand allcatin plan. Secndly, APOC Staff (Stand Planner) uses the System t establish a stand allcatin plan. APOC Staff (Stand Planner) will request t the System t establish the stand allcatin plan. The System will cmpute a tentative plan based n the seasnal stand plan (if available), AOC Staff (Aircraft Operatr) stand planning preferences, flight infrmatin (including aircraft turn-arund infrmatin), Grund Handling Agent s capability fr the planning perid and airprt infrastructure cnfiguratin. Once the APOC Staff validates the stand allcatin plan cmputed by the System, the cncerned Grund Handling Agent(s) and the AOC Staff (Aircraft Operatr) will cnfirm the stand allcatin plan based n their internal capabilities. Finally, AOC Staff (Aircraft Operatr) uses the System t refine the Target Off-Blck Time (TOBT) f a flight in rder t imprve the predictability and accuracy f ff-blcks. The TOBT is determined frm the analysis f the actual aircraft peratinal status, Grund Handling Agent s internal turnarund milestnes, airprt peratinal situatin and AOC Staff s (Aircraft Operatr) peratinal decisins. - Page 36 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

37 The fllwing Use Cases have been identified fr Schedule Aircraft Operatins prcess: Use Case Determine / Revise Turn-rund Plan Refine a Target Off Blck Time Request Unscheduled Arrival Descriptin This Use Case describes hw the Airline Statin Manager links inbund flights with utbund flights and indicates the cnnecting infrmatin that can be used by the Stand Planner t ptimise the stand allcatin The Use Case describes hw an Aircraft Operatr uses the System t refine the TOBT f a flight in rder t imprve the predictability and accuracy f ff-blcks. The TOBT is determined frm the analysis f the actual aircraft peratinal status, Grund Handling Agent s internal turn-rund milestnes, airprt peratinal situatin and Aircraft Operatr s peratinal decisins This Use Case deals with all the emergencies that may ccur n an inbund flight. The issue has been identified, as far as emergencies ccur at least several times per week n large airprts. Table 4: Use Cases fr Schedule Aircraft Operatins Enablers The main enablers t supprt Plan Traffic and Airspace Users Requirements within the SESAR cncept are: SWIM; CDM; Netwrk management functin in supprt UDPP; TAM Transitin issues IP1 OI steps related t Plan Traffic and Airspace Requirements are cnsidered as already implemented. - Page 37 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

38 4.2 REFINE AIRPORT RESOURCES (A2.2) Scpe and Objectives This prcess aims at refining the Resurce Available Capacity Plan, which encmpasses usage rules, pssible cnfiguratins and capacity plans. This refinement is needed because f mre detailed infrmatin n Resurce Availability, especially n the airprt: usage rules, cnfiguratins and available capacity may be adjusted due t mre reliable weather frecast, as well as stand and taxiway availability becmes mre detailed (e.g. plans may be defined hurly in the shrt term perid but nt befre). Prcess A2.2 Plan Traffic and Airspace Requirements is mainly fed in by the Catalgue f Slutins and the Lng Term Resurce Available Capacity Plan; bth f them utputs frm the lng term planning phase. Cnstraints applying t the prcess are either linked t the perfrmance bjectives (i.e. Target Perfrmance Levels), utputs frm prcess A2.3 Balanced Planned Demand and Capacity (i.e. DCB Slutin) r results cming frm the previus prcess A2.1 (i.e. Available SBTs, Refined SBTs and UDPP n SBTs). As mentined in sectin 2, the scpe f M1 (this DOD) is related t airprt prcesses during the medium/shrt term planning phase, thus the fllwing sectins will nly fcus n refining ATM resurces at cllabrative airprt planning level. Airprt will participate as primary actr in the prcesses f filing and refining airprt resurces usage rules, refining airprt pssible cnfiguratins and refining airprt available resurce capacity plan Assumptins Nt far identified Expected Benefits, Issues and Cnstraints Expected benefits f c-perative wrking and decisin prcesses in Refine Airprt Resurces culd be: Pssibility f direct verbal cmmunicatin and discussin; Representatin f infrmatin by means f cmmn used displays; Cmmn cmputer aided simulatins; Transmissin f planning rders, actin prpsals r actin instructins; Better negtiatin and slutin f cnflicts and cmmunicatin f interests. - Page 38 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

39 4.2.4 Overview f Operating Methd Prcess A2.2 Refine ATM Resurces aims at refining resurces availability plans, i.e. usage rules, pssible cnfiguratins and resurces available capacity f the first allcatins and definitins made during the previus Lng Term Planning Phase. This refinement is needed because f mre detailed infrmatin n resurces availability, especially n the airprt: usage rules, cnfiguratins and available capacity may be adjusted due t mre reliable weather frecast, as well as stand and taxiway availability becmes mre detailed (e.g. plans may be defined hurly in the shrt term perid but nt befre). This high level prcess will be structured in the fllwing sub-prcesses: A2.2.1 Refine Resurces Usage Rules; A2.2.2 Refine Pssible Cnfiguratins; A2.2.3 Refine Available Resurce Capacity Plan. All these prcesses are partially cvered by Cllabrative Airprt Planning (M1 this DOD). The perating methd fr these prcesses, at airprt level, is develped hereafter. At Netwrk level these prcesses are cvered by Medium/Shrt Term Netwrk Planning (M2/3 DOD). Refine ATM Resurces prcess, at the airprt level, will be based n capacity figures f available resurces, prvided by the APOC Staff (Airprt Operatr) and the (lcal) ANSP, and a refined Airprt Resurce Allcatin and Capacity Plan is prpsed. This plan will cntain: The availability f resurces (fr example maintenance scheme); A number f standard airprt cnfiguratin schemes (including runways, taxiways, gates and terminal buildings/ facilities); Capacity figures fr each main prcess in each cnfiguratin taking accunt f external cnditins like traffic mix, weather cnditins, etc Refine Airprt Usage Rules (A ) Prcess A2.2.1 Refine Resurces Usage Rules aims t update during the Medium/Shrt Term Planning Phase pssible usage f resurces including e.g. refinement f separatin rules r refinement f a taxiway usage. Three main tasks will be develped within the Refine Resurces Usage Rules sub-prcess: A Refine Airprt Usage Rules; A Refine Airspace Usage Rules; A Refine Netwrk Usage Rules. - Page 39 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

40 Prcesses A Refine Airspace Usage Rules, A Refine Netwrk Usage Rules are ut f the scpe f Cllabrative Airprt Planning (M1 this DOD) and are cvered by Medium/Shrt Term Netwrk Planning (M2/3 DOD). In prcess A Refine Airprt Usage Rules, fr each resurce, the lcal allcatin rules are first defined during the lng term planning phase. Hwever, mst f the time already existing rules are adapted t the next seasn s needs. The runway allcatin rules are, fr example, the nise abatement prcedures. Refine Airprt Usage Rules sub-prcess presents the fllwing main drivers: Inputs: Lng Term Resurce Available Capacity Plan (Usage Rules). Cntrl cnstraints: Human actrs: Outputs: Target Perfrmance Levels; Refined Airspace Resurce Usage Rules. APOC Staff. Refined Airprt Resurce Usage Rules. The fllwing Use Cases have been identified fr Refine Airprt Usage Rules prcess: Use Case Refine Runway Allcatin Plicy Refine Stand Allcatin Planning Plicy Refine Preferences fr Stand Allcatin Refine De-icing Allcatin Plicy Refine Taxiway Allcatin Plicy Descriptin This Use Case describes hw the APOC Staff defines and updates the runway allcatin plicy (e.g. runway allcatin accrding t weather cnditins, departure and arrival rates) This Use Case describes hw the APOC Staff defines and updates the stand planning plicy (e.g. Schengen/nn-Schengen stands, stand allcatin rules accrding t aircraft type) This Use Case describes hw the Flight Schedule Department sets r updates its preferences fr stand allcatin (e.g. ptimised stand allcatin f cnnected flights) This Use Case describes hw the APOC Staff defines and updates the de-icing allcatin plicy (e.g. de-icing time per aircraft type) This Use Case describes hw the APOC Staff defines and updates the taxiway allcatin plicy (e.g. speed limits, maximum weight per taxiway) - Page 40 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

41 Use Case Descriptin Refine Airprt Slt Allcatin Plicy This Use Case describes hw the APOC defines and updates the airprt slt allcatin plicy (e.g. buffers between tw stand ccupatins) Table 5: Use Cases fr Refine Airprt Usage Rules Refine Pssible Airprt Cnfiguratins (A ) Prcess A2.2.2 Refine Pssible Cnfiguratins aims t update the pssible cnfiguratins established in the lng term planning phase. Fr each resurce, times f use are specified, e.g. per day type (i.e. week day, week-end, hliday, special event day, etc.). Tw main tasks will be develped within the Refine Pssible Cnfiguratins sub-prcess: A Refine Pssible Airprt Cnfiguratins; A Refine Pssible Airspace Cnfiguratins. Prcess A Refine Pssible Airspace Cnfiguratins is ut f the scpe f Cllabrative Airprt Planning (M1 this DOD) and is cvered by Medium/Shrt Term Netwrk Planning (M2/3 DOD). Prcess A Refine Pssible Airprt Cnfiguratins aims t refine the pssible cnfiguratins established in the lng term planning phase. Fr each airprt resurce, times f use are specified, e.g. per day type (i.e. week day, week-end, hliday, special event day, etc.). Refine Pssible Airprt Cnfiguratins sub-prcess presents the fllwing main drivers: Inputs: Airprt Pssible Cnfiguratins; Catalgue f Slutins. Cntrl cnstraints: Human actrs: Outputs: Planned Traffic Demand (including Available SBTs + Refined SBTs + SBTs(UDPP)). APOC Staff. Refined Pssible Airprt Cnfiguratins; Catalgue f Slutins. This sub-prcess aims t establish and update in the system the pssible airprt cnfiguratin schemes that culd be applicable fr the day f peratins. - Page 41 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

42 The system is prvided with the cnfiguratin schemes previusly established in the Lng Term Planning Phase and hlds all necessary up-t-date airprt envirnment data. Firstly, the System retrieves and presents all necessary infrmatin regarding airprt envirnment data, such as: identified runway directins, runway lengths, landing assistance equipments, maximum speeds in taxiways versus aircraft categry, number f stands (cntact and remte), aircraft-related de-icing standard time, hlding bay areas. Secndly, the APOC Staff cnsiders the airprt runways as the main data and determines, with pssible assistance frm the System, all pssible airprt cnfiguratins, each ne crrespnding t a specific usage f the available runways cvering bth arrival and departure traffic. The identificatin f all pssible airprt cnfiguratins is perfrmed taking int accunt many criteria such as: airprt peratinal rules, segregated r traffic mix situatins, weather cnditins which need t be assessed tgether with the availability f airprt surveillance tls. When each airprt runway cnfiguratin has been identified, the APOC Staff assesses additinal dimensining aspects, such as: Taxiing rutes (frm the departure stand t the departure runway hlding pint and frm the arrival runway exit and the arrival stand) may be defined fr a grup f stands rather than fr each individual stand n the airprt (depending n the layut f the terminal buildings); Crrespnding taxiing times cmputed thanks t the ttal length f all cmpsing taxiing segments as well as t assciated taxiing speeds. If the required infrmatin is available, the taxi times will depend n the aircraft type, weather cnditins and the type f parking stand; De-icing areas identificatin; Ht spt identificatin: runway/runway crssings, runway/taxiways crssings, taxiway/taxiways crssings, cul-de-sac aprn znes. Finally, the APOC Staff recrds in the System each pssible airprt cnfiguratin scheme applicable fr the day f peratins. While the Medium/Shrt Term Planning Phase evlves, new r mre accurate data may be available and trigger a new iteratin and update f thse airprt cnfiguratin schemes. - Page 42 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

43 The fllwing Use Cases have been identified fr Refine Pssible Airprt Cnfiguratins prcess: Use Case Refine Pssible Runway Cnfiguratins Refine Pssible Stand Cnfiguratins Refine Pssible De-icing Cnfiguratins Refine Pssible Taxiway Cnfiguratins Descriptin This Use Case describes hw the APOC Staff establishes and updates the list f available runways, their characteristics (e.g. runway length) and the Pssible Cnfiguratins that culd be applicable fr the day f peratins. This Use Case describes hw the APOC Staff determines the availability f the stands with their characteristics (e.g. which aircraft can be accmmdated) and the Pssible Cnfiguratins that culd be applicable fr the day f peratins. Stand resurce includes bth remte parking stands and cntact stands. This Use Case describes hw the APOC Staff determines the availability f the stands with their characteristics (e.g. which aircraft can be accmmdated) and the Pssible Cnfiguratins that culd be applicable fr the day f peratins. Stand resurce includes bth remte parking stands and cntact stands. This Use Case describes hw APOC Staff establishes and updates the list f available taxiways, their characteristics (e.g. maximum weight per taxiway) and the Pssible Cnfiguratins that culd be applicable fr the day f peratins. Table 6: Use Cases fr Refine Pssible Airprt Cnfiguratins Refine Runway Available Capacity Plan (A ) Prcess A2.2.3 Refine Resurce Available Capacity Plan aims t gather fr each pssible cnfiguratin the available capacity, taking int accunt human resurces plans, enhancement plans, etc... Tw main tasks will be develped within the Refine Resurce Available Capacity Plan sub-prcess: A Refine Airprt Resurce Available Capacity Plan; A Refine Airspace Resurce Available Capacity Plan. Prcess A Refine Airspace Resurce Available Capacity Plan is ut f the scpe f Cllabrative Airprt Planning (M1 this DOD) and is cvered by Medium/Shrt Term Netwrk Planning (M2/3 DOD). Prcess A Refine Airprt Resurce Available Capacity Plan aims t gather fr each airprt resurce pssible cnfiguratins the available capacity, taking int accunt human resurces plans, enhancement plans, etc. - Page 43 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

44 Firstly, the System retrieves and presents the available pssible airprt cnfiguratins schemes and the cnstraints already identified fr the day f peratins. Secndly, the CDM team, cmpsed f the APOC Staff (Airprt ATC and Airprt Operatr) and ATC (Apprach & En rute), analyses and assesses each pssible airprt cnfiguratin scheme fr determining the capacity limit f the airprt fr the day f peratins. The starting pint is t define the maximum runway capacity fr each runway defined in the airprt cnfiguratin scheme fr departure traffic, arrival traffic r mixed traffic. This maximum runway capacity is then refined t the fllwing cnstraints: weather cnditins (visibility, shwer, snw/frst/ice), gate/stand capacity, presence f ht spts, airspace cnstraints, demand and capacity balancing cnstraints. Finally, the System (NOP) recrds all related capacity figures fr each pssible airprt cnfiguratin scheme applicable fr the day f peratins. Fr each cnfiguratin, the capacity figures may be decmpsed as the fllwing: Nminal arrival/departure capacity; Reduced arrival/departure capacity fr limited visibility & clud cver; Degraded arrival/departure capacity fr lw visibility prcedures. While the Medium/Shrt Term Planning Phase evlves, new r mre accurate data may be available and trigger a new iteratin fr the update f thse capacity figures. Six main tasks will be develped within the Refine Airprt Resurce Available Capacity Plan subprcess: A Refine Runway Available Capacity Plan; A Refine Stand Available Capacity Plan; A Refine De-icing Available Capacity Plan; A Refine Taxiway Available Capacity Plan; A Refine Airprt Slts; A Cnslidate Airprt Available Capacity Plan. Prcess A Refine Runway Available Capacity Plan gathers fr each airprt runway pssible cnfiguratins the available capacity, taking int accunt human resurces plans, enhancement plans, etc... - Page 44 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

45 Refine Runway Available Capacity Plan sub-prcess presents the fllwing main drivers: Inputs: Lng Term Resurce Available Capacity; Refined Resurce Usage Rules; Refined Pssible Cnfiguratins. Cntrl cnstraints: DCB Slutin. Human actrs: APOC Staff. Outputs: Runway Available Capacity Plan. The fllwing Use Case has been identified fr Refine Runway Available Capacity Plan prcess: Refine Runway Capacity Use Case Descriptin This Use Case describes hw the APOC Staff refines the capacity figures fr the varius Pssible Runway Cnfiguratins applicable fr the day f peratins. Thse capacity figures are refined fr example, accrding t varius weather cnditins, airspace cnstraints, ptential demand and balancing capacity cnstraints (netwrk cnstraints that may be already identified/anticipated fr the day f peratins) and maintenance plans. This Use Case des nt take int accunt any ther cnstraints at the airprt as it fcuses nly n the runway capacity. Table 7: Use Cases fr Refine Runway Available Capacity Plan - Page 45 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

46 Refine Stand Available Capacity Plan (A ) Prcess A Refine Stand Available Capacity Plan gathers fr each airprt stand pssible cnfiguratins the available capacity, taking int accunt human resurces plans, enhancement plans, etc... Refine Stand Available Capacity Plan sub-prcess presents the fllwing main drivers: Inputs: Lng Term Resurce Available Capacity; Refined Resurce Usage Rules; Refined Pssible Cnfiguratins. Cntrl cnstraints: DCB Slutin. Human actrs: Outputs: APOC Staff. Stand Available Capacity Plan. The fllwing Use Case has been identified fr Refine Stand Available Capacity Plan prcess: Refine Stand Capacity Use Case Descriptin This Use Case describes hw the APOC Staff refines the capacity figures fr the varius Pssible Stand Cnfiguratins applicable fr the day f peratins. Thse capacity figures are refined fr example, accrding t varius weather cnditins, landside cnstraints and maintenance plans. This Use Case des nt take int accunt any ther airside resurces cnstraints as it fcuses n stand capacity nly. Table 8: Use Cases fr Refine Stand Available Capacity Plan - Page 46 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

47 Refine De-icing Available Capacity Plan (A ) Prcess A Refine De-icing Available Capacity Plan gathers fr each airprt de-icing pssible cnfiguratins the available capacity, taking int accunt human resurces plans, enhancement plans, etc... Refine De-icing Available Capacity Plan sub-prcess presents the fllwing main drivers: Inputs: Lng Term Resurce Available Capacity; Refined Resurce Usage Rules; Refined Pssible Cnfiguratins. Cntrl cnstraints: DCB Slutin. Human actrs: Outputs: APOC Staff. De-icing Available Capacity Plan. The fllwing Use Case has been identified fr Refine De-icing Available Capacity Plan prcess: Refine De-icing Capacity Use Case Descriptin This Use Case describes hw the APOC Staff refines the deicing capacity. This refinement is based, fr example, n the equipments available (number f de-icing trucks, de-icing stands etc. ) with their characteristics (r capacities). It takes accunt f the maintenance plans. This Use Case des nt take int accunt any ther airside resurces cnstraints as it fcuses nly n de-icing capacity (in terms f equipment and installatin). Table 9: Use Cases fr Refine De-icing Available Capacity Plan - Page 47 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

48 Refine Taxiway Available Capacity Plan (A ) Prcess A Refine Taxiway Available Capacity Plan gathers fr each airprt taxiway pssible cnfiguratins the available capacity, taking int accunt human resurces plans, enhancement plans, etc... Refine Taxiway Available Capacity Plan sub-prcess presents the fllwing main drivers: Inputs: Lng Term Resurce Available Capacity; Refined Resurce Usage Rules; Refined Pssible Cnfiguratins. Cntrl cnstraints: DCB Slutin. Human actrs: Outputs: APOC Staff. Taxiway Available Capacity Plan. The fllwing Use Case has been identified fr Refine Taxiway Available Capacity Plan prcess: Refine Taxiway Capacity Use Case Descriptin This Use Case describes hw the APOC Staff refines the capacity figures fr the varius Pssible Taxiway Cnfiguratins applicable fr the day f peratins. Thse capacity figures are refined fr example, accrding t varius weather cnditins and maintenance plans. This Use Case des nt take int accunt any ther airside resurces cnstraints as it fcuses nly n taxiway capacity. Table 10: Use Cases fr Refine Taxiway Available Capacity Plan - Page 48 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

49 Refine Airprt Slts (A ) Prcess A Refine Airprt Slts describes hw the APOC Staff refines the number f available airprt slts accrding t each airprt resurce available capacity plan and pssible DCB slutins. Refine Airprt Slts sub-prcess presents the fllwing main drivers: Inputs: Runway Available Capacity Plan; Stand Available Capacity Plan; De-icing Available Capacity Plan; Taxiway Available Capacity Plan; Refined Airprt Resurce Usage Rules (Slt Allcatin Plicy). Cntrl cnstraints: DCB Slutin. Human actrs: Outputs: APOC Staff. Airprt Slts. The fllwing Use Case has been identified fr Refine Airprt Slts prcess: Refine Airprt Slts Use Case Descriptin This Use Case describes hw the APOC Staff refines the number f available airprt slts accrding t the airprt capacity and pssible cnfiguratins. This is dne thrugh a cnslidatin f each resurce capacity figures which lead t a revisin f the available airprt slts that can lead t new prpsals t airspace users. Table 11: Use Cases fr Refine Airprt Slts - Page 49 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

50 Cnslidate Airprt Available Capacity Plan (A ) Prcess A Cnslidate Airprt Available Capacity Plan This sub-prcess describes hw the APOC Staff refines the verall airprt capacity figures, a cnslidatin wrk f capacity refinement. It takes accunt f the runway, taxiway, stand, de-icing available capacity plans and thus is perfrmed at the verall airprt level after the capacity f each resurce has been adjusted. Cnslidate Airprt Available Capacity Plan sub-prcess presents the fllwing main drivers: Inputs: Runway Available Capacity Plan; Stand Available Capacity Plan; De-icing Available Capacity Plan; Taxiway Available Capacity Plan; Airprt Slts. Cntrl cnstraints: DCB Slutin. Human actrs: Outputs: APOC Staff. Airprt Resurce Available Capacity Plan. The fllwing Use Case has been identified fr Cnslidate Airprt Available Capacity Plan prcess: Refine Airprt Capacity Use Case Descriptin This Use Case describes hw the APOC Staff refines the verall airprt capacity figures, a cnslidatin wrk f capacity evaluatin (including new airprt slts if any). It takes accunt f the runway, taxiway, stand, de-icing and landside capacity plans and thus is perfrmed at the verall airprt level after the capacity f each resurce has been evaluated (using the relevant preceding refinement Use Cases). Table 12: Use Cases fr Cnslidate Airprt Available Capacity Plan - Page 50 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

51 4.2.5 Enablers The main enablers t supprt Refine Airprt Resurces within the SESAR cncept are: SWIM; CDM; Effective Cllabratin between ATM Stakehlders Supprted by Envirnmental Management Systems; TAM Transitin issues IP1 OI steps related t Refine Airprt Resurces are cnsidered as already implemented. 4.3 BALANCE AIRPORT PLANNED DEMAND AND CAPACITY (A2.3) Scpe and Objectives This prcess aims at balancing demand and capacity bth n airprt resurces. It includes the Airprt Resurce Capacity Plan, which is cnslidated thrugh a balanced mapping f Business trajectry demand n the varius airprt resurces. When fcussed n shrt term planning, this shuld include pre-departure sequencing activities, as well as preparing grund mvement sequence and runway sequence. Prcess A2.3 Balance Planned Demand and Capacity is mainly fed by refined Airspace Requirements and Planned Traffic Demand (Available SBTs, refined SBTs and UDPP n SBTs), utputs frm previus prcess A2.1 Plan Traffic and Airspace Requirements; and by Resurce Available Capacity Plan and Catalgue f Slutins, cming frm previus prcess A2.2 Refine ATM Resurces. Cnstraints applying t the prcess are either linked t utputs frm prcess A2.2 Refine ATM Resurces (i.e. Resurce Available Capacity Plan), requests frm airspace users cming frm fllwing prcess A2.4 Prepare Flight fr Departure (i.e. Aircraft Requests) r results cming frm the executin phase leading t adjust the traffic (i.e. Revised RBTs). As mentined in sectin 2, the scpe f M1 (this DOD) is related t airprt prcesses during the medium/shrt term planning phase, thus the fllwing sectins will nly fcus n balancing planned demand and capacity at cllabrative airprt planning level. Airprt will participate as primary actr in the prcesses f selecting, refining and elabrating an airprt DCB slutin. - Page 51 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

52 4.3.2 Assumptins Nt far identified Expected Benefits, Issues and Cnstraints Expected benefits f c-perative wrking and decisin prcesses in Balance Airprt Planned Demand and Capacity culd be: Pssibility f direct verbal cmmunicatin and discussin; Representatin f infrmatin by means f cmmn used displays; Cmmn cmputer aided simulatins; Transmissin f planning rders, actin prpsals r actin instructins; Better negtiatin and slutin f cnflicts and cmmunicatin f interests Overview f Operating Methd Prcess A2.3 Balance Planned Demand and Capacity aims at balancing demand and capacity bth n lcal resurces (runway, stands, ACC) and at netwrk level. It includes the Airprt Resurces and Capacity Plan, which is "cnslidated thrugh a balanced mapping f Business trajectry demand n the varius airprt resurces". When fcussed n shrt term planning, this shuld include pre-departure sequencing activities, as well as preparing grund mvement sequence and runway sequence. This high level prcess will be structured in the fllwing sub-prcesses: A2.3.1 Detect Demand Capacity Imbalance; A2.3.2 Prpse a DCB Slutin; A2.3.3 Manage Pre-departure Sequence. Prcesses A2.3.1 Detect Demand Capacity Imbalance and A2.3.2 Prpse a DCB Slutin are partially cvered by Cllabrative Airprt Planning (M1 this DOD). The perating methd fr these prcesses, at airprt level, is develped hereafter. At Netwrk level these prcesses are cvered by Medium/Shrt Term Netwrk Planning (M2/3 DOD). Prcess A2.3.3 Manage Pre-departure Sequence is nly cvered by Cllabrative Airprt Planning (M1 this DOD). - Page 52 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

53 Detect Airprt Demand Capacity Imbalance (A ) Prcess A2.3.1 Detect Demand Capacity Imbalance aims t identify pssible demand capacity imbalance and in case f a detected imbalance, ther sub-prcesses f balance planned demand and capacity will be triggered. Tw main tasks will be develped within the Detect Demand Capacity Imbalance sub-prcess: A Detect Airprt Demand Capacity Imbalance; A Detect Airspace Demand Capacity Imbalance. Prcess A Detect Airspace Demand Capacity Imbalance is ut f the scpe f Cllabrative Airprt Planning (M1 this DOD) and is cvered by Medium/Shrt Term Netwrk Planning (M2/3 DOD). Prcess A Detect Airprt Demand Capacity Imbalance aims t balance demand and capacity fr each airprt resurce. Fr each day f peratin, flights are scheduled ver time perids accrding t scheduled available capacity. Then, resurces scheduling are cnslidated in rder t refine the peratinal airprt plan with the mre stringent resurces. Detect Airprt Demand Capacity Imbalance sub-prcess presents the fllwing main drivers: Inputs: Nne. Cntrl cnstraints: Human actrs: Outputs: Planned Traffic Demand (Including Available SBTs + Refined SBTs + SBTs(UDPP)); Revised RBTs; Resurce Available Capacity Plan; Refined Airspace Requirements. Airline Statin Manager; APOC Staff; Grund Handling Agent. Detected Imbalance. - Page 53 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

54 The refined airprt peratinal plan presents the results f mapping the traffic demand n t the varius airprt resurces: Arrival, departure and surface thrughputs; Stand, pushback, de-icing and hlding bay capacity; Grund resurces such as passenger buses, baggage handling, refuelling, catering, cleaning, etc. Fr large r busy airprts, handling medium/shrt term planning f all airprt resurces in ne big step may prve very difficult, if n impssible. That s why the prcess prpsed fr the establishment f the varius parts f the pre-tactical airprt peratinal plan is stepwise: Airprt resurces at the gate level are particularly addressed in the gate capacity plan; Airprt resurces at the surface & runway levels are particularly addressed in the runway capacity plan (Which encmpasses the ht spt and taxiways capacity plans); Gate and runway capacity plans make the cre f the medium/shrt term refined airprt peratinal plan. The fllwing Use Cases have been identified fr Detect Airprt Demand Capacity Imbalance prcess: Use Case Determine/Revise Runway Lad Schedule Determine/Revise Stand Lad Schedule Determine/Revise De-icing Resurces Lad Schedule Determine/Revise Taxiway Lad Schedule Descriptin This Use Case describes hw the APOC Staff shall plan the detailed runway sequence allcatin fr each flight scheduled fr the day f peratins, taking int accunt the airprt peratinal plan, the latest demand and capacity balancing cnstraints and weather frecasts that are available during this scheduling phase. This Use Case describes hw the APOC Staff allcates flights t grups f stands taking accunt f the flight demand and stand available capacity. This Use Case describes hw the APOC Staff assigns a number f flights t de-icing areas per time slts, taking accunt f the flight demand and de-icing Resurce Available capacity. This Use Case describes hw the APOC Staff defines aircraft flws n taxiways fr different airprt cnfiguratins, taking accunt f the flight demand and taxiway available capacity. The aim f this Use Case is t identify ht spts n the taxiways and check that the demand des nt exceed the capacity. - Page 54 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

55 Use Case Descriptin Refine the Airprt Operatinal Plan This Use Case describes hw the APOC cnslidates the runway, stand, de-icing and taxiway lad schedules in a refined airprt peratinal plan. They take accunt f landside cnstraints. The refined airprt peratinal plan identifies ht spts between the resurces. The Use Case ends when the flight schedule is recrded in the system. Table 13: Use Cases fr Detect Airprt Demand Capacity Imbalance Select/Refine/Elabrate a DCB Slutin at Airprt Level (A ) Prcess A2.3.2 Prpse a DCB Slutin aims t prvide a slutin t a detected demand capacity imbalance. Cst f slutins is assciated with this slutin. When the prpsed slutin cmes frm a refinement f a published DCB slutin r when a new slutin is elabrated, the catalgue f DCB Slutin is updated Tw main tasks will be develped within the Optimise Capacity Usage sub-prcess: A Select/Refine/Elabrate a DCB Slutin; A Implement the DCB Slutin. Prcess A Implement the DCB Slutin is ut f the scpe f Cllabrative Airprt Planning (M1 this DOD) and is cvered by Medium/Shrt Term Netwrk Planning (M2/3 DOD). Prcess A Select/Refine/Elabrate a DCB Slutin aims t prpse a slutin t a detected demand capacity imbalance. Cst f slutins is assciated with this slutin. This slutin can be selected frm the Catalgue f slutins, and then be refined if required, r a new slutin be elabrated if n pre-defined slutin can apply. When the prpsed slutin cmes frm a refinement f a published DCB slutin r when a new slutin is elabrated, the catalgue f DCB Slutin is updated. Select/Refine/Elabrate a DCB Slutin sub-prcess will be divided in three tasks: A Select/Refine/Elabrate a DCB Slutin at Airprt Level; A Select/Refine/Elabrate a DCB Slutin at Airspace Level; A Select/Refine/Elabrate a DCB Slutin at Netwrk Level. Prcesses A Select/Refine/Elabrate a DCB Slutin at Airspace Level and A Select/Refine/Elabrate a DCB Slutin at Netwrk Level are ut f the scpe f Cllabrative Airprt Planning (M1 this DOD) and are cvered by Medium/Shrt Term Netwrk Planning (M2/3 DOD). Prcess A Select/Refine/Elabrate a DCB Slutin at Airprt Level allws the selectin/refinement/elabratin f a DCB Slutin at the Airprt level. Taking int accunt the - Page 55 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

56 detected Demand/Capacity Imbalance, the resulting Airprt DCB Slutin is prvided with an assciated cst. Select/Refine/Elabrate a DCB Slutin at Airprt Level sub-prcess presents the fllwing main drivers: Inputs: Catalgue f Slutins. Cntrl cnstraints: Human actrs: Outputs: Planned Traffic Demand (including Available SBTs + Refined SBTs + SBTs(UDPP)); Detected Imbalance; Target Perfrmance Levels; Resurce Available Capacity Plan; Cancelled DCB Slutin. APOC Staff. Prpsed Airprt DCB Slutin. The fllwing Use Cases have been identified fr Select/Refine/Elabrate a DCB Slutin at Airprt Level prcess: Use Case Reslve Airprt Demand Capacity Imbalance Use Airprt Extra Capacity Descriptin This Use Case describes hw the APOC Staff reslve an verlad at the level f the airprt by selecting/refining/elabrating a DCB slutin. This/these slutin(s) can be based n maximal arrival rates at the airprt level r at the level f entry pints in the TMA, r required minimal spacing between a/c, a specific airprt cnfiguratin This Use Case describes hw the APOC Staff takes advantage f a capacity pprtunity by selecting/refining/elabrating a DCB slutin. This/these slutin(s) can be based n acceptable peak rates during a time perid at the airprt level r at the level f entry pints in the TMA, r reduced required minimal spacing. Table 14: Use Cases fr Select/Refine/Elabrate a DCB Slutin at Airprt Level - Page 56 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

57 Manage Pre-departure Sequence (A2.3.3) Prcess A2.3.3 Manage Pre-departure Sequence describes hw the APOC Staff (in crdinatin with Airspace Users) determines and updates the pre-departure sequence. The main inputs are the Target Start-up Apprval Time (TSAT), based n the TOBT prvided by the Airline Statin Manager r Grund Handling Agent and the Target Take-ff Time (TTOT). Manage Pre-departure Sequence sub-prcess presents the fllwing main drivers: Inputs: Planned Traffic Demand (Including Available SBTs + Refined SBTs + SBTs(UDPP)). Cntrl cnstraints: Human actrs: Outputs: Aircraft Requests (Including de-icing request). APOC Staff; Airline Statin Manager; Grund Handling Agent. Pre-departure Sequence. The real traffic demand prvided by AOC Staff (aircraft peratrs) at least 3 hurs befre the TOBT, is used t initiate the prcess f translating the airprt peratinal plan int a pre-departure sequence, althugh further refinement will take place. The establishment and maintenance f the pre-departure sequence is a cllabrative and iterative prcess invlving (Airprt, ATC, Nertwrk) but als AOC Staff (aircraft peratrs) (wh may prpse sequence swaps r negtiate new rank in the sequence in case f aircraft turnarund delay) and APOC Staff (airprt peratr) wh may prpse changes in the per-departure sequence due t events at the level f the terminal building prcesses). The fllwing Use Case has been identified fr Manage Pre-departure Sequence prcess: Use Case Determine/Update Pre-departure Sequence Descriptin This Use Case describes hw the APOC Staff (in crdinatin with Airspace Users) determines and updates the pre-departure sequence. The main inputs are the Target Start-up Apprval Time (TSAT), based n the TOBT prvided by the Airline Statin Manager r Grund Handling Agent and the Target Take-ff Time (TTOT). Table 15: Use Cases fr Manage Pre-departure Sequence - Page 57 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

58 4.3.5 Enablers The main enablers t supprt Refine Airprt Resurces within the SESAR cncept are: SWIM; CDM; TAM Transitin issues IP1 OI steps related t Balance Airprt Planned Demand and Capacity are cnsidered as already implemented. 4.4 AIRPORT SUPPORT TO PREPARE FLIGHT FOR DEPARTURE (A2.4) Scpe and Objectives This prcess cvers the whle preparatin f the flight that ccurs befre departure. Prcess A2.4 Prepare Flight fr Departure is mainly fed in by Planned Traffic Demand (Available SBTs, refined SBTs and UDPP n SBTs), utput frm previus prcess A2.1 Plan Traffic and Airspace Requirements. Cnstraints applying t the prcess are either linked t utputs frm prcess A2.3 Balance Planned Demand and Capacity (i.e. Pre-departure Sequence) r meterlgical data (i.e. MET frecasts). As mentined in sectin 2, the scpe f M1 (this DOD) is related t airprt prcesses during the medium/shrt term planning phase, thus the fllwing sectins will nly fcus n preparing flight fr departure at cllabrative airprt planning level. Airprt will cllabrate as secndary actr with the airspace users (primary actr) in the prcesses f btaining flight briefing, checking aircraft requirements and publishing the RBT Assumptins Nt far identified. - Page 58 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

59 4.4.3 Expected Benefits, Issues and Cnstraints Expected benefits f c-perative wrking and decisin prcesses in Prepare Flight fr Departure culd be: Pssibility f direct verbal cmmunicatin and discussin; Representatin f infrmatin by means f cmmn used displays; Cmmn cmputer aided simulatins; Transmissin f planning rders, actin prpsals r actin instructins; Better negtiatin and slutin f cnflicts and cmmunicatin f interests Overview f Operating Methd Prcess A2.4 Prepare Flight fr Departure cvers the whle preparatin f the flight that ccurs befre departure. This high level prcess will be structured in the fllwing sub-prcesses: A2.4.1 Obtain Flight Briefings; A2.4.2 Check Aircraft Requirements; A2.4.3 Publish RBT. Prcesses A2.4.1 Obtain Flight Briefings, A2.4.2 Check Aircraft Requirements and A2.4.3 Publish RBT are nly cvered by Cllabrative Airprt Planning (M1 this DOD). - Page 59 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

60 Obtain Flight Briefings (A2.4.1) This prcess allws the Flight Crew t cllect briefing data (e.g. aernautical infrmatin, aircraft paylad, etc ) in rder t adequately prepare the flight. Obtain Flight Briefings sub-prcess presents the fllwing main drivers: Inputs: Planned Traffic Demand (including Available SBTs + Refined SBTs + SBTs(UDPP)). Cntrl cnstraints: Human actrs: Outputs: MET Frecast; Pre-departure Sequence. MET Data Manager; AI Data Manager; Flight Crew. Flight Briefing Data. The gal is t get infrmatin frm the SBT fr a single flight. That infrmatin is validated, and then filed. When the SBT cntains incmplete rute segments, a number f available rutes that best meet the AOC Staff (Aircraft Operatr) preferences are prpsed, frm which the AOC Staff (Aircraft Operatr) can select. Obtaining a Pre-Flight Update Briefing is a ne-ff prcess during which a pilt is supplied with all mdificatins t the infrmatin prvided in a previus Flight Briefing fr a given SBT r fr given Flight Intent details. Once a Pre-Flight Update Briefing has been prvided fr a selected SBT r entered flight intent details, befre r during a flight, a pilt may select t be infrmed n any mdificatin r new infrmatin related t the flight. This infrmatin will be cnveyed via ntificatin messages knwn as Ntificatin Briefings. The fllwing Use Cases have been identified fr Obtain Flight Briefings prcess: Obtain Flight Briefing Use Case Descriptin This Use Case describes hw the Flight Crew (Pilt) is supplied with all relevant infrmatin in rder t plan r t execute a given flight, r t btain generic infrmatin related t flights. The prcess prvides the knwledge t supprt the decisin-making if a flight r a flight related actin can be safely and efficiently perfrmed. The briefing will be prvided fr the selected flight intentins and will cntain the type f infrmatin as specified in the selected user prfile. Befre a flight, the Flight Crew (Pilt) will require detailed r updated infrmatin cncerning the flight. - Page 60 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

61 Use Case Descriptin Obtain Pre-Flight Update Briefing This Use Case describes hw the Flight Crew (Pilt) is supplied with all mdificatins t the infrmatin prvided in a previus Flight Briefing fr a given Flight Plan r fr given "Flight Intent" details. Once a Pre-Flight Update Briefing has been prvided fr a selected flight plan r entered flight intent details, befre r during a flight, a pilt may select t be infrmed n any mdificatin r new infrmatin related t the flight. This infrmatin will be cnveyed via ntificatin messages knwn as Ntificatin Briefings. Table 16: Use Cases fr Obtain Flight Briefings Check Aircraft Requirements (A2.4.2) This prcess allws the Flight Crew t identify required capabilities (RVR-Runway Visual Range requirements) and t pssibly initiate aircraft-related requests such as a request fr remte de-icing befre take-ff. Check Aircraft Requirements sub-prcess presents the fllwing main drivers: Inputs: Flight Briefing Data; Planned Traffic Demand (including Available SBTs + Refined SBTs + SBTs(UDPP)). Cntrl cnstraints: Human actrs: Outputs: MET Frecast; Pre-departure Sequence. Flight Crew. Aircraft Request (Including De-icing Request); Aircraft Requirements. The fllwing Use Case has been identified fr Check Aircraft Requirements prcess: Use Case Check Aircraft Requirements Descriptin This Use Case describes hw the Flight Crew identifies required capabilities (RVR requirements) and may initiate aircraft related requests, such as a request fr remte de-icing befre take-ff. Table 17: Use Cases fr Check Aircraft Requirements - Page 61 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

62 Publish RBT (A2.4.3) When Target Off Blck Time is stable enugh, a RBT is published in a cllabrative prcess, supprted by FMS-calculatin capability. Publishing f the RBT des nt represent a clearance. It is the gal t be achieved and will be prgressively authrised. The authrisatin takes the frm f a clearance by the ANSP r is a functin f aircraft (crew/systems) depending n wh is the designated separatr. Publish RBT sub-prcess presents the fllwing main drivers: Inputs: Aircraft Requirements; Flight Briefing Data; Planned Traffic Demand (including Available SBTs + Refined SBTs + SBTs(UDPP)). Cntrl cnstraints: Human actrs: Outputs: MET Frecast; Pre-departure Sequence. AOC Staff. RBT. The fllwing Use Case has been identified fr Publish RBT prcess: Use Case Descriptin Publish RBT When Target Off Blck Time is nt subject t change anymre, a RBT is published in a cllabrative prcess, supprted by FMScalculatin capability. Table 18: Use Cases fr Publish RBT Enablers The main enablers t supprt Refine Airprt Resurces within the SESAR cncept are: SWIM; CDM; TAM. - Page 62 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

63 4.4.6 Transitin issues IP1 OI steps related t Prepare Flight fr Departure are cnsidered as already implemented. 4.5 COLLABORATIVE AIRPORT PLANNING SUPPORT TO MANAGE TURNAROUND (A3.1 & A3.2) Scpe and Objectives The turnarund prcess links the flight and grund segments. Seamless prgress f the turnarund prcess is a main factr affecting predictability. C-perative mechanisms, including milestne mnitring, gate/stand management and aprn management will imprve visibility fr ATM actrs regarding the prgress f the turnarund prcess and result in better estimated times f subsequent events such as ff-blcks and take-ff The Cllabrative Decisin Making (CDM) applied t turnarund prcess aims at imprved data quality, predictability f departing flights and planning infrmatin fr all stakehlders. The CDM turnarund prcess links the flight and grund segments, imprves current infrmatin and predicts frthcming events. It cncerns updates f the business trajectry when changes are anticipated and disseminatin f the infrmatin at such time as t allw re-planning f the activities f the stakehlders invlved Assumptins Nt far identified Expected Benefits, Issues and Cnstraints Expected benefits f c-perative wrking and decisin prcesses in turnarund management: Pssibility f direct verbal cmmunicatin and discussin; Representatin f infrmatin by means f cmmn used displays; Cmmn cmputer aided simulatins; Transmissin f planning rders, actin prpsals r actin instructins; Better negtiatin and slutin f cnflicts and cmmunicatin f interests. Pssible remaining bttlenecks will be identified, enabling peratrs t implement mitigatin actins r adjust the demand t the available capacity; Clser analysis f likely what-if scenaris can be cnducted and mitigatin strategies prepared, reducing the peratinal cst in case if e.g. bad weather with reduced capacity; - Page 63 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

64 Imprvement f efficiency, bth in the air and n the grund, thrugh the cllabrative mechanism f the sharing f 4D trajectries all alng the indented en-rute t en-rute peratin; Imprvement f the verall stability f the en-rute t en-rute peratins Overview f Operating Methd Prcess A3.1 Balance Actual Demand and Capacity, is mainly fed by the Activated Plan (i.e. NOP, RBTs and Activated Resurces) and the Catalgue f Slutins, bth develped during the medium/shrt planning phase. Cnstraints applying t the prcess are either linked t the perfrmance bjectives (i.e. Target Perfrmance Levels), r the weather cnditins r ATC Cnstraints leading t adjustment f the traffic and/r the airspace, by means f updated trajectries (i.e. Updated RBTs, AU preferences and cnstraints). As a result f this prcess the airprt will adjust capacity cnfiguratins fr the varius airprt resurces: Arrival, departure and surface thrughputs; Stand, pushback, de-icing and hlding bay capacity; Grund resurces such as passenger buses, baggage handling, refuelling, catering, cleaning, etc; Gates Switch Gate Operatinal Rules (A ) This prcess is run when a change f real-time peratin rules at a gate level is necessary. Switch Gate Operatinal Rules sub-prcess presents the fllwing main drivers: Inputs: Pssible Cnfiguratins; Activated Resurces. Cntrl cnstraints: Activated Plan (RBTs + Activated Resurces); Detected Imbalance; DCB Slutin; MET Nwcasts; Cnstraints n Resurces; Unpredicted Events. - Page 64 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

65 Human actrs: APOC Staff; Airline Statin Manager; Grund Handling Agent. Outputs: Gate Cnfiguratin. The fllwing Use Cases have been identified fr Switch Gate Operatinal Rules prcess: Use Case Change f Stand Cnfiguratin Change f De-icing Cnfiguratin (at the Gate) Descriptin This Use Case describes the cllabrative prcess initiated by the APOC Staff t change the stand cnfiguratin. The APOC Staff cntacts ther actrs invlved t negtiate cnditins f the transitin. This Use Case describes the cllabrative prcess initiated by the APOC Staff t change the de-icing cnfiguratin. The APOC Staff cntacts ther actrs invlved t negtiate cnditins f the transitin. Table 19: Use Cases fr Switch Gate Operatinal Rules Crdinate Temprary Gate Clsure (A ) This prcess is run when a gate has t be temprary clsed (e.g. unexpected maintenance wrks). Variatins that ccur during this prcess have an impact n the sequence and dynamic management perfrmed during the mid/shrt term planning phase. Check Aircraft Requirements sub-prcess presents the fllwing main drivers: Inputs: Pssible Cnfiguratins; Resurce Cnfiguratin; Activated Resurces. Cntrl cnstraints: Human actrs: Outputs: Activated Plan (RBTs + Activated Resurces); Unpredicted Events. APOC Staff. Resurce Unavailability. - Page 65 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

66 The fllwing Use Case has been identified fr Detect Airprt Demand Capacity Imbalance prcess: Use Case Crdinate Temprary Stand Clsure Descriptin This Use Case describes hw the APOC Staff crdinates the temprary clsure f a gate (e.g. unexpected maintenance wrk). In rder t be able t guarantee air traffic withut r a minimum f delay, stands must be maintained in peratinal cnditins at all times (e.g. kept clear f ice, snw and debris). Table 20: Use Cases fr Detect Airprt Demand Capacity Imbalance Change Pre-Departure Sequence (A ) Prcess A3.2.1 Manage Airprt Departure Queue deals with all the activities related t the creatin and executin f a final ptimised Departure queue (i.e. sequencing surface mvements, develpment f taxi mvement plans and balancing departure queues (e.g. multiple runways)). The main cnstraint here is the runway resurce, but als cmplexity management cnstraints fr departure metering frm single r multiple airprts (Departure metering cnstraints). This prcess is brken dwn int tw sub-prcesses: A Optimise Departure Queue; A Implement Departure Queue. Prcess A Implement Departure Queue is ut f the scpe f Cllabrative Airprt Planning (M1 this DOD) and is cvered by Runway Management (E1 DOD). Anyway, crdinatin between bth prcesses is necessary since the main input fr implementing departure queues is the ptimised departure sequence, cming as an utput f the previus ptimise departure queue prcess. Prcess A Optimise Departure Queue deals with all the activities related t creatin f a final ptimised departure sequence that may further be refined and implemented by the Twer Runway Cntrller. This prcess is brken dwn int tw sub-prcesses: A Change Pre-Departure Sequence; A Optimise Departure Sequence. Prcess A Optimise Departure Sequence is ut f the scpe f Cllabrative Airprt Planning (M1 this DOD) and is cvered by Aprn & Taxiways Management (E2/3 DOD). Anyway, crdinatin between bth prcesses is necessary since ne input fr ptimising the departure sequence is the pre-departure sequence, cming as an utput f the change predeparture sequence prcess. Prcess A Change Pre-Departure Sequence describes hw the APOC Staff (in crdinatin with Airspace Users, i.e. Airline Statin Manager and/r Grund Handling Agent) changes the pre-departure sequence during the Executin phase but befre the aircraft has pushed - Page 66 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

67 back. The main input is the current Pre-departure sequence, i.e. the Target Start-up Apprval Time (TSAT), based n the TOBT prvided by the Airline Statin Manager r Grund Handling Agent and the Target Take-ff Time (TTOT). Change Pre-Departure Sequence sub-prcess presents the fllwing main drivers: Inputs: Pre-Departure Sequence. Cntrl cnstraints: Human actrs: Outputs: ANSP Originated RBT Revisin Request; AU Originated RBT Revisin Request. APOC Staff; Airline Statin Manager; Grund Handling Agent. Pre- Departure Sequence. The fllwing Use Case has been identified fr Change Pre-departure Sequence prcess: Use Case Change Pre-Departure Sequence during Executin Phase Descriptin This UC describes hw the APOC Staff (in crdinatin with Airspace Users, i.e. Airline Statin Manager and/r Grund Handling Agent) changes the pre-departure sequence during the Executin phase. The main input is the current Pre-departure sequence, i.e. the Target Start-up Apprval Time (TSAT), based n the TOBT prvided by the Airline Statin Manager r Grund Handling Agent and the Target Take-ff Time (TTOT). Table 21: Use Cases fr Change Pre-departure Sequence Enablers The main enablers t supprt Refine Airprt Resurces within the SESAR cncept are: SWIM; CDM; TAM Transitin issues IP1 OI steps related t Manage Turnarund are cnsidered as already implemented. - Page 67 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

68 5 ENVIRONMENT DEFINITION 5.1 AIRSPACE CHARACTERISTICS This sectin is cvered by the General DOD [11]. 5.2 TRAFFIC CHARACTERISTICS This sectin is cvered by the General DOD [11]. - Page 68 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

69 6 ROLES AND RESPONSIBILITIES The sectin addresses the rles and respnsibilities f rganisatins and human actrs in the cntext f airprt peratins planning activities 6.1 MAIN ROLES AND RESPONSIBILITIES The central tl f Ttal Airprt Management is the Airprt Operatin Centre (APOC). The APOC has tw majr functins. Firstly, all relevant infrmatin fr the airprt, air and land traffic, grund peratins, weather cnditins and s n are cllected, mnitred, and analysed in the centre. Secndly, this infrmatin is apprpriately prepared fr displaying t give the executive staff the necessary assistance in the cllabrative planning and decisin making prcess. The APOC shuld be cnsidered as an agent-based envirnment. These agents, effectively CDM representatives, will represent each f the principal actrs at an airprt. Nt all agents will need t be physically present in the APOC even n a part-time basis but it shuld be pssible fr these actrs t be cntacted with a minimum f delay using apprpriate technlgy (internet based chat fr example). The meterlgical infrmatin service prvider will typically fall int this categry. Other agents will be physically present in the APOC. They will prvide the interface between the APOC and the internal decisin making bdies f their wn rganisatin. Fr example, the CDM representative f an airline in the APOC will be the channel by which infrmatin will pass t and frm the airline peratins centre and hub cntrl centre (if apprpriate). The means by which this cmmunicatin shuld take place is an airline internal decisin but key t the success f the APOC is the quality and efficiency f this infrmatin exchange. Similarly, fr ATC, an interface between the APOC and the TWR AT Cntrller (Twer Supervisr) can be seen as necessary. Again, the best cmprmise needs t be fund between the CDM agent having a ready access t apprpriate decisin making authrities whilst nt impacting the smth executin f peratins within their representative rganisatin. - Page 69 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.

70 Figure 5: Agent based airprt Operatins Centre The APOC is therefre an envirnment where a number f CDM Agents acting n behalf f specific airprt / netwrk functins will wrk tgether. These external functins are identified belw: The APOC Staff will fulfil a number f rles, including agents frm all the stakehlders (Airprt, Airspace Users, Netwrk, etc), linked t the prcess f cllabrative decisin making primarily in terms f crdinatin and arbitratin between the different actrs in the management f the Airprt Operatinal Plan (AOP). In the shrter term, the rle will be mre dynamic in nature and will encmpass the facilitatin and cmmunicatin f decisin clser t real-time. The APOC Staff will als be respnsible fr crdinating the pst-peratinal analysis and feedback prcesses as well as mnitring the quality f the data exchanges between the airprt partners. The AOC Staff will be respnsible fr prviding the interface between the cllabrative decisin making prcess within the APOC and their wn rganisatin. Accrding t the scale f peratin at the airprt, this liaisn may need t encmpass bth the airline peratins cntrl centre and pssibly a hub cntrl centre. The CDM agent shuld be able t cmmunicate issues surrunding airprt resurce planning t their wn internal systems and als cmmunicate their wn internal pririties int the glbal decisin making envirnment that is the APOC. The TWR AT Cntrller (Twer Supervisr) is respnsible fr the safe and efficient prvisin f air traffic services by the TWR crew. He decides n staffing and manning f cntrller wrking psitins in accrdance with expected traffic demand. He represents the TWR when crdinating with the Airprt Operatr n peratinal issues. The ATC CDM Agent will therefre prvide the interface between the peratinal decisin making prcess by ATC and the ther actrs within the APOC. - Page 70 f 94 - Public This dcument was develped by members f the cnsrtium under a cntract with Eurpean Cmmissin. Its cntent cannt be reprduced r disclsed in any frm withut prir written authrizatin, t be requested frm the Prject Crdinatr.