Episode 3 D Detailed Operational Description - Apron & Taxiways Management - E2/3. Episode 3

Transcription

1 Episde 3 Single Eurpean Sky Implementatin supprt thrugh Validatin Dcument infrmatin Prgramme Sixth framewrk prgramme Pririty 1.4 Aernautics and Space Prject title Episde 3 Prject N Prject Crdinatr EUROCONTROL Experimental Centre Deliverable Name Detailed Operatinal Descriptin - Deliverable ID D Versin 3.00 Owner Rsalind Eveleigh EUROCONTROL Cntributing partners Page 1 f 72

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3 DOCUMENT CONTROL Apprval Rle Organisatin Name Dcument wner EUROCONTROL Rsalind Eveleigh Technical apprver EUROCONTROL Giuseppe Murgese Quality apprver EUROCONTROL Frédérique Sénéchal Prject crdinatr EUROCONTROL Philippe Leplae Versin histry Versin Date Status Authr(s) Justificatin - Culd be a reference t a review frm r a cmment sheet /12/2009 Apprved Anthny Inard Rs Eveleigh Eduard Gni Apprval f the dcument by the Episde 3 Cnsrtium /02/2010 Apprved Rs Eveleigh /04/2010 Apprved Rs Eveleigh Final Alignment with ATM Prcess Mdel Crss DOD alignment. Apprved by the Episde 3 Cnsrtium Page 3 f 72

4 TABLE OF CONTENTS EXECUTIVE SUMMARY INTRODUCTION PURPOSE OF THE DOCUMENT INTENDED AUDIENCE DOCUMENT STRUCTURE BACKGROUND GLOSSARY OF TERMS OPERATING CONCEPT-CONTEXT AND SCOPE SESAR CONCEPT FOR AIRPORT APRON & TAXIWAYS MANAGEMENT General intrductin Safety n the airprt surface Arrival flight peratins Turn-rund peratins Departing flight peratins ATM PROCESSES DESCRIBED IN THE DOCUMENT RELATED SESAR OPERATIONAL IMPROVEMENTS (OIS) RELATED SESAR PERFORMANCE REQUIREMENTS 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 APRON & TAXIWAYS MANAGEMENT SUPPORT TO BALANCE ACTUAL DEMAND AND CAPACITY (A3.1) Scpe and Objectives Assumptins Expected Benefits, Issues and Cnstraints Overview f Operating Methd Assess Surface Capacity Lad (A ) Switch Surface Operatinal Rules (A ) Crdinate Temprary Airprt Surface Resurce Clsure (A ) Enablers Transitin issues APRON & TAXIWAYS MANAGEMENT SUPPORT TO MANAGE TRAFFIC QUEUES (A3.2) Scpe and Objectives Assumptins Expected Benefits, Issues and Cnstraints Overview f Operating Methd Optimise Departure Sequence (A ) Enablers Transitin issues APRON & TAXIWAYS MANAGEMENT SUPPORT TO DE-CONFLICT AND SEPARATE TRAFFIC (A3.3) Scpe and Objectives Assumptins Expected Benefits, Issues and Cnstraints Overview f Operating Methd Detect & Slve Hazardus Situatins Outside the Runway Prtected Area (A ) Manage Traffic Mvement Outside the Runway Prtected Area (A ) Page 4 f 72

5 4.3.5 Enablers Transitin issues ENVIRONMENT DEFINITION AIRSPACE CHARACTERISTICS TRAFFIC CHARACTERISTICS ROLES AND RESPONSIBILITIES MAIN ROLES AND RESPONSIBILITIES ACTORS RESPONSIBILITIES IN THE ATM PROCESS MODEL REFERENCES AND APPLICABLE DOCUMENTS REFERENCES APPLICABLE DOCUMENTS ANNEX A: OPERATIONAL SCENARIOS ANNEX B: DETAILED USE CASE ANNEX C: OI STEPS TRACEABILITY TABLE ANNEX D: HOT TOPICS Page 5 f 72

6 LIST OF FIGURES Figure 1: Scpe f the dcument within SESAR Visin (SESAR CnOps)...9 Figure 2: ATM Mdel diagrams and high level prcesses addressed...19 LIST OF TABLES Table 1: ATM Mdel lw level prcesses addressed...20 Table 2: Key Perfrmance Areas addressed...24 Table 3: Use Case fr Assess Surface Capacity Lad...29 Table 4: Use Cases fr Switch Surface Operatinal Rules...30 Table 5: Use Cases fr Crdinate Temprary Airprt Surface Resurce Clsure...32 Table 6: Use Case fr Optimise Departure Sequence...37 Table 7: Use Cases fr Detect & Slve Hazardus Situatins Outside Runway Prtected Area...44 Table 8: Use Cases fr Manage Traffic Mvement Outside the Runway Prtected Area...47 Table 9: Airprt actrs invlved in Aprn & Taxiways management...53 Table 10: Other actrs invlved in Aprn & Taxiways management...53 Table 11: Operatinal Scenaris identified fr Aprn & Taxiways management...60 Table 12: Use Case summary...61 Table 13: Operatinal Imprvements addressed...70 Page 6 f 72

7 EXECUTIVE SUMMARY The bjective f the dcument is t describe the SESAR cncept related t aprn and taxiway mvement management during the executin phase in sufficient detail t permit the definitin f validatin exercises within Episde 3. The business r missin trajectry f an airspace user f any kind represents his/her intentin t perate in a desired way. In the SESAR cncept air traffic and ther services will facilitate the executin f these trajectries and will ensure that these are delivered in a safe and cst effective way within the infrastructural and envirnmental cnstraints. The peratins at airprts frm the grund segment f the business trajectry. The airprt thrughput is ne f the main prcesses that determine the n-time perfrmance f the Reference Business Trajectry. It is nt nly the beginning and the end f the trajectry; it is als the cnnecting prcess between tw cnsecutive flights. The efficiency f this turnrund prcess determines whether delays increase r can be recvered. The daily peratin at an airprt invlves the real-time, safe and efficient management f aircraft and vehicles mvements n the airprt surface. Shrt ntice changes and/r refinements t the planning f surface mvements are handled using a mixture f cllabrative prcesses and tactical interventins. The latter are handled accrding t a previusly agreed set f rules r the peratinal insight f the Air Traffic Cntrllers and Aprn Managers. The SESAR cncept addresses the fllwing bjectives regarding the management f aprn and taxiway mvement during the executin phase: Enhanced scheduling f airprt surface mvements in nrmal and cngestin situatins and in crdinatin with runway peratins and turn-rund peratins will prvide increased peratinal efficiency; Visual enhancement technlgy will prvide increased situatinal awareness fr flight crew and vehicle drivers during night and reduced visibility cnditins; Onbard features will allw the anticipatin f safety hazardus situatins thrugh the prvisin f warnings directly t flight crew and drivers as well as t ATC cntrllers; Advanced, autmated, systems may be cnsidered such as aut-brake t make it impssible fr an aircraft r vehicle t crss active red stp bars ; Planning f surface rutes may cnsider cnstraints impsed by the need t minimise the envirnmental impact especially surface hlding r the need t avid braking r changes in engine thrust levels as the aircraft mves frm the runway t the stand r vice versa. As surface mvement efficiency is t be increased withut cmprmising the level f safety, particularly the risk fr runway incursins, a range f actins need t be taken. Better situatinal awareness fr the cntrller, flight crew and vehicle drivers including cnflict detectin and warning systems will nt nly enhance airprts surface mvement safety but will als create "rm" fr surface mvement efficiency and cntribute t the required airprt capacity increase. Advanced Surface Mvement Guidance and Cntrl System (A-SMGCS) will prvide enhanced infrmatin t cntrllers whilst Cckpit Display f Traffic Infrmatin (CDTI) technlgy will prvide flight crew and vehicle drivers with guidance and traffic infrmatin. On airprts where A-SMGCS is nt implemented by 2020, nn-cperative surveillance systems NCSS (e.g. SMR) which are in the scpe f SMGCS will help t prvide visual infrmatin t ATCO in lw visibility cnditins. Page 7 f 72

8 1 INTRODUCTION 1.1 PURPOSE OF THE DOCUMENT This dcument cntains a refined descriptin f the SESAR cncept f peratins regarding aprn and taxiway mvement management prcesses taking place at airprts during the executin phase 1. Referred as DOD, this dcument is part f a set f Detailed Operatinal Descriptin (DOD) dcuments that refine and clarify the high level SESAR CnOps cncept descriptin in rder t supprt the Episde 3 validatin activities, which have the bjective f develping a better understanding f the SESAR Cncept. This set f DODs dcuments can be cnsidered as step 0.2 f E-OCVM [1] - i.e. the descriptin f the ATM Operatinal Cncept(s). The DOD dcument structure and cntent is derived frm that f the Operatinal Service and Envirnment Definitin (OSED) described by the ED-78A guidelines [2]. Accrding t the ED-78A: 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 defined cnsidering the level f details that can be prvided at this stage i.e. the nature and maturity f the cncept areas being develped. The cmplete detailed descriptin f the mde f peratins is cmpsed f 10 dcuments accrding t the main phases defined by SESAR i.e. Lng Term Planning phase, Medium/Shrt Term Planning and Executin Phase (the cmplete set f dcuments is available frm the Episde 3 prtal hme page [3]): The General DOD (G DOD) [4]; The Lng Term Netwrk Planning DOD (L DOD) [5]; The Cllabrative Airprt Planning DOD (M1 DOD) [6]; The Medium & Shrt Term Netwrk Planning DOD (M2 DOD) [7]; The Runway Management DOD (E1 DOD) [8]; The Aprn & Taxiways Management DOD (E2/3 DOD), this dcument; The Netwrk Management in the Executin Phase DOD (E4 DOD) [9]; The Cnflict Management in Arrival & Departure High & Medium/Lw Density Operatins DOD (E5 DOD) [10]; The Cnflict Management in En-Rute High & Medium/Lw Density peratins DOD (E6 DOD) [11]; The Episde 3 Lexicn (Glssary f Terms and Definitins) [12]. 1 The turn-rund peratins are ut f the scpe f Aprn & Taxiway Management (E2/3 this DOD), thse are cvered by Cllabrative Airprt Planning (M1 DOD). Page 8 f 72

9 SCOPE OF THE DOCUMENT Figure 1: Scpe f the dcument within SESAR Visin (SESAR CnOps) The target hrizn addressed in this dcument is the 2020 timeframe, nt taking int accunt transitin elements. Thus, this dcument cnsiders 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. 1.2 INTENDED AUDIENCE The intended audience includes: Episde 3 partners; The SESAR cmmunity. 1.3 DOCUMENT STRUCTURE The structure f the dcument is as fllws: 2 f this dcument prvides an verview f the functins addressed in this 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. 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 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 the traceability table f the SESAR Operatinal Imprvement (OI) steps addressed by this dcument. Page 9 f 72

10 1.4 BACKGROUND The Episde 3 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); Luchtverkeersleiding Nederland (LVNL). This cnsrtium wrks under the c-rdinatin f EUROCONTROL. With a view t supprting SESAR Develpment Phase activities whilst ensuring preparatin fr partners SESAR JU activities, Episde 3 fcuses n: Detailing key cncept elements in SESAR; Initial perability thrugh fcussed prttyping exercises and perfrmance assessment f thse key cncepts; Initial supprting technical needs impact assessment; Analysis f the available tls and gaps fr SESAR cncept validatin; and Reprting n the validatin methdlgy used in assessing the cncept. The main SESAR inputs t this wrk are: The SESAR Cncept f Operatins (CnOps): T222 [29]; The descriptin f scenaris develped: T223 [30] & [31]; The list f Operatinal Imprvements allwing t transitin t the final cncept: T224 [32]; The definitin f the implementatin packages: T333 [32] & [33]; The list f perfrmance assessments exercises t be carried ut t validate that the cncept delivers the required level f perfrmance: T232 [34]; The ATM perfrmance framewrk, the list f Key Perfrmance Indicatrs, and an initial set f perfrmance targets: T212 [35]. The bjective f detailing the peratinal cncept [37] is achieved thrugh the develpment f the DODs. These dcuments are available fr the SESAR develpment phase and are prduced thrugh the System Cnsistency wrk package f Episde 3. The life cycle f the DOD dcuments is defined thrugh three main steps: Initial DODs prvided as the first inputs t the Episde 3 prject; Interim DODs cntaining first refinement and cnslidatin frm Episde 3 partners aligned t the prttyping/evaluatin wrk, prvided by mid-prject duratin; Page 10 f 72

11 Final DODs updated by the findings and reprts prduced by the prttyping/evaluatin activities, prvided at the end f the prject. 1.5 GLOSSARY OF TERMS The Episde 3 Lexicn cntains lists f agreed acrnyms and definitins [12]. Page 11 f 72

12 2 OPERATING CONCEPT-CONTEXT AND SCOPE 2.1 SESAR CONCEPT FOR AIRPORT APRON & TAXIWAYS MANAGEMENT General intrductin Air Transprt is a cntinuus sequence f arrival, turn-rund, departure and flight cruise (enrute) events. The peratins at airprts, aprn and taxiway mvements in ur case, frm the grund segment f the Business Trajectry. The airprt thrughput is ne f the main prcesses that determine the n-time perfrmance f the Reference Business Trajectry (RBT). It is nt nly the beginning and the end f the trajectry, it is als the cnnecting prcess between tw cnsecutive Flights. The efficiency f this turn-rund prcess determines whether delays increase r can be recvered. The airprt prcess is invlved in all phases f the trajectry, frm business develpment thrugh resurce planning and allcatin, twards the daily executin f peratins. This dcument presents the prpsed airprt prcess fr the future ATM system, fcusing n the aprn and taxiways management during the executin phase. The executin f the Airprt Resurce and Capacity Plan (addressing runway, taxiway, stand and de-icing resurces) invlves the real-time safe and efficient management f aircraft mvements n the airprt surface. Shrt ntice changes and/r refinements t the planning f surface mvements are handled using a mixture f cllabrative prcesses and tactical interventins. The latter are handled accrding t a previusly agreed set f rules r the peratinal insight f the Air Traffic Cntrller and Aprn Managers. If surface mvement capacity is t be increased withut increasing the risk f runway incursins a range f actins need t be taken. Better situatinal awareness bth fr the cntrller, flight crew and vehicle drivers including cnflict detectin and warning systems will nt nly enhance airprts surface safety but will als create "rm" fr surface mvement capacity expansin. Advanced Surface Mvement Guidance and Cntrl System (A-SMGCS) will prvide enhanced infrmatin t cntrllers whilst Cckpit Display f Traffic Infrmatin (CDTI) technlgy will prvide flight crew and vehicle drivers with map, guidance and traffic infrmatin. Enhanced scheduling f airprt surface mvements in nrmal and cngestin situatins and in crdinatin with runway peratins and turn-rund peratins will prvide increased peratinal efficiency. Planning f surface rutes may cnsider cnstraints impsed by the need t minimise the envirnmental impact especially surface hlding r the need t avid braking r changes in engine thrust levels as the aircraft mves frm the runway t the stand r vice versa. This Optimum management f surface traffic flws will nt nly increase efficiency and predictability during the grund mvement phase but will als have a psitive impact n the envirnment. Predicting the taxi times and ruting f inbund and utbund traffic, A-SMGCS Ruting and Planning functins can prvide stable and reliable planning (target) times and is prerequisite fr pre-departure sequencing and an ptimised usage f the departure runways(s). Integratin f the Planning and Ruting infrmatin with the Arrival and Departure Management tls (AMAN/DMAN) is a necessity t gain the full benefit f these tls. Achieving the ptimal departure sequence in an early stage f the utbund grund mvement phase will reduce the necessity f sequence changes near the departure. Page 12 f 72

13 On the airprt, the physical layut cnstrains the ptins fr cnflict management. Implementatin f gd taxiway design at bth new and existing 2 airprts will reduce interactins between taxi flws, while A-SMGCS Ruting functin prvides taxi ruting slutins that als minimise interactins. The prvisin f separatin between aircraft and bstacle avidance n the airprt will cntinue t be achieved thrugh visual means and use f A-SMGCS Surveillance data, cmplemented by n-bard capabilities such as Airprt Mving Maps (AMM), traffic displays and enhanced r synthetic visin systems, which will als increase safety and imprve thrughput in lw-visibility cnditins. In lw visibility cnditins, grund cntrllers experience a very high wrklad t assist pilts in aviding bstacles and preventing cllisins while maneuvring n airprt surface. Eventually, these new n-bard capabilities shuld alleviate much f the extra wrklad cmpared t nrmal visibility cnditins. Further enhancements fr cnflict detectin and management will cme in the frm f new ATC capabilities such A-SMGCS and cperative capabilities fr all mbiles Safety n the airprt surface On the airprt surface (maneuvring area) cllisins can take place between aircraft and between aircraft and vehicles. Runways and the vicinity f runways represent the mst critical areas fr the safety f peratins. T reduce the risk f runway incursins better situatinal awareness fr the cntrller, flight crew and vehicle drivers will be prvided nt nly thrugh (re)design f the taxiway lay-ut and prvisin f visual aids (signs and markings) but als thrugh CDTI technlgy. Advanced surveillance systems - e.g. grund radar in cmbinatin with multi-lateratin technlgy, will cnstantly mnitr the psitin, mvement and intentin f all aircraft and vehicles perating in the maneuvring area. It will prvide enhanced infrmatin t cntrllers whilst CDTI technlgy will prvide flight crew and vehicle drivers with map, guidance and traffic awareness infrmatin. By these means, pssible hazardus situatins and runway incursins can be detected at an early stage and alarms issued t the grund cntrller and als directly transmitted t the cckpit display and alarm systems f the relevant aircraft and /r vehicles. Advanced, autmated, systems may be cnsidered such as aut-brake t make it impssible fr an aircraft r vehicle t crss selected stp bars. The daily peratin at an airprt invlves the safety f all aircraft bth parked and mving n the airprt surface. It is assumed that a number f systems such as A-SMGCS Cntrl functin (including Runway Incursin Alert systems fr safety), stand allcatin systems (fr efficient aprn management), A-SMGCS Ruting, Planning, Guidance and Surveillance functins (fr ptimising aircrafts and vehicles mvement and identificatin) and prcesses (CDM fr ptimal system perfrmance) are available t make the peratin safe and efficient Arrival flight peratins After the aircraft has vacated the runway accrding t a runway exit previusly crdinated between the Flight Crew 3 and the Twer Runway cntrller (taking int accunt the autmatic braking prvided by Brake t Vacate (BTV) t ptimise runway ccupancy time), the taxi rute, taxi clearances, ptential stpping pints, the aircraft current psitin and the assigned stand are shwn n a map in the cckpit (CDTI). The transfer f cntrl f the aircraft frm 2 Prbably a limited ptin at existing airprts since a cmplete taxiway re-design may be ut f their financial scpe. 3 May als be referred as Pilt in rest f the dcument. Page 13 f 72

14 the Twer Runway Cntrller t the Twer Grund Cntrller is cmpleted. In nrmal situatins the taxi rute and stand assignment will be the same as the ne received when entering the AMAN hrizn hwever 4 (shrt ntice) changes can happen like runway cnfiguratin changes, stand ccupatin etc. The assigned stand and the taxi rute, including related taxi clearances and ptential stpping pints, will be updated when necessary. The pilt acknwledges the assigned rute and fllws it. Fr each inbund flight, a Estimated In-Blck Time (EIBT) is fund in the RBT, based n the pre-assigned stand, taxi rute/clearance. This time including the current status f the aircraft stand, is later cnfirmed by the Aircraft Operatr and the Grund Handling Agent. The Pilt executes the taxiing prcess t meet this time. The Grund Handling Agent makes sure that the stand is free f bstacles and ther ccupants and the handling equipment and staff are present. Being early at the stand is nt always desirable as blckage f aprn/ taxi lanes culd happen if the stand is nt vacated/ available. The grund mvement prcess is cntinuusly mnitred by A-SMGCS. The psitin f all aircraft and vehicles within the maneuvring area is available fr the Twer Grund Cntrller and the Airprt Operatins Centre (APOC). The current traffic situatin is taken int accunt fr the determinatin f the achievable taxi time frm/t the stand fr each aircraft. Based n practical and peratinally feasible taxi speeds and the target stand, the rutes and the related taxi times f all taxiing aircraft are calculated by the A-SMGCS. It als prvides a speed suggestin t the cckpit t cntrl the taxiing phase fr each aircraft 5. If a significant deviatin f EIBT ccurs, then a new EIBT is calculated by the A-SMGCS and transmitted t the APOC. In the APOC a cllabrative decisin abut mitigating the adverse effects t the netwrk planning f this deviatin is taken. The assigned rutes are calculated t be cnflict free, ptimised in taxi distance/time and minimum pwer adjustments (braking - accelerating) t reduce fuel burn as much as pssible. In case f intermediate taxi clearances within the rute, stp pints (e.g. Runway crssings) are included and presented n the cckpit display map. In every case, the cntrller has t issue a clearance t pass the presented stp pint. This clearance can be given by a verbal message r by an indicatin n the nbard display. The pilt must always acknwledge the crssing clearance (reading back). The taxi rute is dynamically adapted t the actual situatin. Upcming cnflicts r hazardus situatins are detected by A-SMGCS and immediately displayed in the cntrller display. Where fr cnflict reslutin purpses changes t taxi rute and taxi clearances (stp pints) are needed, A-SMGCS Ruting functin prvides a new ruting suggestin based n ptimisatin algrithms. The cntrller fllws the new ruting suggestin befre it is transferred t the cckpit. The previus rute and clearance infrmatin is autmatically verwritten and the pilt cnfirms the new rute and clearance instructins. If the cntrller and/r the pilt des nt react in due time and the cnflict candidates infringe their exclusin znes, a stp cmmand is autmatically issued t all affected aircraft by the cnflict detectin and reslutin functinality f the A-SMGCS Turn-rund peratins In a 4D trajectry, deviatins frm the EIBT are knwn far befre tuch-dwn as aircraft status and flight prgress is cnstantly mnitred. Significant deviatin (i.e. utside agreed bundaries) between the EIBT in the RBT predicted n departure and the EIBT as updated 4 Airprt Expert Grup advises that the pilt wrklad during apprach and uncertainty f infrmatin might mean that it is nt pssible t deliver the taxiway ruting during the apprach phase f flight 5 Airprt Expert Grup view was that the use f speed as part f the taxiway clearance wuld reduce the flexibility f the twer cntrller and the many causes f delays in taxiing. The grup als nted that speed r timings will be needed fr the rute t be cnflict-free. Page 14 f 72

15 during the executin f the flight is analysed by the APOC. The effects n stand allcatin, handling crew dispsitin, reruting baggage and passengers within the terminal as well as the influence n the next crrespnding utbund flight are determined. If pssible and desirable, anther flight/aircraft can be directed t the nt used stand t ensure an ptimal utilizatin f the parking psitins and the grund handling resurces. The minimum reactin time fr stand allcatin changes is arund 30 minutes prir t the EIBT, based n the necessity f re-ruting passenger and baggage flws within the terminal. Fr repsitining grund handling crew a minimum reactin time f 15 minutes is applicable. Mst taxi-in times are less than 10 minutes 6. Therefre irregularities during the inbund grund mvement phase d nt result in stand changes and handling crew dispsitins. In cases where the parking psitin fr the aircraft is still ccupied at the EIBT, the APOC decides whether t re-plan the stand utilisatin r t temprarily hld the inbund aircraft n a remte area, depending n the predicted delay f the utbund aircraft. The inbund aircraft is prvided with relevant taxi rute changes and clearances (stp psitin) and a new EIBT. Turn-rund phase starts when the aircraft reaches the stand area when an autmated dcking system guides the aircraft t the stand. In-blck (prviding AIBT) is autmatically detected and indicated t the APOC. The Target Off-Blck Time fr the next flight (SBT) is autmatically calculated r updated if the prcess has started prir t AIBT. The respnsible grund handler at the aircraft stand is infrmed thrugh the infrmatin netwrk (SWIM) abut this Target Off-Blck Time (TOBT) as well as the target times fr the different phases in the aircraft grund handling prcess. The executin f the grund handling prcess is cnstantly mnitred with prgress (status) infrmatin being reprted t the APOC. The turn-rund phase is ut f the scpe f Aprn & Taxiway Management (E2/3 this DOD), it is cvered by Cllabrative Airprt Planning (M1 DOD [6]). The agreement f the RBT will be shared with the cckpit. The RBT prvides the pilt with infrmatin abut the TOBT. This time is cnstantly updated, r revised fr significant deviatins, with respect t all peratinal influences frm the grund handling prcess t the departure, en-rute and destinatin airprt situatin. The Airline/Grund Handling Agent infrms ATC, Netwrk Manager and all the partners that the aircraft is ready fr taxi/pushback. When necessary the Twer Clearance Cntrller revises the target times (TSAT (Target Start-up/Apprval Time) and TTOT) and taxi rute t take int accunt changes in factrs such as taxi time, runway, stand allcatin and wake vrtex cnsideratins. Just befre TSAT, the Pilt sends a request fr start-up and push back t the Twer Clearance/Grund Cntrller. After acceptance by the cntrller, the start-up/pushback clearance with all pssible ptins (e.g. push-back heading/directin) and assigned taxi rute are sent t the cckpit and Grund Handling Agent. The Pilt acknwledges the clearance and taxi rute. This acknwledgement is shared with the cntrller and the APOC. The Grund Handling Agent initiates the pushback in crdinatin with the pilt Departing flight peratins The pilt starts the engines and, after receiving the taxiing clearance, starts taxiing t the departure runway accrding t the assigned taxi rute. In nrmal situatins the departure runway and utbund taxi rute will be the same as the ne received during the pre-departure phase, hwever (shrt ntice) changes can happen like runway cnfiguratin r departure rute changes. 7 An update f the departure runway and departure rute clearance will be sent t the aircraft when necessary. 6 The time is assumed t be fr an unimpeded taxi. At sme larger airprts with remte runways e.g. Schipl, this will be larger. 7 The Airprt Expert advises that the taxi rute itself cannt be prvided until the crew indicates that they are ready fr start/pushback, (CDM Milestne 13) and this grund element can nly be represented by timings (unless there is nly ne ruting pssibility). Depending n the event triggering Page 15 f 72

16 Each aircraft taxiing t the departure runway must cmply with a TTOT. The TTOT is generated with respect t an ptimal departure sequence (DMAN) and t the ptimum RBT backtracking frm the required time f arrival including a priritisatin by the airspace users (in cases where the User Defined Priritisatin Prcess (UDPP) is required). The executin f the taxi phase is mnitred and cntrlled by the A-SMGCS in such a way that the aircraft reaches the departure hld accrding t the ptimal sequence. At take-ff clearance, the airbrne part f the 4D trajectry starts and the aircraft will fllw the assigned departure rute. In the abve descriptin f the prcess, it is assumed that all aircraft can cperate. Hwever it must be admitted that this is mst prbably nt the case. Nt all aircraft are equipped with display devices fr grund rutes and taxi clearances. The grund mvement system and prcess must cater fr aircraft which have t be cntrlled "manually". As the predefined taxi rute cannt be transmitted t the cckpit the cntrller must c-rdinate by verbal descriptin. In mst cases the standard taxi rute as described in the AIP 8 related elements f the Netwrk Operatin Plan (NOP) is used. Prgress f the grund mvement peratin is still detected by the A-SMGCS as well as pssible cnflicts and/r hazardus situatins. Reslutin by the A-SMGCS takes place but in case f nn-c-perative aircraft nly the cntrller is infrmed. With respect t runway incursins the alert is nt autmatically transmitted by the A-SMGCS t the aircraft r vehicle invlved. Pssible recvery actin is therefre delayed. As cperative and nn-cperative aircraft need different treatment, it is necessary t knw in advance if the aircraft is cmpliant. A "flag" is set with the aircraft's infrmatin, like the label n the cntrller's grund mvement display and the flight data in the APOC systems. 2.2 ATM PROCESSES DESCRIBED IN THE DOCUMENT Aprn & Taxiways Management prcess cvers all tasks where the Airprt will be invlved during the Executin phase regarding t airprt surface peratins utside the runway prtected area. Regarding t the ATM prcess mdel, Aprn & Taxiways Management peratins described in the present dcument address the fllwing high level ATM prcesses (refer t the Navigatr [13] as well as Figure 2 fund belw): A3.1 Balance Actual Demand and Capacity; A3.2 Manage Traffic Queues; A3.3 De-cnflict and Separate Traffic. Nte that prcess A3.4 Avid Cllisin is cvered by Runway Management (E1 DOD [8]), by Cnflict Management in Arrival & Departure High & Medium/Lw Density Operatins (E5 DOD [10]) and by Cnflict Management in En-Rute High & Medium/Lw Density Operatins (E6 DOD [11]). Additinally, prcess A3.5 Adjust Traffic and Airspace Requirements Dynamically is fully cvered by Netwrk Management in the Executin Phase (E4 DOD [9]) and is nt part f the scpe f E2/3 DOD. The services prvided by these prcesses fit in the SESAR cncept areas as indicated belw: A3.1 Balance Actual Demand and Capacity the RBT agreement, this will either be part f the RBT agreement, r result in a change t the SBT r an update t the RBT. 8 The AIP in 2020 be significantly mre cmprehensive than is the case tday. Page 16 f 72

17 Missins: The SESAR Cncept f Operatins empwers the dynamic balancing f demand and capacity t cntribute t a smth flw f traffic. Fr that purpse, during the Executin Phase, dynamic adjustments can ccur t balance the traffic in real-time. This prcess is based n instantaneus lad and cmplexity, as well as resurces cnstraints. It aims at assessing traffic lad cmpared t available capacity, pssibly detecting an imbalance that will trigger subsequent Demand and Capacity Balancing (DCB) prcesses. Resurces are adjusted when pssible, and a DCB slutin invlving traffic demand changes will nly be prpsed if resurce adjustments cannt match the traffic demand. A3.2 Manage Traffic Queues Missins: This prcess describes all the activities related t the management f traffic queues fr their integratin in a smth flw. This encmpasses develpment f queues and the actins t implement thse, resulting in trajectry changes as needed. This prcess may result either in a slutin t abandn the queue, r in a new sequencing activity. The use f Resurce Cnfiguratin as an input, t the "adjust resurces dynamically" sub prcess, (including cmplexity management), allws resurces t be adjusted t meet demand at this phase f ATM peratins. A3.3 De-cnflict and Separate Traffic Missins: This prcess aims at prviding de-cnflictin and separatin between traffic n the Airprt Surface, in Terminal Areas and in En-Rute airspace. Traffic Separatin invlves RBT clearances accrding t the separatin mde - e.g. 2D PTC (Precisin Trajectry Clearances), 3D PTC. In accrdance with the SESAR cncept f peratins, as result f de-cnflicting and separating traffic the RBTs will be successively cleared and updated, tgether with the uplink f the Trajectry Management Requirements (TMR) parameters. Page 17 f 72

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19 Figure 2: ATM Mdel diagrams and high level prcesses addressed Each high-level prcess is brken dwn int lw-level prcesses which are cvered either by Aprn & Taxiways Management (E2/3 this DOD), Runway Management (E1 DOD [8]), Netwrk Management in the Executin Phase (E4 DOD [9]), Cnflict Management in Arrival & Departure High & Medium/Lw Density Operatins (E5 DOD [10]), Cnflict Management in En-Rute High & Medium/Lw Density Operatins (E6 DOD [11]) r by Cllabrative Airprt Planning (M1 DOD [6]). Mid-level prcesses, when present, usually encapsulate lw-level prcesses supprted jintly by the airprt/airspace/ netwrk executin activities. A summary and a brief descriptin f these lwest level ATM prcesses cvered by the present DOD are presented in the fllwing table: Cde 9 ATM Prcess Descriptin A Assess Surface Capacity Lad This prcess allws assessing the current traffic lad against the declared surface capacity (aprn stands, taxiways). SESAR CnOps References F.2.6.4, F.2.6.5, F , F.3, F.5.1.1, F.5.1.2; F.5.1.4; F This refers t the cde assciated t the prcess in the ATM Prcess Mdel SADT diagrams. Page 19 f 72

20 Cde 9 ATM Prcess Descriptin A A A A A Switch Surface Operatinal Rules Crdinate Temprary Airprt Surface Resurce Clsure Optimise Departure Sequence Detect & Slve Hazardus Situatins Outside Runway Prtected Area Manage Traffic Mvement Outside Runway Prtected Area 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 the taxiways cnfiguratin. This prcess is run when maintenance wrks are actually perfrmed n airprt surface. Variatins that ccur during this prcess have an impact n the sequence and dynamic management perfrmed during the medium/shrt term planning phase. This prcess describes hw the Twer Grund Cntrller ptimizes the departure sequence by changing the psitin f a flight which has already pushed back. This prcess aims t cntrl the aircraft and vehicles n the airprt surface utside the Runway Prtected Area (aprn and taxiways) in rder t detect and slve pssible hazardus situatins - i.e. aircraft exiting taxiway at unintended r nnapprved lcatin. This prcess aims t include the activities needed t manage aircraft and vehicles mvements n the airprt surface utside the Runway Prtected Area with respect t safety requirements and planning cnstraints. SESAR CnOps References F.2.6.4, F.5, F.5.1.3, F.5.1.4, F , F , F , F , F , F.5.2, F.6.1 F.2.6.3, F.2.6.4, F.3, F.5.1.3, F.5.1.4, F , F.5.2 F.2.3, F.2.6.4, F.3.1, F.3.2, F.4.2.1, F.4.2.2, F.4.2.3, F , F , F.5.1.4, F , F , F , F , F.5.2, F.6.1 F.2.4, F.2.4.1, F.4, F.5, F , F.5.2, F.6, F.6.1 F.2.4, F.2.4.1, F.4, F.5, F , F.5.2, F.6, F.6.1 Table 1: ATM Mdel lw level prcesses addressed 2.3 RELATED SESAR OPERATIONAL IMPROVEMENTS (OIS) 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 10). 2.4 RELATED SESAR PERFORMANCE REQUIREMENTS SESAR has defined several Key Perfrmance Areas (KPAs) and Perfrmance Requirements (bjectives, indicatrs and targets) which are defining system wide effectiveness and thus, fr mst f them, affect the varius cmpnents f the future 2020 ATM target system (refer t SESAR D2 [35] and SESAR Strategic Objectives Definitin [36]). Page 20 f 72

21 The KPAs and Perfrmance Requirements are shwn here with the descriptin f hw the scpe f Aprn & Taxiways Management addresses them: Key Perfrmance Area (KPA) Safety Security Envirnmental Sustainability Perfrmance Requirements Descriptin This KPA addresses the risk, the preventin and the ccurrence and mitigatin f air traffic accidents. The number f ATM induced accidents and serius r risk bearing incidents must nt increase and, where pssible, must 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 by a factr f 3 in rder t meet the safety bjective fr traffic levels in List f Perfrmance Objective and related KPIs: Imprve safety levels by ensuring that the numbers f ATM induced accidents and serius r risk bearing incidents (includes thse with direct and indirect ATM cntributin) d nt increase and, where pssible, decrease [SAF1.OBJ1]. The verall safety level shuld reach an imprvement factr 3 in rder t meet the safety bjective [SAF1.OBJ1.IND1]. This KPA cvers a subset f aviatin security. It addresses the risk, the preventin, the ccurrence and mitigatin f unlawful interference with flight peratins f civil aircraft and ther critical perfrmance aspects f the ATM system. This includes attempts t use aircraft as weapns and t degrade air transprt services. Unlawful interference can ccur via direct interference with aircraft, r indirectly thrugh interference with ATM service prvisin (e.g. via attacks cmprmising the integrity f ATM data r services). ATM security als includes the preventin f unauthrised access t and disclsure f ATM infrmatin. Security is nt directly addressed by Aprn & Taxiways Management peratins. Hwever imprvements made will nt degrade the current situatin. This KPA addresses the rle f ATM in the management and cntrl f envirnmental impacts. The aims are t reduce adverse envirnmental impacts (average per flight); t ensure that air traffic related envirnmental cnstraints are respected; and, that as far as pssible new envirnmentally driven nn-ptimal peratins and cnstraints are avided r ptimised as far as pssible. This fcus n envirnment must take place within a wider sustainability scpe that takes accunt f sci-ecnmic effects and the synergies and trade-ffs between different sustainability impacts. List f Perfrmance Objective and related KPIs: 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. The percentage f cases in which lcal envirnmental rules affecting ATM are respected has t increase. [ENV3.OBJ1]. Lcal envirnmental rules affecting ATM are t be 100% respected [ENV3.OBJ1.IND1]. Page 21 f 72

22 Key Perfrmance Area (KPA) Cst Effectiveness Capacity Efficiency Perfrmance Requirements Descriptin This KPA addresses the cst f gate-t-gate ATM in relatin t the vlume f air traffic that is managed. In line with the plitical visin and gal, the wrking assumptin fr Cst Effectiveness design target is t halve the ttal direct Eurpean gate-t-gate ATM csts frm 800 /flight t 400 /flight, in 2020 (2005 Eurs). Better planned, user driven trajectries and use f aircraft capabilities shuld prvide cst-effectiveness. The cst f equipping results in better adherence t plans and preferred business trajectries. List f Perfrmance Objective and related KPIs: Cntinually reduce the Direct Cst f gate-t-gate ATM [CEF1.OBJ1]. Halve the direct Eurpean gate-t-gate ATM csts thrugh prgressive reductin [CEF1.OBJ1.IND1]. This KPA addresses the ability f the ATM system t cpe with air traffic demand (in number and distributin thrugh time and space). List f Perfrmance Objective and related KPIs: Meet r exceed the grwth f the busy-hur demand f individual airprts [CAP.2.OBJ1]. 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]. This KPA addresses the actually flwn 4D trajectries f aircraft in relatinship t their initial Shared Business Trajectry. List f Perfrmance Objective and related KPIs: Cntinually reduce the departure delay due t ATM [EFF1.OBJ1]. Occurrence (Punctuality): At least 98% f flights departing ntime [EFF1.OBJ1.IND1]. 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 [EFF1.OBJ2]. 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 22 f 72

23 Key Perfrmance Area (KPA) Flexibility Predictability Perfrmance Requirements Descriptin This KPA addresses the ability f the ATM system and airprts t respnd t sudden changes in demand and capacity: rapid changes in traffic patterns, last minute ntificatins r cancellatins f flights, changes t the Reference Business Trajectry (pre-departure changes as well as in-flight changes, with r withut diversin), late aircraft substitutins, sudden airprt capacity changes, late airspace segregatin requests, weather, crisis situatins, etc Flexibility t mdify peratr preferences as well as mre flexible apprach t peratinal decisin making are characteristics f the NOP (Utilising, fr example, dynamic prcesses, capacity headrm). List f Perfrmance Objective and related KPIs: Flexible access-n-demand fr nn-scheduled flights [FLX2.OBJ1]. At least 98% (Eurpean-wide annual average) f the nnscheduled flight departures will be accmmdated with a delay penalty less than 3 minutes [FLX2.OBJ1.IND1]. The average delay (Eurpean-wide annual average) f such nn-scheduled flight departures (with a delay penalty f mre than 3 minutes) will be less than 5 minutes [FLX2.OBJ1.IND2]. This KPA addresses the ability f the ATM system t ensure a reliable and cnsistent level f 4D trajectry perfrmance. In ther wrds: acrss many flights, the ability t cntrl the variability f the deviatin between the actually flwn 4D trajectries f aircraft in relatinship t the Reference Business Trajectry. List f Perfrmance Objective and related KPIs: Imprve the arrival punctuality t the greatest extent [PRD1.OBJ1]. Occurrence: Less than 5% (Eurpean-wide annual average) f flights suffering arrival delay f mre than 3 minutes [PRD1.OBJ1.IND1]. 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]. Prevent and mitigate service disruptin t the greatest extent [PRD2.OBJ1]. 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]. Page 23 f 72

24 Key Perfrmance Area (KPA) Access and Equity Participatin Interperability Perfrmance Requirements Descriptin This KPA splits the management f airspace usage (and usage f ther ATM resurces such as airprts and ATM services) int tw distinct issues: access/segregatin and equity/priritizatin. Access t specific Airprt resurces fr airspace users shuld be prvided in an equitable, transparent and mre efficient manner. This shuld be irrespective f variatins in equipage abve the minimum level required and enabled by the SESAR CDM/UDPP prcesses in the NOP. Access and Equity is nt directly addressed by Aprn & Taxiways Management peratins. Hwever imprvements made will nt degrade the current situatin. Fundamental t the cncept is the participatin f the user cmmunity in the decisin making prcess thrugh cllabrative planning. The new cncept includes trajectries pre-defined and wned by the airspace users. At airprt level the cntrllers perfrm separatin functins taking accunt f the user preferences. There were n KPIs defined by the SESAR Definitin Phase fr this KPA. At the level f verall ATM perfrmance, the main purpse f interperability KPA is t facilitate hmgeneus and nn-discriminatry glbal and reginal traffic flws. Applying standards and unifrm principles, and ensuring the technical and peratinal interperability f aircraft and ATM systems are t be seen as supprting (enabling) bjectives fr the abve main bjective. Imprve cmpliance f ATM peratins with ICAO CNS/ATM plans and glbal interperability requirements [IOP3.OBJ1]. Level f cmpliance f ATM peratins with ICAO CNS/ATM plans and glbal interperability requirements [IOP3.OBJ1.IND1]. Imprve seamlessness f ATM service t the user [IOP3.OBJ2]. Level f seamlessness f ATM service t the user: Prvide a seamless service t the user at all times, thrughut Eurpe [IOP3.OBJ2. IND1]. Imprve unifrmity f ATM service [IOP3.OBJ3]. Level f unifrmity f ATM service: Operate n the basis f unifrmity thrughut Eurpe [IOP3.OBJ3. IND1]. Imprve the speed f delivery f standards, specificatins and prcedures fr ATM, CNS and assciated avinics requirements [IOP4.OBJ1]. 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 24 f 72

25 3 CURRENT OPERATING METHOD AND MAIN CHANGES 3.1 ASPECTS OF TODAY'S OPERATIONS THAT WILL REMAIN The main aspect f current surface mvement peratins that will remain is the reliance f see and avid principle as the primary mean t ensure the safety f surface mvements. Cntrllers will remain respnsible fr issuing infrmatin and instructins t aircraft under cntrl in rder t assist pilts t navigate safely and timely n the airprt surface. Vice cmmunicatin fr tactical clearances will als remain. 3.2 ASPECTS OF TODAY'S OPERATIONS THAT WILL CHANGE The main change t current surface mvement peratins is the transitin frm the first t call first served principle t an increase adherence t predefined schedule f surface mvement (Reference Business Trajectry) fr the planning and executin f departure mvements. Mre infrmatin will be available t the pilts n-bard t ensure a safe expeditius and efficient mvement n the grund. A-SMGCS will allw accurate surveillance and precise cntrl f traffic n the surface. System features will include traffic advisries and alarms (safety nets) t reduce the risk f runway incursins and grund cllisins, while prviding guidance and situatinal awareness t pilts and vehicle drivers. Assciated HMI will imprve cntrller situatinal awareness, allwing enhanced cntrl f traffic in Lw Visibility Cnditins (head dwn). The situatin awareness f current peratinal situatin amngst airprt actrs will imprve. 3.3 ASPECTS OF TODAY'S OPERATIONS THAT WILL DISAPPEAR Accmmdatin f un-scheduled traffic n airprts perating near maximum capacity level may becme limited t exceptinal cases nly. Other aspects f tday s peratins that will be limited t exceptinal cases nly: Excessive queuing f aircraft at runway hlding pint; Late stand changes; Lst aircraft and vehicles n the maneuvring area; Cngested frequencies due t increased datalink cmmunicatins. Page 25 f 72

26 4 PROPOSED OPERATING PRINCIPLES 4.1 APRON & TAXIWAYS MANAGEMENT SUPPORT TO BALANCE ACTUAL DEMAND AND CAPACITY (A3.1) Scpe and Objectives The SESAR Cncept f Operatins empwers the dynamic balancing f demand and capacity t cntribute t a smth flw f traffic. Fr that purpse, during the Executin phase, dynamic adjustments can ccur t balance the traffic in real-time, as a final refinement f the Activated Plan (RBTs + Activated Resurces) cming frm the Medium/Shrt Term Planning phase. This prcess is based n instantaneus lad and cmplexity, as well as resurce cnstraints. It aims at assessing traffic lad cmpared t available capacity, pssibly detecting an imbalance that will trigger subsequent DCB prcesses: Resurces are adjusted when pssible, and a DCB slutin invlving traffic demand changes will nly be prpsed if resurce adjustments cannt match the traffic demand. This readjustment between resurces and traffic demand is facilitated by new data becming available at the executin phase: Target perfrmance levels; Meterlgical data (Nwcasts); Revised RBTs; Airspace users preferences and cnstraints; Resurces cnstraints and unpredicted events. As mentined in sectin 2, the scpe f E2/3 (this DOD) is related t aprn and taxiways management in airprt peratins during the executin phase, thus the fllwing sectins will nly fcus n balancing actual demand and capacity at aprn and taxiway levels. Balance actual demand t airprt resurces capacity inside the runway prtected area is cvered by Runway Management (E1 DOD [8]). Additinally, balance actual demand and capacity at the airspace level is cvered by Netwrk Management in the Executin Phase (E4 DOD [9]). Balance actual demand and capacity at aprn and taxiways level will address the fllwing main actins: Surface capacity lad assessment; Switch peratinal rules at surface level - i.e. change taxiway cnfiguratins; Crdinate temprary airprt surface resurce clsure, due t unpredicted events, wrks r surface cleaning peratins n the aprn r taxiways; Crdinatin with arrival and departure management activities Assumptins In nminal situatins, it is assumed that the airprt will be the primary actr invlved in balancing actual demand and capacity at aprn and taxiways level. Airlines (AOC Staff) units will cllabrate as supprt actrs in rder t cnfirm and validate the dynamic update f the demand and capacity balance. Page 26 f 72

27 4.1.3 Expected Benefits, Issues and Cnstraints The expected benefits are mstly linked t ptimising capacity and efficiency. Dynamic balancing f demand and capacity will prvide: 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; Imprvement f capacity thrugh decrease f the Twer Grund and Aprn Cntrllers task-lad supprted by cllabrative tls, which benefit frm increase f data accuracy prvided by airbrne/grund systems and massive data sharing prvided by SWIM envirnment; 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 enrute t en-rute peratin; Imprvement f the verall stability f the en-rute t en-rute peratins. Hwever, sme issues have t be mentined: Mre delegatin t flight crew will als induce ptential increase f the task-lad; Mixed equipage may limit efficiency and the Twer Grund and Aprn Cntrllers has t be aware f airbrne capabilities in rder t decide abut relevant prcedures t be applied Overview f Operating Methd Prcess A3.1 Balance Actual Demand and Capacity, is mainly fed by the Activated Plan (i.e. 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 10 ), r the weather cnditins r ATC Cnstraints leading t adjustment f the traffic and/r the airspace, by means f updated trajectries - i.e. Revised 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. Prcess A3.1 Balance Actual Demand and Capacity (high-level) is brken dwn int three mid-level prcesses: A3.1.1 Identify Demand Capacity Imbalance; A3.1.2 Adjust Resurces Dynamically; A3.1.3 Prpse a Dynamic DCB Slutin. 10 Envirnmental cnstraints are taken int accunt in thse Target Perfrmance Levels, e.g. peratins at the airprt may be reduced due t nise qutas. Page 27 f 72

28 A3.1.1 Identify Demand Capacity Imbalance and A3.1.2 Adjust Resurces Dynamically, are the nly prcesses partially cvered by Aprn & Taxiways Management (E2/3 this DOD). The perating methd fr these prcesses, at aprn and taxiways level, is develped belw. Prcess A3.1.3 Prpse a DCB Slutin, is cvered by Netwrk Management in the Executin Phase (E4 DOD [9]) and Cllabrative Airprt Planning (M1 DOD [6]) Assess Surface Capacity Lad (A ) Prcess A3.1.1 Identify Demand and Capacity Imbalance aims at assessing traffic lad cmpared t available capacity, pssibly detecting an imbalance (triggering event fr subsequent DCB prcesses). Identify Demand Capacity Imbalance is brken dwn int tw sub-prcesses: A Assess Capacity Lad; A Assess Traffic Cmplexity. Prcess A Assess Traffic Cmplexity is ut f the scpe f Aprn & Taxiways Management (E2/3 this DOD) and is cvered by Netwrk Management in the Executin Phase (E4 DOD). Prcess A Assess Capacity Lad allws the assessment f the current traffic lad against the declared resurce capacity. This capacity lad assessment may be dne at airprt r airspace level accrding t a granularity depending n the lk-ahead time hrizn (frm instantaneus lad t cmplexity thrugh density). Therefre, this prcess is brken dwn int tw sub-prcesses: A Assess Airprt Capacity Lad; A Assess Airspace Capacity Lad. Prcess A Assess Airspace Capacity Lad is ut f the scpe f Aprn & Taxiways Management (E2/3 this DOD) and is cvered by Netwrk Management in the Executin Phase (E4 DOD). Prcess A Assess Airprt Capacity Lad describes hw the capacity lad f every planned airprt resurce is assessed in rder t put in place a DCB slutin if needed. This capacity lad assessment may be dne inside and utside the runway prtected area. Therefre, this prcess is brken dwn int tw lw-level prcesses: A Assess Runway Capacity Lad; A Assess Surface Capacity Lad. Prcess A Assess Runway Capacity Lad is ut f the scpe f Aprn & Taxiways Management (E2/3 this DOD) and is cvered by Runway Management (E1 DOD). Prcess A Assess Surface Capacity Lad allws the assessment f the current traffic lad against the declared surface capacity (aprn stands, taxiways) in rder t put in place a DCB slutin if needed. This prcess will enable peratinal imprvement [AO-0501] where systematic strategies are agreed and applied by CDM partners in advance t deal with predictable (e.g. frecast bad weather, industrial actin, scheduled maintenance) r unpredictable adverse cnditins (e.g. unfreseen snw r fg, accident). Assess Surface Capacity Lad presents the fllwing main drivers: Inputs: Nne; Cntrl cnstraints: Activated Plan (RBTs + Activated Resurces); Page 28 f 72

29 Pssible Aprn & Taxiways Cnfiguratins. Human actrs 11 : Outputs: APOC Staff. Capacity Over/Under Lad (Aprn & Taxiways). The fllwing Use Case has been identified fr Assess Surface Capacity Lad prcess: Use Case Assess Surface Capacity Lad Descriptin This Use Case describes hw the capacity lad f the airprt aprn & taxiways system is assessed in rder t put in place a DCB slutin if needed. Table 3: Use Case fr Assess Surface Capacity Lad Switch Surface Operatinal Rules (A ) Prcess A3.1.2 Adjust Resurces Dynamically allws Resurces t be adjusted with respect t an identified Demand Capacity Imbalance. This prcess als cvers changes due t weather cnstraints r any ther Cnstraints (Unpredicted Events) as well as resurces maintenance wrks. Adjust Resurces Dynamically is brken dwn int three sub-prcesses: A Switch Airprt Operatinal Rules; A Crdinate Temprary Airprt Resurce Clsure; A Adjust Airspace Resurces Dynamically. Bth prcesses A Switch Airprt Operatinal Rules and A Crdinate Temprary Airprt Resurce Clsure are partially cvered by Aprn & Taxiways Management (E2/3 this DOD). Prcess A Crdinate Temprary Resurce Clsure is develped in next sectin ( ). Prcess A Switch Airprt Operatinal Rules is run when a change f real-time peratin rules is necessary, either at the level f airprt r airspace peratins. At airprt level, it cvers fr example the case f a change in the taxiways cnfiguratin r a change in the runway cnfiguratin - e.g. frm 27 t 09 because f a significant change in the wind directin. This actin may be dne separately at runway, surface and stand (gate) levels. Therefre, this prcess is brken dwn int three lw-level prcesses: A Switch Runway Operatinal Rules; A Switch Surface Operatinal Rules; A Switch Gate Operatinal Rules. Prcesses A Switch Runway Operatinal Rules and A Switch Gate Operatinal Rules are ut f the scpe f Aprn & Taxiways Management (E2/3 this DOD) and are cvered respectively by Runway Management (E1 DOD [8]) and Cllabrative Airprt Planning (M1 DOD [6]). 11 Actrs, rles and respnsibilities are described in detail in Sectin 6. Page 29 f 72

30 Prcess A Switch Surface Operatinal Rules is run when a change f real-time peratin rules is necessary. As an example, it cvers the case f a change in the taxiways cnfiguratin. This prcess cntributes t [AO-0501] in the case f adverse cnditins where Airprt CDM can imprve peratins. Switch Surface Operatinal Rules sub-prcess presents the fllwing main drivers: Inputs: Pssible Airprt Cnfiguratins; Activated Resurces. Cntrl cnstraints: Activated Plan (RBTs + Activated Resurces); MET Nwcasts; Unpredicted Events; Cnstraints n Resurces; Runway Cnfiguratin. Human actrs: APOC Staff. Outputs: Taxiway and Aprn Cnfiguratin. The fllwing Uses Cases have been identified fr Switch Surface Operatinal Rules prcess: Use Case Change f Taxiway Cnfiguratin Change f Aprn Cnfiguratin Change f De-icing Cnfiguratin Change f Remte De-icing Cnfiguratin Descriptin This Use Case describes the cllabrative prcess initiated by the APOC Staff t change the taxiway 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 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. This Use Case describes the cllabrative prcess initiated by the APOC Staff t change the remte deicing cnfiguratin. The APOC Staff cntacts ther actrs invlved t negtiate cnditins f the transitin. Table 4: Use Cases fr Switch Surface Operatinal Rules Crdinate Temprary Airprt Surface Resurce Clsure (A ) Prcess A Adjust Resurces Dynamically is run when there is an imbalance in the demand n a resurce and its capacity, either at the level f airprt r airspace peratins. Variatins that ccur during this prcess have an impact n the sequence and dynamic management perfrmed during the medium/shrt term planning phase. Page 30 f 72

31 This prcess is brken dwn int three sub-prcesses: A Switch Airprt Operatinal Rules; A Crdinate Temprary Airprt Resurce Clsure; A Adjust Airspace Resurces Dynamically. Prcess A Adjust Airspace Resurces Dynamically is ut f the scpe f Aprn & Taxiways Management (E2/3 this DOD) and is cvered by Netwrk Management in the Executin Phase (E4 DOD). Prcess A Crdinate Temprary Airprt Resurce Clsure is run, fr example, when maintenance wrks are actually perfrmed n airprt airside resurces. This actin culd be addressed at runway, surface and gate (stand) levels. Therefre, this prcess is brken dwn int three lw-level prcesses: A Crdinate Temprary Runway Clsure; A Crdinate Temprary Airprt Surface Resurce Clsure; A Crdinate Temprary Gate Clsure. Prcesses A Crdinate Temprary Runway Clsure and A Crdinate Temprary Gate Clsure are ut f the scpe f Aprn & Taxiways Management (E2/3 this DOD) and are cvered respectively by Runway Management (E1 DOD [8]) and Cllabrative Airprt Planning (M1 DOD [6]). Prcess A Crdinate Temprary Airprt Surface Resurce Clsure is run, fr example, when maintenance wrks are actually perfrmed n airprt surface. Variatins that ccur during this prcess have an impact n the sequence and dynamic management perfrmed during the medium/shrt term planning phase. This cntributes t [AO-0501], imprving peratins in adverse cnditins thrugh Airprt CDM. The Crdinate Temprary Airprt Surface Resurce Clsure sub-prcess presents the fllwing main drivers: Inputs: Pssible Airprt Cnfiguratins (Aprn & Taxiways); Activated Resurces; Airprt Resurce Cnfiguratin (Aprn & Taxiways). Cntrl cnstraints: Human actrs: Cnstraints (Unpredicted Events); Activated Plan (RBTs + Activated Resurces). APOC Staff; AOC (r Aircraft Operatr) 12 ; Outputs: Twer Grund Cntrller; Aprn Cntrller. Resurce Cnfiguratin (Resurce Unavailability) (Aprn & Taxiways). 12 The AOC culd be cnsidered part f the APOC. Page 31 f 72

32 The fllwing Use Cases have been identified fr Crdinate Temprary Airprt Surface Resurce Clsure prcess: Use Case Crdinate Temprary Taxiway Clsure Crdinate Temprary Aprn Clsure Crdinate Temprary De-icing Clsure Crdinate Temprary Remte De-icing Clsure Descriptin This Use Case describes hw the APOC Staff crdinates with the Twer Grund Cntrller surface cleaning peratins n the taxiway. In rder t be able t guarantee air traffic withut r a minimum f delay, taxiways must be maintained in peratinal cnditins at all times - e.g. kept clear f ice, snw and debris. This Use Case describes hw the APOC Staff crdinates with the Aprn Cntrller surface cleaning peratins n the stands. 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. This Use Case describes hw the APOC Staff crdinates with the De-icing Manager surface cleaning peratins n the de-icing stands - e.g. fluid cllectin. This Use Case describes hw the APOC Staff crdinates with the De-icing Manager surface cleaning peratins n the remte de-icing stands - e.g. fluid cllectin. Table 5: Use Cases fr Crdinate Temprary Airprt Surface Resurce Clsure Enablers Main enablers t supprt Balance Actual Demand and Capacity within the SESAR cncept are: Cllabrative infrastructure supprted by SWIM allwing data sharing between aircraft peratrs, APOC Staff, the Twer Grund Cntrller and the Aprn Cntrller; Netwrk Operatins Plan infrmatin disseminatin; Autmated meterlgical data reprting supprted by data-link Transitin issues IP1 OI steps related t Balance Actual Demand and Capacity are cnsidered as already implemented. Page 32 f 72

33 4.2 APRON & TAXIWAYS MANAGEMENT SUPPORT TO MANAGE TRAFFIC QUEUES (A3.2) Scpe and Objectives This prcess describes all the activities related t the management f different traffic queues (in Airprts r Terminal Area) fr their integratin in a smth flw. This encmpasses elabratin f queues and the actins t implement thse, resulting in trajectry changes as needed. This prcess may either result in a slutin t get rid f the queue, r in a sequencing activity. Airprt Airside Resurce Cnfiguratin, used as an input, may be changed thrugh "adjust resurces dynamically" sub prcess, which includes cmplexity management. The management f traffic queues is allwed by the fllwing inputs: Resurce Cnfiguratin; Activated Plan (RBTs + Activated Resurces); DCB Slutin; Pre-departure Sequence. Traffic queues are managed separately at Airprt and TMA levels. The airprt is respnsible fr the ptimisatin and implementatin f the departure queues and fr the implementatin f the arrival queues. ATC is respnsible fr ptimising arrival queues and fr ptimising and implementing TMA queues. As mentined in sectin 2, the scpe f E2/3 (this DOD) is related t Aprn & Taxiways management in airprt peratins during the executin phase, thus fllwing sectins will nly fcus n the management f traffic queues at the aprn and taxiways level, which cvers the ptimisatin f departure sequences at stands and departure queues at active runway entries. Real-time management f departure and arrival queues at runways is cvered by Runway Management (E1 DOD [8]). Additinally, the management f TMA queues and ptimisatin f arrival queues are cvered by Cnflict Management in Arrival & Departure High & Medium/Lw Density Operatins (E5 DOD [10]). Thus, manage traffic queues at the aprn and taxiways level will address the ptimisatin f departure queues taking int accunt the departure and arrival flws at the airprt. Optimising departure queues prcess mainly deals with the establishment and maintenance f the departure sequence, which takes int accunt all flights frm their departure clearance (15 befre push-back) t their actual take-ff. Where the service riginally prvided by Twer Cntrllers was limited t separatin f aircraft with the aim f expediting the arrival and departure traffic when pssible, the SESAR Operatinal Cncept extends Airprt ATC services t the timely insertin f departing flights int the departure sequence, in rder t respect the agreed RBTs e.g. especially the Target Take-Off Time (TTOT), as addressed by [TS-0302] and [TS-0306] Assumptins In nminal situatins, it is assumed that the airprt will be the primary actr invlved in ptimising departure queues. During this prcess, main interactins f the Airprt will be with the AOC Staff, Airline Statin Manager, Flight Crew and Sub-reginal Netwrk Manager Expected Benefits, Issues and Cnstraints The expected benefits fr ptimising departure queues are the fllwing: Page 33 f 72

34 Imprved predictability f the taxi times, leading t imprved scheduled rbustness and verall ATM peratin predictability; Optimise use f airprt capacity in line with aircraft peratr pririties; Earlier predictin f bttlenecks n airprt surface will allw fr implementatin f mitigatin strategies, aviding aircraft t be blcked n the surface r when departing frm the parking area; Achieving the ptimal take-ff sequence in an early stage f the utbund grund mvement phase will reduce the necessity f sequence changes; Increased efficiency due t a reduced queue at the runway (bth in terms f time and fuel cnsumptin) and a reductin n the envirnmental impact. Hwever, it has t be mentined that mixed equipage may limit the efficiency and Twer Grund and Aprn Cntrllers has t be aware f airbrne capabilities in rder t decide abut relevant prcedures t be applied Overview f Operating Methd Prcess A3.2 Manage Traffic Queues is mainly fed by the Activated Plan (i.e. RBTs and Activated Resurces), the Pre-departure Sequence; all f them utputs frm the medium/shrt planning phase; and by the DCB Slutin and the Resurce Cnfiguratin (which reflects the effect f any airprt event); cming frm prcess A3.1 Balance Actual Demand and Capacity. Cnstraints applying t the prcess are either linked t the perfrmance bjectives (i.e. Target Perfrmance Levels), cnstraints leading t adjust the traffic by means f updated trajectries (i.e. Updated RBTs) r user preferences and requests - i.e. AU Originated RBT Changes and Pilt Request. Prcess A3.2 Manage Traffic Queues (high-level) is brken dwn int three mid-level prcesses: A3.2.1 Manage Airprt Departure Queue; A3.2.2 Manage Terminal Area Exit Queue; A3.2.3 Manage Arrival Queue. A3.2.1 Manage Airprt Departure Queue is the nly prcess partially cvered by Aprn & Taxiways Management (E2/3 this DOD). The perating methd fr this prcess, at aprn and taxiways level, is develped belw. Prcesses A3.2.2 Manage Terminal Area Exit Queue and A3.2.3 Manage Arrival Queue are cvered by Cnflict Management in Arrival & Departure High & Medium/Lw Density Operatins (E5 DOD [10]) and Runway Management (E1 DOD [8]) Optimise 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 in case f multiple runways. The main cnstraint here is the runway resurce, but als cmplexity management cnstraints fr departure metering frm single r multiple airprts [TS-0302]. This prcess is brken dwn int tw sub-prcesses: A Optimise Departure Queue; A Implement Departure Queue. Page 34 f 72

35 Prcess A Implement Departure Queue is ut f the scpe f Aprn & Taxiways Management (E2/3 this DOD) and is cvered by Runway Management (E1 DOD [8]). 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 Change Pre-Departure Sequence is ut f the scpe f Aprn & Taxiways Management (E2/3 this DOD) and is cvered by Cllabrative Airprt Planning (M1 DOD [6]). 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 pre-departure sequence prcess. Prcess A Optimise Departure Sequence describes hw the Twer Grund Cntrller ptimises the departure sequence by changing the psitin f a flight which has already pushed back. Optimise Departure Sequence sub-prcess presents the fllwing main drivers: Inputs: Activated Plan (RBTs + Activated Resurces); Resurce Cnfiguratin; Pre-departure Sequence; Planned Terminal Area Exit Sequence; Planned Arrival Sequence. Cntrl cnstraints: Departure Metering Cnstraints; Revised RBTs. Human actrs: Twer Grund Cntrller; Sub-reginal Netwrk Manager. Outputs: ANSP Originated RBT Revisin Request; Runway Metering Cnstraints; Planned Departure Sequence. Advanced Surface Mvement Guidance and Cntrl System (A-SMGCS) is prviding ruting and planning service t perfrm the ptimisatin f the departures queues. Ruting and planning service f A-SMGCS shall be prvided with a departure management (DMAN) capability r with the capability t interface with an external departure manager. With the autmatic ruting functin, ptimised rutes enhanced by the cmputatin f ptimal start up times are assigned autmatically. Hwever, t increase the verall aerdrme capacity an ptimal departure sequence has t be applied. This shuld be addressed by a departure management capability that prvides an ptimal departure time fr each flight and Page 35 f 72

36 an ptimal verall departure sequence taking int accunt arrivals, wake vrtex categries, DCB slutin, and departure rutes (SID). DMAN is a planning and decisin-supprt tl which aims t achieve the mst efficient departure sequence fr aircraft departing at an airprt. This leads t a mre efficient use f runway capacity, and t a mre accurate target take-ff time (TTOT). The DMAN will als identify the ptimal departure runway fr aircraft at multiple runway airprts. Since arrival management is ut f authrity t the aerdrme cntrller, this service is nt described here. Hwever, A-SMGCS must prvide an interface t an Arrival Management (AMAN) in rder t take int accunt estimated landing times (ELDT) r even t negtiate inand utbund traffic fr ptimal runway ccupancy. The integratin f bth departure (DMAN) and arrival (AMAN) management prcesses is materialized in the ATM Prcess Mdel with the planned arrival sequence used as an input f this Optimize Departure Sequence prcess 13. The DMAN calculates an ptimal departure sequence by taking int accunt fllwing cnstraints: Arrivals (ELDT, ALDT); ETOT r TOBT; Separatin between aircraft depending n separatin minima (based n wake vrtex categry, SID, regulatins, ccupancy time); Standard Departure Rute (SID); Runway(s) in peratinal use including whether the runway is exclusively used fr arrival, departure r bth (i.e. allwing interlaced take-ff and landing [AO-0402]); Intersectin take-ffs; Priritised flights; Runway inspectins; Selected planning strategies; Additinal cnstraints. Output f the DMAN is an ptimal Target Take-Off Time (TTOT) that is used by the autmatic ruting functin t cmpute an ptimal start-up time. In rder t get the best benefit f an autmatic ruting functin supplemented with a departure manager, it must be aimed that a Target Start-up Apprval time (TSAT) is negtiated and cnfirmed between ATC and the airline right in advance t meet bth the airline cnstraints and the DMAN planning. Apprpriate interfaces have t be designed t supprt this infrmatin exchange. There will be n need t finalise a departure sequence earlier than necessary flexibility being the key t maximum use f capacity. In additin, flight crews are prvided via datalink with latest infrmatin regarding current meterlgical and peratinal flight infrmatin [IS- 0402] in rder t supprt late decisin making prcess regarding their flight. The take-ff sequence is built as predicted take-ff times achieve a required level f accuracy and the arrival sequence is built by the relevant arrival management tls nce the flight passes the sequencing hrizn. 13 And cnversely, the planned departure sequence (an utput f Optimize Departure Sequence ) is used as an input f the Optimise Arrival Queue. Page 36 f 72

37 A flight will nt be allcated a departure slt time if the ATM netwrk is perating nrmally. Flights shuld expect t be able t depart when they are ready t d s, subject nly t any allcated Target Time f Arrival (TTA) at destinatin, grund delays and any departure runway capacity cnstraints. This type f prcess maximises flexibility and capacity utilisatin but still allws delays t be managed efficiently. Shared infrmatin n the prgress f turn-rund 14 will be used t estimate departure demand and enable arrival/departure balancing. In the absence f any capacity shrtfall, reference trajectries will be handled accrding t the nrmal plan. Priritisatin fr departure in the event f reduced capacity will be the result f a cllabrative prcess invlving all partners. With knwledge f the TTA (if applicable), the elapsed time derived frm the trajectry, the departure and arrival demand fr the runway(s) and the dependent departure rute demand frm adjacent airprts, the Departure Manager tl (DMAN) will calculate the ptimum Take- Off Time (TTOT) and A-SMGCS tls will determine the assciated start-up (TSAT) and push-back times and taxi rute [TS-0306]. Taxiing prcess is clsely linked t arrival and departure management, especially at airprts with runways used fr bth arriving and departing flights [AO-0207]. If the take-ff time implies a grund delay, this will be taken with engines ff at the stand r in a designated waiting area. The fllwing Use Case has been identified fr Optimise Departure Sequence prcess: Use Case Mdify Departure Sequence by Twer Grund Cntrller Descriptin This Use Case describes hw the Twer Runway Cntrller uses the System t change the psitin f a flight in the planned departure sequence at an airprt. Table 6: Use Case fr Optimise Departure Sequence Enablers The main enablers t supprt Optimise Departure Queues within the SESAR cncept are: Cllabrative infrastructure supprted by SWIM allwing data sharing between the ATM Stakehlders; Autmated meterlgical data reprting supprted by data-link; Basic Departure Manager (DMAN); Integratin f Ruting cnstraints int Departure Management (DMAN); Integratin f Arrival Management (AMAN) and DMAN with the CDM prcesses between airprts and interferences Transitin issues IP1 OI steps related t Optimise Departure Queues are cnsidered as already implemented. 14 Turn-rund peratins are cvered by Cllabrative Airprt Planning - M1 DOD. See referenced dcument [6]. Page 37 f 72

38 4.3 APRON & TAXIWAYS MANAGEMENT SUPPORT TO DE-CONFLICT AND SEPARATE TRAFFIC (A3.3) Scpe and Objectives This prcess aims at prviding de-cnflictin and separatin between traffic at the Airprt, in Terminal Areas and in En-Rute airspace. Traffic Separatin invlves RBT clearances accrding t the separatin mde - e.g. 2D PTC, 3D PTC etc. In accrdance with the SESAR cncept f peratins, the RBT will be successively cleared that way, tgether with the uplink f Trajectry Management Requirements (TMR) parameters. Actins t slve near-term cnflicts are generally safety critical in the tactical timeframe and thus generally result in a clsed lp trajectry change frm the riginal RBT t avid the cnflict r a tactical pen lp instructin. In all cases, the direct cnsequence will be a revised RBT. De-cnflict and separate traffic prcess is enabled by the fllwing inputs: Activated Plan (RBTs + Activated Resurces); Optimised Traffic Queue. De-cnflict and separate traffic prcess is managed separately at Airprt, TMA and En-rute levels. As mentined in sectin 2, the scpe f E2/3 (this DOD) is related t aprn and taxiways management in airprt peratins during the executin phase, thus fllwing sectins will nly fcus n de-cnflict and separate traffic at the airprt surface level, utside the runway prtected area. De-cnflict and separate traffic inside the runway prtected area at the airprt level is cvered by Runway Management (E1 DOD [8]). Additinally, de-cnflict and separate traffic in terminal area is cvered by Cnflict Management in Arrival & Departure High & Medium/Lw Density Operatins (E5 DOD [10]) and de-cnflict and separate traffic in enrute airspace is cvered by Cnflict Management in En-Rute High & Medium/Lw Density Operatins (E6 DOD [11]). De-cnflict and separate traffic at aprn and taxiways level will address the fllwing main actins: Detect and slve hazardus situatins utside runway prtected area; Manage traffic mvement utside the runway prtected area. Advanced Surface Mvement Guidance and Cntrl Systems (A-SMGCS) prvides ruting, guidance, surveillance and alerting functins fr the cntrl f aircraft and vehicles in rder t maintain the declared surface mvement rate under all weather cnditins within the aerdrme visibility peratinal level (AVOL) while maintaining the required level f safety Assumptins Nt far identified Expected Benefits, Issues and Cnstraints The expected benefits fr separate and de-cnflict traffic at aprn and taxiways level are: T eliminate runway incursins; T imprve safety f peratins n the airprt surface (utside the runway prtected area); Page 38 f 72

39 Reductin f Radi Telephny lad, since the Twer Grund Cntrllers knw the psitin and identity f cncerned mvements prvided by A-SMGCS, psitin reprts are n necessary anymre; Reductin f misunderstanding between Twer Grund Cntrllers and Pilts, since data-link cmmunicatin displayed in an alphanumerical way r even visualised n an nbard airprt mving map display culd reduce ptentially safety-critical misunderstandings between Twer Grund Cntrllers and Pilt; Better situatinal awareness f the Cntrllers, since the A-SMGCS traffic situatin display prvides the Twer Grund Cntrller with the psitin and identity f all cncerned mvements n the surface and vicinity f the airprt. Planning displays perating with electrnic flight strips shw the clearance status f a flight and current flight plan data. All thse imprved infrmatin resurces will increase the Twer Grund Cntrller s situatin awareness; Better situatin awareness f the Flight Crews and Vehicle Drivers, since graphically A-SMGCS fed nbard displays shwing the wn psitin and the surrunding traffic are additinal infrmatin surces fr the flight crew t navigate and steer the aircraft n the aerdrme; Reductin f average taxi time and cngestins f taxi ways. New A-SMGCS services like autmatic ruting and planning functins, mre efficient prcedures, and mre efficient cmmunicatin will further supprt the Twer Grund Cntrllers t manage the taxiing traffic mst efficiently. In additin t that, new nbard services like electrnic mving map shwing the wn ship psitin n the aerdrme and the surrunding traffic will enable the flight crew t taxi the aircraft mre efficient frm the runway t the stand and vice versa. Particularly in reduced visibility cnditins new A-SMGCS nbard services (e.g. head-up displays) will help t maintain the speed similar t thse nrmally used in gd visibility. This will further decrease the average taxi time; Shrter average reactin time f the Twer Grund Cntrllers t ptential r even actual cnflict situatins. Autmatic cnflict predictins, detectin and alerting tls (additinal safety nets) mnitr the current traffic situatin by taking int accunt surveillance data and granted clearances. These data are used t crsscheck the actual and expected traffic situatin and the cnsistency f new clearances t already granted clearances. In case f ptential and actual cnflicts the Twer Grund Cntrller is alerted. Particularly in high wrklad situatins the Twer Grund Cntrller is supprted t draw her/his attentin n immediate critical situatins; Shrter average reactin time f Flight Crews and Vehicle Drivers t critical surface mvement situatins. New nbard surface mvement alerting services crsscheck the wn ship psitin with current surface restrictins. In case f the aircraft is entering a restricted area (e.g. a blcked runway r a clsed taxiway) r deviates frm an intended track, the service warns r alerts the Flight Crew respectively; Reductin f wrklad t an apprpriate level in demanding situatins. Additinal weather independent surveillance surces and the facilitated access and exchange t/f imprtant infrmatin t the status f a flight, and mre efficient cmmunicatin between different Cntrllers and with the Flight Crews and Vehicle Drivers will alleviate the wrking cnditins in demanding situatins fr all users f an A- SMGCS. It shuld be nted that this reductin f wrklad might be cunterbalanced by the fact that mre delegatin t flight crew may induce ptential increase f their task-lad. Page 39 f 72

40 Hwever, it has t be mentined that mixed equipage may limit the efficiency and Twer Grund and Aprn Cntrllers has t be aware f airbrne capabilities in rder t decide abut relevant prcedures t be applied Overview f Operating Methd Prcess A3.3 De-cnflict and Separate Traffic is mainly fed by the Activated Plan (i.e. RBTs and Activated Resurces) utput frm the medium/shrt planning phase and by the Traffic Sequence cming frm prcess A3.2 Manage Traffic Queues. Cnstraints applying t the prcess are either linked t cnstraints leading t adjust the traffic by means f updated trajectries (i.e. Revised RBTs and Updated RBTs) r user requests - i.e. Pilt Request. As a result f this prcess, the airprt will de-cnflict and separate the traffic prviding, as apprpriate: RBT Revisin Request; RBT Clearances & TMR; Tactical Instructin (pen lp); Trajectry Change Instructin (clsed lp). Prcess A3.3 De-cnflict and Separate Traffic (high-level) is brken dwn int three mid-level prcesses: A3.3.1 De-cnflict and Separate Traffic at the Airprt; A3.3.2 De-cnflict and Separate Traffic in Terminal Area; A3.3.3 De-cnflict and Separate Traffic in En-Rute Airspace. Prcess A3.3.1 De-cnflict and Separate Traffic at the Airprt is cvered by Aprn & Taxiways Management (E2/3 this DOD) and Runway Management (E1 DOD [8]). The perating methd fr this prcess, at aprn and taxiways level, is develped belw. Prcess A3.3.2 De-cnflict and Separate Traffic in Terminal Area is cvered by Cnflict Management in Arrival & Departure High & Medium/Lw Density Operatins (E5 DOD [10]) and prcess A3.3.3 De-cnflict and Separate Traffic in En-Rute Airspace is cvered by Cnflict Management in En-Rute High & Medium/Lw Density Operatins (E6 DOD [11]). Prcess A3.3.1 De-cnflict and Separate Traffic at the Airprt aims at prviding de-cnflictin and separatin between traffic at the Airprt. This prcess is brken dwn int three subprcesses: A Decide n Applicable Separatin Minima at the Airprt; A Detect and Slve Cnflict at the Airprt; A Maintain Separatin at the Airprt. Prcess A Decide n Applicable Separatin Minima at the Airprt is ut f the scpe f Aprn & Taxiways Management (E2/3 this DOD), and is cvered by Runway Management (E1 DOD [8]). Prcesses A Detect and Slve Cnflict at the Airprt and A Maintain Separatin at the Airprt are cvered by Aprn & Taxiways Management (E2/3 this DOD) and Runway Management (E1 DOD [8]). Thus, each f them is brken dwn in tw sub-prcesses addressing respectively the actins dne, at the airprt level, inside and utside the runway prtected area. E2/3 this DOD nly deals with the actins perfrmed utside the runway prtected area. Page 40 f 72

41 Detect & Slve Hazardus Situatins Outside the Runway Prtected Area (A ) This prcess aims t cntrl the aircraft and vehicles n the airprt surface utside the Runway Prtected Area (aprn and taxiways) in rder t detect and slve pssible hazardus situatins - i.e. aircraft exiting taxiway at unintended r nn-apprved lcatin. Detect & Slve Hazardus Situatins Outside Runway Prtected Area sub-prcess presents the fllwing main drivers: Inputs: Traffic Sequence (Traffic t be Separated); Activated Plan (RBTs + Activated Resurces). Cntrl cnstraints: Updated RBTs; Revised RBTs. Human actrs: Outputs: Twer Grund Cntrller; Aprn Cntrller; Flight Crew; Vehicle Driver. Detected Hazardus Situatins. The A-SMGCS cnflict predictin, detectin, and alerting service ([AO-0104]) prpses t perfrm (refer t [14]): Surveillance based alerting: Radar reprts (Surveillance Data Fusin utput) are mnitred and an alert is triggered if sme cnvergence cnditins are met; Cnfrmance mnitring: the behaviur f the mvements is mnitred t check if they d what they are suppsed t. The cnflict mnitring functin permanently lks fr deviatins frm the instructin given by the ATCO (rute cnfrmance, clearance cnfrmance ). Examples: deviatin frm assigned rute, a mvement entering the runway with n clearance Crss check f the clearances: the set f clearances prvided at the same time n an airprt is t be crss checked in rder t ensure that the set f instructins prvided is cnsistent. Example: a crssing clearance is prvided whereas a take ff clearance was just prvided n the same runway The A-SMGCS cnflict predictin, detectin, and alerting service prvides the Twer Grund Cntrller with tw types f alerts, named INFORMATION and ALARM. INFORMATION: When receiving an Infrmatin Alert, a hazardus situatin may ccur. The Twer Grund Cntrller will use his/her skill and backgrunds t decide if, with remaining pssible actins, the situatin can be saved withut using a t restrictive prcedure - e.g. g arund. If successful, there will be n Alarm and if nt successful the Alarm will be activated and be presented n the traffic situatin display; ALARM: When receiving an Alarm, it is said that a critical situatin is develping and that an immediate actin shuld be perfrmed. Page 41 f 72

42 The mst critical hazardus situatins 15 t be detected and slved by the Twer Grund cntrllers cncerning taxiways cnflicts are: Crssing a lit stp bar. One can expect that switching stp bars n and ff will be dne by the Twer Grund Cntrller thrugh his/her electrnic stripping system (autmatic link t the clearance). Cnsidering this, ne ensures the cnsistency between the state f the stp bar (lit r ff) and the clearance prvided (cleared t crss, line-up ). Thus, a mvement crssing a lit stp bar perfrms an actin withut clearance; Aircraft exiting the taxiway at unintended r nn-apprved lcatins. It is cvered by the ntin f cnfrmance mnitring. A mvement deviating frm its assigned rute shall trigger at least an INFORMATION cding. Such an alert can be cmbined with ther alerting situatins. The cding triggered is thus at least an infrmatin cding. Such an alerting requires defining a deviatin parameter assciated with the precisin f surveillance. Other main hazardus situatins t be detected and slved 16 by the Twer Grund cntrllers cncerning taxiways cnflicts are: Aircraft n a clsed taxiway; Aircraft appraching statinary traffic; Aircraft vertaking same directin traffic; Aircraft with ppsite directin traffic; Aircraft taxiing with excessive speed; Unauthrised traffic n the taxiways; Unidentified traffic n the taxiways; Incnsistent Clearances given by ATC. Safety n the airprt mvement area will als be imprved with: Detectin f FOD (Freign Object Debris) prvided t the cntrller [AO-0202]; Imprved prcedures and sharing f best practices t reduced risk f runway incursins [AO-0101]. 15 Thse hazardus situatins may be even mre critical when the airprt is perated in lw visibility cnditins. 16 Airprt Expert Grup ntes that the reslutin f certain hazardus situatins may als require agreed pririties f traffic t be taken int accunt in prcedures. Page 42 f 72

43 With regard t the n-bard side, Flight Crew is prvided with the fllwing services: Airprt Mving Maps (AMM) ([AO-0206] and [AUO-0401]) will supplement the ut-fwindw situatin assessment by displaying wn ship psitin with respect t aerdrme gegraphic lcatins, grund based facility lcatins in prximity f the aircrafts psitin and the particular aerdrme elements referenced in the ATC instructins. Detect & slve task fr the flight crew will thus be primarily based n see and avid prcedure; In lw visibility cnditins, the ut-f-windw situatin assessment will be supprted by enhanced ([AUO-0403]) r synthetic ([AO-0404]) visin fr the pilt, reducing the difficulties f transitin frm instrument t visual flight peratins; Surface Mvement Alerting (SMA) will prvide alerts t flight crew in case f pssible risk situatins dealing with wn ship runway incursin, usage f unsuitable taxiways, deviatins frm pre-defined rutes and/r taxiway guidance/centre line, cllisin with fixed bstacles [AO-0104]. In Lw Visibility Cnditins (LVC), the SMA functin will have an even mre imprtant influence n safety and efficiency cmpared t nrmal visibility cnditins. Under LVP any nuisance warning /alert will undubtedly lead t an intermediate stp f the aircraft; Grund Traffic Display prvides the Flight Crew with the surrunding traffic infrmatin (grund/airbrne), i.e. what aircraft and vehicles that may cme int cnflict with each ther. The traffic infrmatin is displayed n an apprpriate display in the cckpit [AUO-0401]. The Grund Traffic Display is envisaged as a path t cnflict avidance alerting. In Lw Visibility Cnditins (LVC), limited visin t identify ptential cnflicts will be cunterbalanced with the electrnic picture: shadw bjects and aircraft/vehicles will be then visible. The impact n safety and t sme lesser extent t efficiency and capacity 17 will be tremendus; cnflict avidance alerting is expected t be a further step; Traffic Cnflict Detectin Functin. Similar t the use f ACAS when airbrne, Standard Operating Prcedures (SOPs) must be develped t address hw t cpe with warnings depicted n the Grund Traffic display [AO-0104] and annunced by vice. Whenever the cmmander is nt satisfied with such warning s/he will regardless f any clearance received frm ATC take apprpriate actin. With regard t Vehicle Drivers the fllwing services are prvided: Airprt Mving Maps (AMM) helps the vehicle driver t determine the actual psitin f his/her vehicle n the airprt surface by displaying the wn psitin with respect t aerdrme gegraphic lcatin n a graphical display munted in the vehicle [AO-0206]; Surface Mvement Alerting (SMA) will alert the driver if s/he penetrates restricted area by means f a cmbinatin f audi and visual alerts [AO-0104]. Particular attentin shuld be paid t strictly reduce the number f false alarms. All Vehicles Drivers wh are subject t drive n the maneuvring area shuld receive frmal training and certificatin in additin t specific driving qualificatins, signage and markings - related t the equipment they will perate. In particular, rules, prcedures and A-SMGCS aspects in all visibility cnditins which wuld apply t vehicle drivers shuld be submitted t qualificatin. The current peratins, where the Twer Runway Cntrller is respnsible fr peratins n the runways and surface traffic n the maneuvring area, will nt be changed fr the time being even thrugh the intrductin f the AMM and SMA. A Vehicle Driver, wh is perating 17 As capacity prvisin can be maintained fr the airprt in lw visibility cnditins. Page 43 f 72

44 n the maneuvring area, still has t request clearances and fllw the instructins and clearances issued by the Twer Runway Cntrller. The fllwing Use Cases have been identified fr Detect & Slve Hazardus Situatins Outside Runway Prtected Area prcess: Use Case Detect & Slve Hazardus Situatins Outside Runway Prtected Area by the Twer Grund Cntrller Detect & Slve Hazardus Situatins Outside Runway Prtected Area by the Flight Crew Detect & Slve Hazardus Situatins Outside Runway Prtected Area by the Vehicle Driver Descriptin This Use Case describes hw the Twer Grund Cntrller uses the system t detect a hazardus situatin utside the Runway Prtected Area and issues the necessary instructins t Pilts and/r Vehicle Drivers. This Use Case describes hw the Flight Crew uses the system t detect a hazardus situatin utside the Runway Prtected Area and issues the necessary actins. This Use Case describes hw the Vehicle Driver uses the system t detect a hazardus situatin utside the Runway Prtected Area and issues the necessary actins. Table 7: Use Cases fr Detect & Slve Hazardus Situatins Outside Runway Prtected Area Manage Traffic Mvement Outside the Runway Prtected Area (A ) This prcess aims t include the activities needed t manage aircraft and vehicles mvements n the airprt surface utside the Runway Prtected Area with respect t safety requirements and planning cnstraints. Managing traffic mvement n the airprt surface als has t be dne in rder t implement sustainable peratins: Managing and mitigating aircraft nise ([AO-0703]); Managing aircraft fuel use and emissins ([AO-0704]). Manage Traffic Mvement Outside the Runway Prtected Area sub-prcess presents the fllwing main drivers: Inputs: Detected Hazardus Situatins; Activated Plan (RBTs + Activated Resurces). Cntrl cnstraints: Updated RBTs; Revised RBTs. Human actrs: Twer Grund Cntrller; Aprn Cntrller; Flight Crew; Vehicle Driver. Page 44 f 72

45 Outputs: Trajectry Change Instructin (Clsed lp); RBT Clearances & TMR 18 ; Tactical Instructin (pen lp) 19. Related t sub-prcess manage traffic mvement utside the runway prtected area, the rles f the Twer Cntrllers (i.e. Twer Grund Cntrller and Aprn Cntrller) will nt really change with the implementatin f the A-SMGCS surveillance service, but the cntrller s tasks will evlve in the sense that the surveillance service will prvide the Twer Cntrllers accurate data abut the traffic situatin in all visibility cnditins. These data may replace visual bservatin. This is dne by prviding the Twer Cntrllers with a cmplete traffic situatin n a designated surveillance display, als called Traffic Situatin Display (TSD). The A-SMGCS traffic situatin mainly includes the psitin and the identificatin f all cperative mvements and psitin f all nn-cperative mvements. Radi telephny (R/T) reprts frm c-perative mvements t infrm the Twer Cntrllers f their psitin r that they have vacated the runway are nt necessary anymre. The A-SMGCS Traffic Situatin Display (TSD) supprts t the Twer Cntrllers in the fllwing tasks: Identificatin f mvements (aircrafts and vehicles); Issuance f clearances and instructins t all mvements ([AUO-0302] and [AUO- 0303]); Mnitring the executin f the clearances; Mnitring traffic situatin n the mvement area; Infrmatin f pilts/drivers abut traffic surrunding their aircraft/vehicle; Prviding guidance t the mvements t find their way safe and efficiently. The use f a Traffic Situatin Display (TSD), instead f the present visual activity f the Twer Grund Cntrller fr aerdrme cntrl prcedures, has intrduced the ntin f identificatin f traffic n that display. Tday the surveillance systems in use r expected t be used in a shrt term are based n Mde-S transmissin f identificatin data. It is mandatry fr air traffic cntrl t identify the aircraft ID prir t give traffic infrmatin, instructins, r clearances t this aircraft. Fr that purpse, Flight Crews shuld input data and set their transpnder bx in accrdance t the published Transpnder Operating Prcedures: Departure: At the stand; On requesting push back/taxi (whichever is earlier); When Lining Up. 18 The Airprt Expert Grup has highlighted that, althugh a cmplex taxiway clearance culd be given taking the aircraft between the stand and runway, it may be safer and mre efficient t issue the clearance in stages and the system shuld allw this. 19 The utputs need t include changed status f RBTs when the aircraft cmpletes its parking prcedures (e.g. Ended RBT and Reverted RBT). Page 45 f 72

46 Arrival: When still n the runway; After Vacating the Runway; Fully Parked n Stand. Other basic prcedures fr Flight Crew t manage traffic mvement utside the runway prtected area are: Designatin f Crew Members; ATC-Clearances; Pre-flight prcedures in regard t A-SMGCS; Lkut during grund peratins; Designatin f tasks during Taxi; Cmmencement f Take-Off Rll; Initial Cmmunicatin with ATC after take-ff; Parking 20 prcedures. Regarding t abve prcedures, A-SMGCS prvides the fllwing services: Airprt Mving Maps (AMM) will enhance the situatinal awareness f the flight crew ([AO-0206] and [AUO-0401]) and ease navigatin n airprts, especially at cmplex, cngested and unfamiliar lcatins. The verall level f flight safety when maneuvring n the grund will be increased cnsiderably. In lw visibility cnditins, the ut-f-windw situatin assessment will be supprted by enhanced ([AUO-0403]) r synthetic ([AO-0404]) visin fr the pilt, reducing the difficulties f transitin frm instrument t visual flight peratins. The flight crew will als be supprted by advanced tls fr their grund peratins (e.g. enhanced trajectry management thrugh flight deck autmatin systems [AUO-0604]). Regarding t Vehicle Drivers prcedures t manage traffic mvement, A-SMGCS prvides the fllwing services: Airprt Mving Maps (AMM) will help the vehicle driver t determine the actual psitin f his/her vehicle n the airprt surface by displaying the wn psitin with respect t aerdrme gegraphic lcatin n a graphical display munted in the vehicle. Additinally, AMM will supplement the ut-f windw visual reference t navigate n the airprt mvement area, thus increasing the situatin awareness f the vehicle driver ([AO-0206] and [AUO-0401]). All Vehicles Drivers wh are subject t drive n the maneuvring area shuld receive frmal training and certificatin in additin t specific driving qualificatins, signage and markings - related t the equipment they will perate. In particular, rules, prcedures and A-SMGCS aspects in all visibility cnditins which wuld apply t vehicle drivers shuld be submitted t qualificatin. The current peratins, where the Twer Runway Cntrller is respnsible fr peratins n the runways and surface traffic n the maneuvring area, will nt be changed fr the time being even thrugh the intrductin f the AMM. A Vehicle Driver, wh is perating n the maneuvring area, still has t request clearances and fllw the instructins and clearances issued by the Twer Runway Cntrller. 20 During the parking prcedures the RBT must change status, either t Clse / End when the flight is ended r cancelled r fr it t Revert t an SBT if the flight is delayed. Page 46 f 72

47 The fllwing Use Cases have been identified fr Manage Traffic Mvement Outside the Runway Prtected Area prcess: Ensure Taxi-in Use Case Issue Surface Ruting Clearances fr Arriving Flights Identify Flight Befre Taxi-Out Ensure Taxi-ut Issue Surface Ruting Clearances fr Departing Flights Descriptin This Use Case describes hw the Twer Grund Cntrller with the supprt f the Pilt assures safe mvements f aircraft frm the runway exit t the aircraft stand (separatin) and ensures that traffic synchrnizatin is guaranteed in case f deviatin frm schedule. The taxi-in prcedure may be supprted by ruting clearances issued via data-link. The prcess depicted takes place in an airprt equipped with Advanced Surface Mvement and Guidance Cntrl System (A-SMGCS), bringing supprt fr guidance f mbiles n the airprt mvement area. Delivery f the surface ruting clearances (taxi-in) in cmpliance with the arrival sequence and taking int accunt the handling f the surface mvements. This Use Case describes hw a Twer Grund Cntrller (r Aprn Cntrller) identifies a flight (that is abut t cmmence mvement n the airprt surface t execute the first segment f the Reference Business Trajectry RBT) befre issuance f the start-up / push-back clearance. This Use Case describes hw the Twer Grund Cntrller, with the supprt f the pilt, assures safe mvements f aircraft frm the aircraft stand t the runway hlding pint, prir t take-ff. The taxi-ut prcedure may be supprted by ruting clearances issued via data-link. The prcess depicted takes place in an airprt equipped with Advanced Surface Mvement and Guidance Cntrl System (A-SMGCS), bringing supprt fr guidance f mbiles n the airprt mvement area. The use case starts when grund handling is cmpleted, aircraft drs are clsed and the Pilt is ready t leave aircraft stand, and ends when the Pilt is instructed t cntact the Twer Runway Cntrller, usually when the aircraft is at the runway hlding area. Delivery f the surface ruting clearances (push-back, pssibly de-icing and taxi-ut) in cmpliance with the TOBT and TTOT (departure sequence) and taking int accunt the handling f the surface mvements. Table 8: Use Cases fr Manage Traffic Mvement Outside the Runway Prtected Area Enablers The main enablers t supprt De-cnflict and Separate Traffic within the SESAR cncept are: A-SMGCS Surveillance, Cntrl, Ruting and Guidance functins (refer t ICAO dc 9830 [15]); Cllabrative infrastructure supprted by SWIM allwing data sharing between the ATM Stakehlders; Imprvements in lay-ut f taxiway system as well as lcatin f runways with respect t the terminal/aprn, incl. Better placed runway crssings, use f additinal perimeter taxiways, aviding alignment f the main taxiways with entries r exits, Page 47 f 72

48 use f perpendicular intersectins. Include als enhanced signage and markings and use f Red Stp Bars ([AO-0103]); Imprved peratins in lw visibility cnditins thrugh enhanced ATC prcedures ([AO-0502]) Transitin issues IP1 OI steps related t De-cnflict and Separate Traffic are cnsidered as already implemented. Page 48 f 72

49 5 ENVIRONMENT DEFINITION 5.1 AIRSPACE CHARACTERISTICS This sectin is cvered by the General DOD [4]. 5.2 TRAFFIC CHARACTERISTICS This sectin is cvered by the General DOD [4]. Page 49 f 72

50 6 ROLES AND RESPONSIBILITIES The sectin addresses the rles and respnsibilities f rganisatins and human actrs in the cntext f aprn and taxiways management activities during the executin phase. 6.1 MAIN ROLES AND RESPONSIBILITIES Aprn & Taxiways management activities during the executin phase invlve: One primary actr making decisins under his/her area f respnsibility: Twer Grund Cntrller, respnsible fr the management f aircraft and vehicles mvements n the airprt surface utside the runway prtected area. Several secndary actrs: Aprn Cntrller, giving supprt t ptimise departure queue; Twer Grund Cntrller, transferring the respnsibility f the flight frm/t him/her; Airprt Operatins Centre (APOC) Staff, balancing actual demand and capacity during the executin phase; Flight Crew(s), cnducting flight accrding t RBT and applicable rules and assuring separatin if separatr; Aircraft Operatr (r AOC where present) representing the business interests f the user and supprting the flight crew in the cllabrative prcesses at the airprt, directly interacting with the APOC staff in managing demand; Vehicle Driver(s), aviding cllisins; Sub-reginal Netwrk Manager, giving supprt t ptimise departure queue. Twer Grund Cntrller: Is respnsible fr assuring the safe mvement f aircraft and vehicles n the maneuvring area, excluding the runway prtected area unless delegated by the Twer Runway Cntrller, accrding t the apprpriate rules. In the SESAR cntext the Twer Grund Cntrller will be supprted in managing RBTs by advanced tls which will include (i) enhanced surveillance, guidance and cntrl in all weather cnditins, (ii) safety nets t reduce the risk f runway incursins and grund cllisins, (iii) digital as well as vice cmmunicatins systems. The main interactins f Twer Grund Cntrllers are with their cunterpart within the dmain f Air Traffic Cntrl (Twer Runway Cntrller, Aprn Cntrllers) r with pilts (Flight Crew) and Airprt Operatins Centre (APOC) Staff as apprpriate. Aprn Cntrller: Mainly n internatinal airprts aprn cntrl is ften carried ut under the respnsibility f the Airprt Authrities. At sme airprts the task aprn cntrl is als called grund cntrl r taxi cntrl and is carried ut by ATC. Page 50 f 72

51 The Aprn Cntrller is respnsible t guide aircraft n the aprn 21 frm the cnnected taxiway(s) t the parking stand(s) and vice versa. He/she has t (i) ensure the safe, accrding t the rules and efficient traffic management, mvement f aircraft and vehicles in his/her area f respnsibility, (ii) clear and mnitr 4D business trajectry grund segments and (iii) make increasingly use f digital cmmunicatins. Main interactins f Aprn cntrl are with Airprt Operatins Centre (APOC) Staff within the dmain f Airprt Operatins and with Flight Crew (Pilts) and Air Traffic Cntrl (Twer Grund Cntrller). Twer Runway Cntrller: Has t manage the runways fr take-ff and landing f aircraft. Twer Runway Cntrl exist fr civil and fr military Twer Services. The principal task f the Twer Runway Cntrller is t ensure safe access t the runway fr landing and departing aircraft, fr aircraft and vehicles wishing t crss a runway, and r vehicles t perate n r within a runway prtected area, accrding t apprpriate rules. In the SESAR lng term, the Twer Runway Cntrller will be supprted by A-SMGCS and will be part f Airprt CDM prcesses (e.g. prviding infrmatin n current runway capacity, wake vrtex situatin (frm MET ffice), departure separatin etc.). The main interactins f Twer Runway Cntrllers are with their Grund cunterpart within the dmain f Air Traffic Cntrl r with pilts (Flight Crew) and Airprt Operatins as apprpriate. Airprt Operatins Centre (APOC): Is the central rganisatinal unit respnsible fr airprt airside peratins. It prvides the rles f Resurce Management, Flight Operatins Management and Envirnment Management and is respnsible fr CDM with all relevant stakehlders. At smaller airprts the tasks f the Airprt Operatins Centre may als include the tasks f Aprn Cntrl and/r Turn-rund Manager. Main interactins f Airprt Operatins Centre (APOC) Staff are with Aprn Cntrl within the dmain f Airprt Operatins and with Airspace User Operatins. Flight Crew: Remains ultimately respnsible fr the safe and rderly peratin f the flight in cmpliance with the ICAO Rules f the Air, ther relevant ICAO and CAA/JAA prvisins, and within airline standard perating prcedures. It ensures that the aircraft perates in accrdance with ATC clearances and the agreed Reference Business Trajectry (RBT). Main interactins f the Flight Crew are with the Airline Operatins Centre (AOC) Staff within the dmain f Airspace Users Operatins and with Air Traffic Cntrl (Twer Runway Cntrller, Twer Grund Cntrller, and Executive Cntrllers). Airline Operatr (r AOC): Represents peratr s business interests and pririties s supprting the flight crew in the cllabrative prcesses at the airprt. Main interactins f the Airline Operatr are with the Flight Crew, the APOC and ther Airline Operatrs. 21 As a reminder, an Aprn is defined in ICAO -Annex 11 as "A defined area, n a land aerdrme, intended t accmmdate aircraft fr purpses f lading r unlading passengers, mail, r carg, fuelling, parking r maintenance". Page 51 f 72

52 Vehicle Driver: Operates n the maneuvring area (beynd the Aprn). The main respnsibility f the Vehicle Driver is t ensure the safe and efficient mvement f his/her assigned vehicle n the aerdrme maneuvring area. Main interactins f the Vehicle Driver are with Air Traffic Cntrl (Twer Runway Cntrller, Twer Grund Cntrller). Sub-reginal Netwrk Manager: Assures the stability and efficiency f the ATM Netwrk n the sub-reginal level. In the executin phase the Sub-reginal Netwrk Manager has the fllwing tasks: (i) Mnitr the lad and the develping traffic situatin and if necessary implement apprpriate Demand and Capacity Balancing (DCB) measures in c-rdinatin with Airspace Users and lcal Flw Managers; and (ii) Mnitr the balance between demand and capacities fr and n airprts and request the prvisin f adequate resurces. Main interactins f the Sub-reginal Netwrk Manager are with the Central Netwrk Manager and with lcal Flw Managers in the DCB dmain and with Airspace Users (AOC) and Airprt Operatins (APOC) fr matters f CDM. 6.2 ACTORS RESPONSIBILITIES IN THE ATM PROCESS MODEL The fllwing table summarizes the main actrs and rles invlved in Aprn & Taxiways Management relating t the ATM prcesses: Airprt area actrs: Organisatin/Unit Air Navigatin Service Prvider / TWR (Civ., Mil.) Aprn Cntrl Unit (where existing) Individual Actr Twer Grund Cntrller Aprn Cntrller Related Prcess(es) A Crdinate Temprary Airprt Surface Resurce Clsure A Optimise Departure Sequence A Detect & Slve Hazardus Situatins Outside Runway Prtected Area A Manage Traffic Mvement Outside the Runway Prtected Area A Crdinate Temprary Airprt Surface Resurce Clsure A Detect & Slve Hazardus Situatins Outside Runway Prtected Area A Manage Traffic Mvement Outside the Runway Prtected Area Main Rle(s) & Respnsibilities Assure Separatin Avid Cllisins, prvide infrmatin t Airprt Users as apprpriate Optimise Queueing Ensure Safe Operatin n Aprn Optimize vehicular mvement (including aircraft) n Aprn Page 52 f 72

53 Organisatin/Unit Individual Actr Related Prcess(es) Main Rle(s) & Respnsibilities Airprt Operatins Centre (APOC, Civ. Aerdrme) WingOps (Mil. Aerdrme) APOC Staff A Assess Surface Capacity Lad A Switch Surface Operatinal Rules Set up Departure Queue Manage Airprt Resurces Manage Envirnmental issues Manage Flight Data A Crdinate Temprary Airprt Surface Resurce Clsure Airprt Grund Handling Unit Third Party Vehicle Driver A Detect & Slve Hazardus Situatins Outside Runway Prtected Area Avid Cllisins A Manage Traffic Mvement Outside the Runway Prtected Area Other areas actrs Table 9: Airprt actrs invlved in Aprn & Taxiways management Organisatin/Unit Individual Actr ATM prcess Main Rle(s) Airlines, BA, GA, Military Sub-reginal Netwrk Management Unit Flight Crew Sub-reginal Netwrk Manager A Detect & Slve Hazardus Situatins Outside Runway Prtected Area A Manage Traffic Mvement Outside the Runway Prtected Area A Optimise Departure Sequence Table 10: Other actrs invlved in Aprn & Taxiways management Cnduct Flight accrding t RBT and applicable rules Assure Separatin (if Separatr) Avid Cllisins Optimise traffic flws in executin phase Page 53 f 72

54 7 REFERENCES AND APPLICABLE DOCUMENTS 7.1 REFERENCES [1] E-OCVM E-OCVM versin 2, EUROCONTROL, March 2007 [2] Guidelines fr Apprval f the Prvisin and Use f Air Traffic Services Supprted by Data Cmmunicatins, EUROCAE ED-78A, December 2000 [3] Episde 3 Single Eurpean Sky Implementatin supprt thrugh Validatin prtal, [4] Episde 3 SESAR DOD G, General Detailed Operatinal Descriptin, D [5] Episde 3 SESAR DOD L, Lng Term Netwrk Planning Detailed Operatinal Descriptin, D [6] Episde 3 SESAR DOD M1, Cllabrative Airprt Planning Detailed Operatinal Descriptin, D [7] Episde 3 SESAR DOD M2, Medium/Shrt Term Netwrk Planning Detailed Operatinal Descriptin, D [8] Episde 3 SESAR DOD E1, Runway Management Detailed Operatinal Descriptin, D [9] Episde 3 SESAR DOD E4, Netwrk Management in the Executin Phase Detailed Operatinal Descriptin, D [10] Episde 3 SESAR DOD E5, Cnflict Management in Arrival and Departure High & Medium/Lw Density Operatins Detailed Operatinal Descriptin, D [11] Episde 3 SESAR DOD E6, Cnflict Management in En-Rute High & Medium/Lw Density Operatins Detailed Operatinal Descriptin, D [12] Episde 3 SESAR DOD Lexicn, Glssary f Terms and Definitins, D [13] Episde 3 SESAR/Episde 3 Infrmatin Navigatr, Nvember 2009 [14] EMMA 2 A-SMGCS Services, Prcedures and Operatinal Requirements (SPOR) [15] ICAO Dc 9830-AN/452, Advanced Surface Mvement Guidance and Cntrl Systems (A-SMGCS) Manual, First Editin, 2004 [16] ICAO Manual f Surface Mvement Cntrl and Guidance Systems (SMGCS) dc 9476-AN/927 First Editin 1986 [17] Episde 3 OS-12 Landing and Taxi t Stand - part f Annex t SESAR DOD G - Operatinal Scenarii - D [18] Episde 3 OS-13 Taxi-ut and Take Off - part f Annex t SESAR DOD G - Operatinal Scenarii - D [19] Episde 3 OS-17 Slve Hazardus Situatins during Taxiing - part f Annex t SESAR DOD G - Operatinal Scenarii - D [20] Episde 3 OS-21 Departure frm Nn-Standard Runway - part f Annex t SESAR DOD G - Operatinal Scenarii - D [21] Episde 3 OS-30 Handle Planned Clsure f an Airprt Airside Resurce - part f Annex t SESAR DOD G - Operatinal Scenarii - D Page 54 f 72

55 [22] Episde 3 OS-31 Handle Unexpected Clsure f an Airprt Airside Resurce - part f Annex t SESAR DOD G - Operatinal Scenarii - D [23] Episde 3 OS-32 Management f Vehicles n Maneuvring Area - part f Annex t SESAR DOD G - Operatinal Scenarii - D [24] Episde 3 OS-39 Abrted Take-ff - part f Annex t SESAR DOD G - Operatinal Scenarii - D [25] Use-Case UC-03 Identify Flight befre Taxi-ut.dc V0.3, August 2008 [26] Use-Case UC-08 Ensure Taxi-Out.dc V0.4, December 2008 [27] Use-Case UC-12 Ensure Taxi-In.dc V0.4, December 2008 [28] Episde 3 Airprt Expert Grup Reprt E3-D V0.15, Nvember APPLICABLE DOCUMENTS [29] SESAR Cncept f Operatins, WP2.2.2 D3, DLT V2.0 (validated), Octber 2007 [30] SESAR Operatinal Scenaris and Explanatins Netwrk Airline Scheduled Operatin, V0.6, Nvember 2007 [31] SESAR WP2.2.3/D3, DLT V1.0, July 2007 [32] SESAR The ATM Master Plan (D5), DLM (apprved), April 2008 [33] SESAR The ATM Deplyment Sequence (D4), DLM (apprved), January 2008 [34] SESAR Investigate Needs fr New Apprpriate Mdelling and Validatin Tls and Methdlgies, DLT V0.01, May 2008 [35] SESAR The Perfrmance Target (D2), DLM a (apprved), December 2006 [36] SESAR WP2.1.2/D2 - Strategic Objectives Definitin, DLT (validated), Nvember 2006 [37] Episde 3 Descriptin Of Wrk (DOW), V3.1, July 2009 Page 55 f 72

56 8 ANNEX A: OPERATIONAL SCENARIOS The detailed descriptin f thse scenaris will be prvided thrugh individual files - i.e. ne per identified scenari. The fllwing table summarises the dedicated scenaris fr Aprn & Taxiways management. Scenari Summary Status Landing and Taxi t Stand The Operatinal Scenari describes the prcesses and interactins amng actrs during landing and taxing t stand peratins at the airprt level, within the cntext f SESAR 2020 cncept f peratins. The Scenari fcuses n hw the Twer Runway Cntrller and the Twer Grund Cntrller interact between them and with the Flight Crew t cntrl the landing and the taxi-in f an aircraft. In additin, all interactins between human actrs and the System are described. The Scenari cvers all nminal and nn-nminal prcedures and is applicable fr bth CAVOK and Lw Visibility Cnditins (LVC). Descriptin f prcedures fr slving hazardus situatins during taxiing is ut f the scpe f the present Scenari and will be cvered by the specific Scenari Slve Hazardus Situatins during Taxiing. The Scenari starts when the intermediate apprach phase is cmpleted and the aircraft is ready fr final apprach, cvers landing and taxiing in and ends when the aircraft is in-blck. Prduced (OS-12) Page 56 f 72

57 Scenari Summary Status Taxi-ut and Takeff Slve Hazardus Situatins during Taxiing The Operatinal Scenari describes the prcesses and interactins amng actrs during taxi-ut and take-ff peratins at the airprt level, within the cntext f SESAR 2020 cncept f peratins. The Scenari fcuses n hw the Twer Grund Cntrller and the Twer Runway Cntrller interact between them and with the Flight Crew t cntrl the taxi-ut and take-ff f an aircraft. In additin, all interactins between human actrs and the System are described. The Scenari cvers all nminal and nn-nminal prcedures and is applicable fr bth CAVOK and Lw Visibility Cnditins (LVC). Descriptin f prcedures fr slving hazardus situatins during taxiing is ut f the scpe f the present Scenari and will be cvered by the specific Scenari Slve Hazardus Situatins during Taxiing. In additin, the present Scenari des nt cver the activities f mdifying the taxi rute fr a specific aircraft r grup f aircraft resulting in the mdificatin f the departure sequence, which will be cvered by the Specific Scenari Departure Queue Management. The Scenari starts when the turn-rund prcess is cmpleted, the aircraft drs are clsed and the Flight Crew (Pilt) is ready t leave aircraft stand, cvers taxiing ut and take-ff and ends when the aircraft has taken-ff and cmmunicatins have been transferred frm the Twer Runway Cntrller t the Executive Cntrller (Departure TMA). The Operatinal Scenari describes the prcesses and interactins amng actrs during the cntrl f aircraft n the airprt surface in rder t detect and slve ptential hazardus situatins, within the cntext f SESAR 2020 cncept f peratins. The Scenari cvers the taxiing phase fr departing and arriving aircraft and describes the prcedures fr slving hazardus situatins while aircraft are maneuvring n airprt taxiways. The Scenari fcuses n hw the Twer Grund Cntrller interacts with the Flight Crew t detect and slve these ptential hazardus situatins. In additin, all interactins between human actrs and the System are described. The Scenari cvers all nminal and nn-nminal prcedures and is applicable fr bth CAVOK and Lw Visibility Cnditins (LVC). Descriptin f prcedures fr slving hazardus situatins while aircraft are maneuvring n airprt runways is ut f the scpe f the present Scenari. In additin, the present Scenari des nt cver the activities f mdifying the taxi rute fr a specific aircraft r grup f aircraft resulting in the mdificatin f the departure sequence, which will be cvered by the specific Scenari Departure Queue Management. Prduced (OS-13) Prduced (OS-17) Page 57 f 72

58 Scenari Summary Status Departure frm nn Standard Runway Handle Planned Clsure f an Airprt Airside Resurce The Operatinal Scenari describes the prcesses and interactins amng actrs fr the nn-nminal case f departing frm a nn-standard runway, within the cntext f SESAR 2020 cncept f peratins. The Scenari fcuses n hw cntrllers the Twer Grund Cntrller, the Twer Runway Cntrller and the Apprach Planning Cntrller interact between each ther and with the Flight Crew and the APOC Staff t respnd t the nn-standard departure request and allcate the departing flight within the arrival and departure sequences. The Scenari descriptin takes place at an airprt with independent parallel runways; ne f them dedicated fr departures and the ther ne fr arrivals, and cvers the peratin f ne departing flight that requests permissin t depart n the current arrival runway (lnger than the current departing runway) in rder t perate n a balanced field length adequate t the aircraft weight and the existing penalising wind cnditins. The Scenari starts when the aircraft s Flight Crew requests t change the departure runway, after receiving the initial allcated TSAT, 10 minutes befre the TOBT; cvers the prcedure f accmmdating the departing flight within the arrival, pre-departure and departure sequences; and finishes with the executin f the taxi-ut and take-ff peratins. The Operatinal Scenari describes the prcesses and interactins amng actrs during the executin phase t handle a planned clsure f an airprt airside resurce, within the cntext f SESAR 2020 cncept f peratins. The Scenari fcuses n hw the APOC Staff, the Twer Grund Cntrller, The Twer runway Cntrller and the Aprn Cntrller interact with the airlines (Flight Crew, Airline Statin Manager, Grund Handling Agent) and the Sub-Reginal Netwrk Manager t respnd t a clsure f ne runway f the airprt due t planned wrks. The Scenari descriptin takes place at an airprt with parallel runways, where wrks fr the maintenance f ne f the runways are being executed during 3 days. During the executin f the maintenance wrks, airprt capacity is reduced t 55%. The Scenari takes place at the shrt term planning and executin phases and describes the final planning adjustments and the crdinatin actins between the different airprts resurces (runway, taxiway, aprn, remte de-icing pad...) required when maintenance wrks are actually perfrmed n ne f the airprt runways. Prduced (OS-21) Prduced (OS-30) Page 58 f 72

59 Scenari Summary Status Handle Unexpected Clsure f an Airprt Airside Resurce Management f Vehicles n Maneuvring Area The Operatinal Scenari describes the prcesses and interactins amng actrs during the executin phase t handle an unexpected clsure f an airprt airside resurce, within the cntext f SESAR 2020 cncept f peratins. The Scenari fcuses n hw the Twer Runway Cntrller, the Twer Grund Cntrller, the Aprn Cntrller and the APOC Staff interact with the airlines (Flight Crew, AOC Staff, Airline Statin Manager, and Grund Handling Agent) and the Sub-Reginal Netwrk Manager t respnd t an unexpected clsure f ne runway f the airprt. The Scenari descriptin takes place at an airprt with parallel runways, where ne f the runways is suddenly blcked and cnsequently clsed fr a temprary perid f time. During the unexpected clsure f the runway, airprt capacity is reduced t 55%. The Scenari starts at the executin phase describing the crdinatin actins between the different airprts resurces (runway, taxiway, aprn, remte de-icing pad...) required t cver the unexpected clsure f the airprt runway, and cntinues describing the impact f the sudden airprt capacity shrtfall n the shrt term planning phase. The Operatinal Scenari describes the prcesses and interactins amng actrs fr the management f vehicles n the maneuvring area within the cntext f SESAR 2020 cncept f peratins. The scenari fcuses n hw the Twer Grund Cntrller and the Twer Runway Cntrller interact between each ther and with the Vehicle Driver t cntrl the mvement f vehicles n the maneuvring area (this includes as well the tw mvements f aircraft). In additin, all interactins between human actrs and the System are described. The Scenari cvers all nminal and nn-nminal prcedures and is applicable fr bth CAVOK and Lw Visibility Cnditins (LVC). The Scenari starts when the Vehicle Driver cntacts the Twer Grund Cntrller in rder t receive apprval t enter the maneuvring area and ends when the vehicle has safely evacuated the maneuvring area. Prduced (OS-31) Prduced (OS-32) Page 59 f 72

60 Scenari Summary Status Abrted Take-ff The Operatinal Scenari describes the prcesses and interactins amng actrs fr the handling f an abrted take-ff within the cntext f SESAR 2020 cncept f peratins. The scenari fcuses n hw the Twer Runway Cntrller, the Twer Grund Cntrller and the Flight Crew interact between each ther t handle an abrted take-ff. In additin, all interactins between human actrs and the System are described. The Scenari is applicable fr bth CAVOK and Lw Visibility Cnditins (LVC). The Scenari starts when the aircraft, cleared fr takeff, abrts its take-ff rll. The Scenari ends when either, the aircraft takes-ff after a secnd attempt r returns back at a parking stand. Prduced (OS-39) Table 11: Operatinal Scenaris identified fr Aprn & Taxiways management Page 60 f 72

61 9 ANNEX B: DETAILED USE CASE The detailed descriptin f thse Use Cases will be prvided thrugh individual files - i.e. ne per identified Use Case. The fllwing Aprn & Taxiways Management Use Cases have been generated frm the abve higher-level prcesses in the Prcess Mdel. Use Case Status Assess Surface Capacity Lad Nt Planned within Episde 3 Change f Taxiway Cnfiguratin Nt Planned within Episde 3 Change f Aprn Cnfiguratin Nt Planned within Episde 3 Change f De-icing Cnfiguratin Nt Planned within Episde 3 Change f Remte De-icing Cnfiguratin Nt Planned within Episde 3 Crdinate Temprary Taxiway Clsure Nt Planned within Episde 3 Crdinate Temprary Aprn Clsure Nt Planned within Episde 3 Crdinate Temprary De-icing Clsure Nt Planned within Episde 3 Crdinate Temprary Remte De-icing Clsure Nt Planned within Episde 3 Mdify Departure Sequence by Twer Grund Cntrller Nt Planned within Episde 3 Detect & Slve Hazardus Situatins Outside Runway Prtected Area by the Twer Grund Cntrller Detect & Slve Hazardus Situatins Outside Runway Prtected Area by the Flight Crew Detect & Slve Hazardus Situatins Outside Runway Prtected Area by the Vehicle driver Ensure Taxi-in Nt Planned within Episde 3 Nt Planned within Episde 3 Nt Planned within Episde 3 Prduced (UC-12) Issue Surface Ruting Clearances fr Arriving Aircraft Nt Planned within Episde 3 Identify Flight Befre Taxi-ut 22 Ensure Taxi-ut Prduced (UC-03) Prduced (UC-08) Issue Surface Ruting Clearances fr Departing Aircraft Nt Planned within Episde 3 Table 12: Use Case summary 22 This UC might well be part f the M1 DOD «Cllabrative Airprt Planning» as it ccurs while the aircraft has nt pushed yet, thus in the planning phase. Page 61 f 72

62 10 ANNEX C: OI STEPS TRACEABILITY TABLE The fllwing table captures the SESAR Operatinal Imprvements (OIs/OI Steps) addressed by Aprn & Taxiways Management during Executin Phase. Althugh mst f the OI Steps shuld be IP2, sme f them might be IP1 (if their implementatin is still part f the target system cntext) r IP3 (if their implementatin starts in 2020). OI Step Descriptin Ratinale Extended Operatinal Terminal Infrmatin Service Prvisin Using Datalink [IS-0402] (IP1) Imprving Aernautical and Weather Infrmatin Prvisin [L01-02] Current meterlgical and peratinal flight infrmatin derived frm ATIS, METAR and NOTAMs/SNOWTAMs, specifically relevant t the departure, apprach and landing flight phases is transmitted t pilts by datalink. The flight crew has real-time access t the relevant airprt peratinal parameters applicable t the mst critical phases f flight (ATIS, METAR and OFIS). The main bjective is t prvide pilts with easy access t the widest pssible range f infrmatin t supprt the decisin making prcess whilst reducing cckpit wrklad and enhancing safety. Management/Revisin f Reference Business Trajectry (RBT) [L05-01] Related ATM Mdel Prcesses A Optimise Departure Sequence Successive Authrisatin f Reference Business/Missin Trajectry (RBT) Segments using Datalink [AUO-0302] (IP2) Cntrller's clearances are sent t the pilt by datalink fr the successive segments f the Reference Business/Missin Trajectry (RBT) alng the flight prgress (this includes taxi rute in case f surface peratins). Pilt's requests t cntrller fr start-up, push back, taxi, take-ff clearances, etc. are als transmitted by datalink. The SESAR cncept f peratins utilises digital data cmmunicatin applicatins and services as the main means f cmmunicatin even thugh there will remain circumstances in which clearances and instructins are issued by vice. In the shrter term, datalink will be used in nntime critical situatins and may be applied instead f r in cmbinatin with vice cmmunicatins. A Manage Traffic Mvement Outside the Runway Prtected Area Page 62 f 72

63 OI Step Descriptin Ratinale Revisin f Reference Business/Missin Trajectry (RBT) using Datalink [AUO-0303] (IP2) The pilt is autmatically ntified by datalink f trajectry change prpsals (rute including taxi rute, altitude, time and assciated perfrmance requirements as needed) resulting frm ATM cnstraints arising frm, fr example, ad hc airspace restrictins r clsing f a runway. ATM cnstraints may als be expressed in terms f requests such as RTA in supprt f AMAN peratin r runway exit in supprt f BTV peratin. On the ther hand, the cntrller is ntified by datalink f aircraft preferences in terms f STAR, ETA, ETA min/max, runway exit, etc. This imprvement may be in tw steps starting with the uplink f simple flight specific cnstraints displayed n a dedicated cckpit screen as any datalink message. In a next stage, mre cmplex cnstraints can be autmatically generated by grund tls (incl. MTCD, AMAN, DMAN) and prpsed t the cntrller fr apprval; n the cckpit side, the agreed cnstraints may be autmatically laded int the FMS, leading t a new trajectry cmputed and prpsed t the flight crew. Related ATM Mdel Prcesses A Manage Traffic Mvement Outside the Runway Prtected Area Page 63 f 72

64 OI Step Descriptin Ratinale Optimised Departure Management in the Queue Management Prcess [TS-0306] (IP2) Departure Traffic Synchrnisatin [L07-02] With knwledge f the TTA (if applicable), the elapsed time derived frm the trajectry, the departure and arrival demand fr the runway(s) and the dependent departure rute demand frm adjacent airprts, the system (DMAN) calculates the ptimum take-ff time and the SMAN will determine the assciated start-up and push-back times and taxi rute. There will be n need t finalise a departure sequence earlier than necessary flexibility being the key t maximum use f capacity. The take-ff sequence is built as predicted take-ff times achieve a required level f accuracy. The precise pint at which take-ff times are knwn with sufficient accuracy will depend n the accuracy and reliability f the data available n the status f the turn-rund prcess. Initially the required level f accuracy may nt be achieved until the aircraft has requested push-back. It is hwever expected that during the SESAR timeframe the imprving view n the status f the turn-rund prcess will enable valid departure sequences t be built earlier. This earlier sequencing will enhance departure and arrival queue management cllabratin. Related ATM Mdel Prcesses A Optimise Departure Sequence Departure Management frm Multiple Airprts [TS-0302] (IP2) The system prvides supprt t departure metering and crdinatin f traffic flws frm multiple airprts t enable a cnstant delivery int the en-rute phase f flight. While basic departure management cnsider nly the distributin f initial departure rutes, there is a need fr the cnsideratin f the departure traffic flws int the en-rute envirnment and interactins with ther traffic flws. A Optimise Departure Sequence Page 64 f 72

65 OI Step Descriptin Ratinale Air Traffic Situatinal Awareness (ATSAW) n the Airprt Surface [AUO-0401] (IP1) Airbrne Situatinal Awareness [L08-03] Infrmatin regarding the surrunding traffic (incl. bth aircraft and airprt vehicles) during taxi and runway peratins is displayed in the cckpit. The electrnic flight bag is extended with a mving map and ther traffic (aircraft+vehicles) infrmatin. The bjectives are t imprve safety (e.g. at taxiways crssings, befre entering an active runway, befre take-ff, etc) and t reduce taxi time in particular during lw visibility cnditins and by night. Related ATM Mdel Prcesses A Detect & Slve Hazardus Situatins Outside Runway Prtected Area A Manage Traffic Mvement Outside the Runway Prtected Area Imprving Safety f Operatins n the Airprt Surface [L10-01] Reduced Risk f Runway Incursins thrugh Imprved Prcedures and Best Practices n the Grund [AO-0101] (IP1) ECAC airprts and aircraft peratrs develp prcedures and apply recmmendatins cntained in the Eurpean Actin Plan fr the preventin f runway incursins (e.g. cmpliance f infrastructure with ICAO prvisins, best practices n flight deck prcedures fr runway crssing, while taxiing; assessment fr pilts regarding aerdrme signage, markings and lighting.). Cf. Eurpean Actin Plan fr the Preventin f Runway Incursins. A Detect & Slve Hazardus Situatins Outside Runway Prtected Area Airprt Safety Nets including Taxiway and Aprn [AO-0104] (IP2) The systems detect ptential cnflicts/incursins invlving mbiles (and statinary traffic) n runways, taxiways and in the aprn/stand/gate area. The alarms are prvided t cntrllers, pilts, and vehicle drivers tgether with ptential reslutin advisries (depending n the cmplexity f reslutin pssibilities). The systems als alert the cntrller in case f unauthrized/unidentified traffic. Current autmated alerting system is limited t the runway and is based upn a set f rules that assist cntrllers in detecting the mst serius cnflicts. This system has n knwledge f aircraft intent and in sme cases the time windw t determine and cmmunicate a slutin may be very limited. A Detect & Slve Hazardus Situatins Outside Runway Prtected Area Page 65 f 72

66 OI Step Descriptin Ratinale Imprved Runway-Taxiway Layut, Signage and Markings t Prevent Runway Incursins [AO-0103] (IP1) Detectin f FOD (Freign Object Debris) n the Airprt Surface [AO-0202] (IP1 -> IP2) Imprvements in lay-ut f taxiway system as well as lcatin f runways with respect t the terminal/aprn, incl. Better placed runway crssings, use f additinal perimeter taxiways, aviding alignment f the main taxiways with entries r exits, use f perpendicular intersectins. Include als enhanced signage and markings and use f Red Stp Bars. The system prvides the cntrller with infrmatin n FOD detected n the mvement area. Reduce the risk f runway incursins. Safety (t avid accidents like the Cncrde crash in Paris). Micr-wave systems can detect small bjects n the mvement area. Related ATM Mdel Prcesses A Detect & Slve Hazardus Situatins Outside Runway Prtected Area A Manage Traffic Mvement Outside the Runway Prtected Area A Detect & Slve Hazardus Situatins Outside Runway Prtected Area Imprving Traffic Management n the Airprt Surface [L10-02] Enhanced Guidance Assistance t Airprt Vehicle Driver Cmbined with Ruting The system displays dynamic traffic cntext infrmatin including status f runways and taxiways, bstacles, and an airprt mving map. A Detect & Slve Hazardus Situatins Outside Runway Prtected Area A Manage Traffic Mvement Outside the Runway Prtected Area [AO-0206] (IP2) Surface Management Integrated With Departure and Arrival Management [AO-0207] (IP2) The taxiing prcess is cnsidered as an integral part f the prcess chain frm arrival t departure and AMAN/DMAN is integrated with CDM prcesses between airprt peratr, aircraft peratrs and air traffic service prvider at the same airprt. T imprve the aerdrme thrughput, Arrival and Departure Management need t be cnsidered as a cmbined entity, itself clsely linked t surface mvement especially at airprts with runways used fr bth arriving and departing flights. A Optimise Departure Sequence Page 66 f 72

67 OI Step Descriptin Ratinale Enhanced Trajectry Management thrugh Flight Deck Autmatin Systems [AUO-0604] (IP2) Use f advanced aircraft autmated systems such as e.g. aut-brake (making it impssible fr an aircraft t crss a lit stp bar) and aut-taxi (ptimising speed adjustment). Flight crew supprted by advanced tl fr grund peratins. Related ATM Mdel Prcesses A Manage Traffic Mvement Outside the Runway Prtected Area Imprved Operatins in Adverse Cnditins thrugh Airprt Cllabrative Decisin Making [AO-0501] (IP1) Interlaced Take-Off and Landing [AO-0402] (IP1) Imprving Airprt Cllabratin in the Pre-Departure Phase [L10-03] Systematic strategies are agreed and applied by CDM partners t deal with predictable (e.g. frecast bad weather, industrial actin, scheduled maintenance) r unpredictable adverse cnditins (e.g. unfreseen snw r fg, accident). This invlves effective methds f exchanging apprpriate infrmatin n the expected r actual arrival f such cnditins, special prcedures, and system supprt t facilitate the sequencing f peratins where needed (e.g. de-icing). Mixed mde f peratins. In cntrast with tday's ad hc slutins t unfreseen disruptins, prmpt decisin making, flexibility and adaptability f partners are facilitated during perids f reduced capacity, allwing fr a faster recvery t nrmal peratins. Using Runways Cnfiguratin t Full Ptential [L10-04] In rder t prvide mitigatin fr the inherent delays/queuing assciated with capacity cnstrained airprts and t gain a significant capacity enhancement withut impacting the verall queue management cncepts, interlaced take-ff and landing prcedures instead f segregates use f multiple runways can be envisaged. A Assess Surface Capacity Lad A Switch Surface Operatinal Rules A Crdinate Temprary Airprt Surface resurce Clsure A Optimise Departure Sequence Page 67 f 72

68 OI Step Descriptin Ratinale Imprved Operatins in Lw Visibility Cnditins thrugh Enhanced ATC Prcedures [AO-0502] (IP1) Enhanced Visin fr the Pilt in Lw Visibility Cnditins [AUO-0403] (IP2) Synthetic Visin fr the Pilt in Lw Visibility Cnditins [AO-0404] (IP3) Imprving Operatins under Adverse Cnditins incl. Lw Visibility [L10-06] LVP (Lw Visibility Prcedures) are cllabratively develped and are implemented at applicable airprts invlving in particular an harmnised applicatin acrss airprts and the use f ptimised separatin criteria. Out the windw' psitinal awareness is imprved thrugh the applicatin f visual enhancement technlgies thereby reducing the difficulties f transitin frm instrument t visual flight peratins. The system in the cckpit prvides the pilt with a synthetic/graphical view f the envirnment using terrain imagery and psitin/attitude infrmatin. Operatins in pr weather are respnsible fr cnsiderable delays within Eurpe. There is cnsiderable variance in the ways LVP are applied, and in the prcedures used. There is the ptential fr cnsiderable shrt term benefits frm the cllabrative develpment and implementatin f prcedures (e.g. best practices). Enabling in a transparent way the transitin frm IFR (head in) t visual flight peratins (ut the windw). Related ATM Mdel Prcesses A Detect & Slve Hazardus Situatins Outside Runway Prtected Area A Manage Traffic Mvement Outside the Runway Prtected Area A Detect & Slve Hazardus Situatins Outside Runway Prtected Area A Manage Traffic Mvement Outside the Runway Prtected Area A Detect & Slve Hazardus Situatins Outside Runway Prtected Area A Manage Traffic Mvement Outside the Runway Prtected Area Page 68 f 72

69 OI Step Descriptin Ratinale Aircraft Nise Management and Mitigatin at and arund Airprts [AO-0703] (IP1) Implementing Sustainable Operatins at Airprt [L10-08] Time management techniques and aircraft mvement technlgies are develped which reduce bth fuel cnsumptin and nise by taxiing aircraft (e.g. taxiing with nt all engines perating) r twing the aircraft t/frm the runway with all engines ff. The use f electric (instead f hydr-carbn pwered) auxiliary pwer units and grund handling vehicles further reduces the nise and particulate pllutin arund parked aircraft. Even if the share f aviatin in the ttal air quality in the surrunding f the airprt is small tday, its part f air pllutins may be mre dminant in the future with the evlutin f landside transprt (new car technlgy, use f public transprts). Related ATM Mdel Prcesses A Manage Traffic Mvement Outside the Runway Prtected Area Page 69 f 72

70 OI Step Descriptin Ratinale Aircraft Fuel Use and Emissins Management at and arund Airprts [AO-0704] (IP1) The bjectives are t ensure that: - Aircraft fuel use and gaseus emissins (bth climate change and air quality) are minimised bth in the air and n the grund, - The impacts cnsidered assciated with an airprt reflect the emissins frm that airprt and nt emissins frm third party surces, - Gaseus emissins frm airprt-related nn-aircraft surces (e.g. grund transprt) are minimised and that where apprpriate these reductins allw grwth in aircraft mvements, - Emissins are nt emitted in lcatins where they can unnecessarily adversely impact lcal residents and that where this can nt be avided it is minimised and mitigated fr, - any cnstraints, nnptimal prcedures r ecnmic burdens that are impsed strike the mst apprpriate balance between scial, ecnmic and envirnmental imperatives. Where a bigger strategic gain can be wn by the vluntary adptin f lesser restrictins, that - These are develped fllwing the balanced apprach and with the full input frm all relevant ATM stakehlders, and - The ptin with the best sustainability balance is selected. Perfrmance imprvements gained are nt wasted by failure t prtect airprt envirnmental capacity. Related ATM Mdel Prcesses A Manage Traffic Mvement Outside the Runway Prtected Area Table 13: Operatinal Imprvements addressed Page 70 f 72