Operational Context and Use Case Focus Group

1. Operational Context and Use Case Focus Group Use Case February 28, 2019

2. Agenda • Document Delivery Schedule • Flow Use Case Document – Draft Document • Meteorological Use Case Document – Storyboard • Flow Domain Problem Statement • Flow Domain Data Elements • Flow SWIM Services by Phase of Flight • Current NAS Operations • Future NAS Operations

3. Delivery Schedule • Due to shutdown, will present Flow draft and Meteorological storyboard in February • Return to normal schedule in April • Deliver one domain Use Case Document every two months *OCD – Ops Context Document, UCD – Use Case Document

4. Use Case Document Domains Storyboard – 11/29 Draft – 2/28 Closeout – 3/28 Storyboard – 2/28 Draft – 3/28 Closeout – 4/25 Storyboard – 4/25 Draft – 5/23 Closeout – 6/27 Document Complete

5. Use Case Document Flow Use Case

6. Flow Use Case Document Table of Contents 1 Introduction 1.1 Purpose 1.2 SWIM Flow Information Services 1.3 Overview of Use Case 2 Problem Statement 2.1 The Current State 2.2 Perspectives 2.3 Current State Operational Example • Future State 3.1 Data Exchanges 3.2 Future State Operational Example 3.2 Benefits 3.3 Conclusion Appendix A – TBFM and TFMS Flow Messages Appendix B – Acronym Listing

7. Decomposition of Flow Domain Data Elements TFMS and TBFM Flow Information

8. 1.1 Purpose • Short paragraph describing why use case is being developed • Improve flight operations and flight management through integration of SWIM information

9. 1.2 SWIM Flight Information ServicesSourcing Traffic Flow Flight Information Service • Briefly describe the services we will be using and where the data comes from

10. 1.3 Overview of Use CaseDecomposition of TBFM and TFMS Flow Data by Phase of Flight • TBFM Data • Extended Metering to En-Route Metering Points (TBFM) • ETA at Meter Fixes and Runway. (TBFM) • STA at Meter Fixes and Runway (TBFM) • AAR, Airport Configuration, Metering On/Off (TBFM) • TFMS Data • Flow Data: AFP, Reroutes, FCA • Flight Data: Position, Altitude, Speed, Trajectory, etc.. • Restrictions from NTML (MIT, etc..) • TBFM Data • TBM to Close-in Fixes and Runway • ETA at Runway • STA at Runway • AAR, Airport Configuration, Metering On/Off • TFMS Data • Flight Data: Position, Altitude, Speed, Trajectory, etc.. • Deicing Event Data • Restrictions from NTML (MIT, etc..) • Airport Runway Configurations • TBFM Data • Scheduling of Departures • AAR, Airport Configuration, Metering On/Off at Destination • TFMS Data • Flow Data: TFM Initiatives, GS, AFP, Reroutes, CTOP, FCA • GDP: Start time, End Time, AAR, Revisions, Cancellations • EDCT and Arrival Slot for each aircraft • Flight Data: Position, Altitude, Speed, Trajectory, etc.. • Deicing Event Data • Restrictions from NTML (MIT, etc..) • Runway Configuration at Destination • Departure Route Availability Arrival En route Departure

11. 2 Problem Statement • A data gap exists between what ANSP knows about “Flow” and what AU knows: • Departure plans • Flight State of aircraft (position, speed, altitude) • Planned metering delays for flights at metering points • Scheduled Times of Arrival (STA) at destination • More • This causes a disconnect between • What the ANSP is planning for each flight, and • What the AU is expecting for each flight.

12. 2.1 Current State - “Flow” Data Gap in Present State ANSP Perspective Complete Data • ANSP Knows: • EDCT, EDC and IDAC Departure Schedule • AAR, Configuration, Metering On/Off at Destination. • Flow Data: TFM Initiatives, GS, AFP, Re-Routes, CTOP, FCA. • GDP Start time, End Time, AAR, Revisions, Cancellations. • EDCT and Arrival Slot for each aircraft. • Flight Data: Position, Altitude, Speed, Trajectory, etc.. • Deicing Event Data • Restrictions from NTML (MIT, etc.) • Airport Runway Configurations • Departure Route Availability. • ANSP Knows: • Meter times to Close-in Fixes and Runway • ETA at Runway • STA at Runway • AAR, Airport Configuration, Metering On/Off. • Flight Data: Position, Altitude, Speed, Trajectory, etc.. • Deicing Event Data • Restrictions from NTML (MIT, etc.) • Airport Runway Configurations • ANSP Knows: • Extended Metering times to En-Route Metering Points. • ETA at Meter Fixes and Runway. • STA at Meter Fixes and Runway. • AAR, Airport Configuration, Metering On/Off. • Flow Data: AFP, Re-Routes, FCA. • Flight Data: Position, Altitude, Speed, Trajectory, etc.. • Restrictions from NTML (MIT, etc.) • AOC Knows: • AAR, Airport Configuration, Metering On/Off • Deicing Event Data • Airport Runway Configurations • AOC Knows: • AAR, Configuration, Metering On/Off at Destination. • Flow Data: TFM Initiatives, GS, AFP, Re-Routes, CTOP, FCA. • GDP Start time, End Time, AAR, Revisions, Cancellations. • Flight Data: Position, Altitude, Speed, Trajectory, etc.. AOC Perspective Partial Data • AOC Knows: • AAR, Airport Configuration, Metering On/Off. • Flow Data: AFP, Re-Routes, FCA. En Route Arrival Departure

13. 2.2 Perspectives • Describes roles and responsibilities of the stakeholders • Dispatchers/Pilots • Airline Operations Management • Airline Hub Control Center • Airport Operator • Traffic Flow Management • Air Traffic Control • International Data Provider • Flight Data Services

14. 2.3 Current State Operational Example • Flight from STL to LAS • Departure • Deicing required at STL, delayed due to runway snow removal • At runway, issued reroute due to AFP for LAS traffic • A/C departs • En Route • Flies at high speed to make up for delay, burning additional fuel • Assigned TBFM meter time once near LAS, required to slow A/C to meet time • Assigned a hold due to wind • Arrival • After 15 minute hold, cleared for arrival • Late arrival causes gate change

15. 3. Future State Shared Perspective ANSP Perspective • Both Know: • EDCT, EDC and IDAC Departure Schedule • AAR, Configuration, Metering On/Off at Destination. • Flow Data: TFM Initiatives, GS, AFP, Re-Routes, CTOP, FCA. • GDP Start time, End Time, AAR, Revisions, Cancellations. • EDCT and Arrival Slot for each aircraft. • Flight Data: Position, Altitude, Speed, Trajectory, etc.. • Deicing Event Data • Restrictions from NTML (MIT, etc.) • Airport Runway Configurations • Departure Route Availability. • Both Know: • Meter times to Close-in Fixes and Runway • ETA at Runway • STA at Runway • AAR, Airport Configuration, Metering On/Off. • Flight Data: Position, Altitude, Speed, Trajectory, etc.. • Deicing Event Data • Restrictions from NTML (MIT, etc.) • Airport Runway Configurations • Both Know: • Extended Metering times to En-Route Metering Points. • ETA at Meter Fixes and Runway. • STA at Meter Fixes and Runway. • AAR, Airport Configuration, Metering On/Off. • Flow Data: AFP, Re-Routes, FCA. • Flight Data: Position, Altitude, Speed, Trajectory, etc.. • Restrictions from NTML (MIT, etc.) AOC Perspective Departure Arrival En Route

16. 3.1 Data Exchanges • Prior to push back, all the users have the same updated Flow data. • Throughout the flight, AUs and airports have a clear view of the current and future status of flights. Activities will be known at the earliest possible time so stakeholders can make reliable decisions. • AUs, airports, and ANSPs all have the same accurate picture to use to manage resources. • Planning for gate usage, fleet management, and crew resources will improve with precise arrival data. • Airport planning will improve by possessing the current operations picture for traffic using the airport. • ANSP planning will improve with increased knowledge of AU and airport activities.

17. 3.2 Future State Operational Example • Flight from STL to LAS • Departure • Snow removal required at STL, scheduled closure time shared • Deicing provider reduces service to match capacity, A/C holds at gate • A/C pushes at scheduled time, and deices • At deicing pad, issued reroute due to AFP for LAS traffic • A/C departs • En Route • At altitude, reduced AAR at LAS is shared, further delays expected by AU • Assigned TBFM meter time 90 min from LAS, absorbs delay with reduced speed • Arrival • Arrives at planned TBFM STA • Know STA allows for more efficient ground/gate management

18. 3.2 Benefits • Improved Flight Data and Sharing of information with stakeholders will allow Airspace Users and airports to know precisely when aircraft will depart and arrive. This enables: • Improved decision making concerning aircraft fuel efficiency • Improved diversion management • Improved gate management • Improved flight crew management • Improved ground crew management • Improved delay management • Improved fleet management • Improved customer experience • Improved TFM system performance • Improved airport effectiveness

19. 3.3 ConclusionsMany Objectives, One Mission: Flight Information • Air Traffic Control: • Responsible for safe and efficient use of airspace, maximizing airspace use and runway efficiency • Success is defined by maximum use of runways and airspace, effective strategic planning, and minimal use of tactical interventions that add delay to flights • Airline Flight Ops: • Responsible for ensuring regulatory compliance, ensuring on-time operations, managing gate and crew resources, maintaining flight schedules, fleet management, and applying the airline business model • Success is defined by predictable on-time operations, adherence to schedules, effective gate, crew, and fleet management. End result is a positive customer experience. • Airports: • Provide a safe environment for flight and surface operations, provide ramp control, ensure airport resources are available (runways, taxiways, ramps) at times that meet Airspace Users and ATC requirements.

20. Storyboard Meteorological Use Case

21. Definitions • ITWS: Integrated Terminal Weather System • ITWS receives data from a variety of weather radars and sensors. • It converts binary data into XML format. • Weather displays are presented in graphic and/or text formats. • Clients select the products they wish to receive using message service filtering capability. • APDS: Airport Data Service • Publishes RVR data from all available runway sensors at an airport. (touchdown, mid-point, rollout) • RVR data is published in XML format every 60 seconds and upon change of any value. • TDES: Tower Departure Event Service • Publishes departure events (e.g. taxi start, takeoff time) • Publishes Digital Automatic Terminal Information System (D-ATIS) data.

22. ITWS/APDS/TDES Data Elements Microburst TRACON Map Product Gust Front TRACON Map Product Gust Front ETI Product Configured Alerts Product Hazard Text Products Terminal Weather Graphics Product Terminal Weather Text Special Product Terminal Weather Text Normal Product Tornado Products Forecast Products Wind Profile Product Digital ATIS or D-ATIS Tower Departure Events RVR Data

23. Problem Statement • ITWS, APDS, and TDES disseminate pertinent data about terminal weather impacts at major airports. • They consolidate various weather products and present them in a graphic or textual format that is tailored to existing conditions at each airport. • Currently this data is not shared with AUs, resulting in a data gap between AUs and ANSPs whenever a weather event impacts terminal airspace or an airport. • By sharing ITWS, APDS, and TDES data, flight safety can be enhanced while at the same time reducing delays and improving NAS efficiency.

24. ITWS Sources and Products

25. Discussion • During en route operations, aircraft are normally re-routed around severe weather to mitigate impacts.

26. Discussion • When severe weather occurs at an airport, mitigation options are fewer. • It is not possible to “re route” aircraft around severe weather when it occurs at the airport. • Uncertainty with these events raises questions for AUs. “Approach, how long should we expect to hold today?”

27. Discussion • Severe weather at the airport impacts both safety and efficiency. • Normally, two alternatives exist: • Sometimes the impacts can be mitigated by changing the configuration of the airport. (changing runways and/or arrival fixes, adjusting departure routes, fix balancing etc..) • Often impacts cannot be mitigated, and aircraft must wait until the weather passes, resulting in delays and diversions

28. Discussion • The situation is aggravated when the impacts of the weather are unknown to AUs. • ATC has access to ITWS, APDS, and TDES • AUs have their own weather sources, but they may not have the capability to display: • Gust fronts that will affect airport operations. • Windshears (WS) and Microbursts (MBA) with associated safety implications • RVR data with real-time updates for each runway • Digital ATIS data • Tailored data for specific airports and individual flight requirements

29. Discussion • Severe weather changes are dynamic. Constant updates that are readily accessible by AUs are vital. • Pilots do not have time to ask controllers, so questions about weather go unanswered • Controllers do not have time to give pilots the detailed data needed • Pilots and dispatchers are forced to retrieve and communicate important data manually. • ITWS/APDS/TDES can provide automated data and alerts to keep pilots/dispatchers informed of rapidly changing hazardous conditions.

30. Mitigations • With ITWS/APDS/TDES, terminal weather impacts are identified in advance and become more predictable. • Understanding when/how the airport will be impacted is key for developing mitigation strategies. • Where is the severe weather relative to the airport? • What direction and speed is it moving? • Where is the gust front? • When will it reach the airport? • What will the wind direction and velocity be? • What is the intensity of the precipitation? • Are WS and MBAs present? • Are tornadoes or hail present? • Are the RVRs affected?

31. Mitigations • By using ITWS/APDS/TDES, AUs can know when severe weather will impact the airport • AUs will have a better understanding of how the airport will be affected. “Dispatch, we’re still 90 minutes out, but ITWS on my EFB shows the storm will be at the airport when we arrive.”

32. Mitigations • When terminal weather events become more predictable by using ITWS, APDS and TDES, AU’s can plan more proactively. • Departures can be held at the gate • En route flights can be slowed to reduce holding • Arrivals can be better informed of delays or holding • Diversion (and diversion recovery) plans can be improved “I see. Here is what we will do.”

33. Mitigations • When impacts are understood, strategic actions can be taken to mitigate them. “Center, N123, we see the storm is approaching the airport. We would like to slow down to reduce our holding time”. “N123, good idea. Approved.”

34. Mitigations • By using ITWS/APDS/TDES, AUs can monitor the terminal situation with constantly updated information that is tailored to the airport and existing conditions. • Actionable data facilitates strategic decisions about weather impacts at an airport. Hey dispatch, that worked out well. Happy to hear that.

35. Data Availability Using ITWS/APDS/TDES • In all phases of flight, data availability is increased • This improves event awareness and strategic planning • Data Currently Available • Broadcast ATIS • Forecasts • Weather radar • Data Available in Future • Gust front movement • WS/MBA data for each runway • Storm location and movement data • Precipitation intensity • Hail • Tornado data • RVR data • Digital ATIS • Wind profile data • Cloud tops • Tower departure event data En route Arrival Departure

36. Shared Perspective of Met Impacts is Key • Improved harmonization occurs when ITWS/APDS /TDES data is shared. • Delays will still occur however: • AU can anticipate impacts and adjust plans and schedules. • More cohesive operations will occur. • Unanticipated problems will decrease. • Fewer tactical responses will be required. • Efficiency and effectiveness will improve. • Improved predictability. • Passenger experience will improve. • Flights will perform better. • Improved safety risk management.

37. Future State: Shared Perspective ANSP Perspective • Gust front movement • WS/MBA data for each runway • Storm location and movement data • Precipitation intensity • Hail • Tornado data • RVR data • D-ATIS • Wind profile data • Cloud tops • Tower departure event data AU Perspective Departure Arrival En route

38. Benefits of Sharing Meteorological Data • Sharing Met data will allow AUs to better understand weather impacts. This facilitates: • Improved operational decisions • Improved business decisions • Improved diversion management • Improved fuel management • Improved flight crew management • Improved ground crew management • Improved delay management • Improved fleet management • Improved customer experience

39. Lessons Learned • It is the entire suite of ITWS/APDS/TDES products that provide value in making operational decisions. • In the current state, when only one or two data sources are used, the confidence and accuracy of decisions are reduced. • Being able to compare data from several products showing real-time impacts and predictions illuminates the situation more clearly and adds confidence to the decision-making process.

40. Many Objectives, One Mission: Harmonized OperationsData Driven Real-time Decisions & Post-Ops Analysis • Air Traffic Control: • Responsible for safe and efficient use of airspace, maximizing airspace use and runway efficiency • Success is defined by maximum use of runways and airspace, effective strategic planning, and minimal use of tactical interventions that add delay to flights • Airline Flight Ops: • Responsible for ensuring regulatory compliance, ensuring on-time operations, managing gate and crew resources, maintaining flight schedules, fleet management, and applying the airline business model • Success is defined by predictable on-time operations, adherence to schedules, effective gate, crew, and fleet management. End result is a positive customer experience. • Airports: • Provide a safe environment for flight and surface operations, provide ramp control, ensure airport resources are available (runways, taxiways, ramps) at times that meet Airspace Users and ATC requirements.

41. Outline of Use Case Document • A use case document will be developed for “ITWS/APDS/TDES” data • Use Case will show “before and after” scenarios • For each portion of a flight, the ANSP has ITWS/APDS/TDES data that is not shared with AU. • This information has impacts on AU operations. • “Before” scenario will highlight inefficiencies that exist now. • “After” scenario will show how ITWS/APDS/TDES data improves flight operations during each portion of a flight.

42. Departure: Current State • An aircraft taxies to the runway for departure. • The flight crew observes severe weather approaching the airport but they have no actionable data to determine the severity. • When they reach the runway the visual cues continue (blowing dust, etc..) but they have no data concerning an approaching gust front. • Soon the controller begins issuing WS alerts to departing pilots, but complete understanding of the Wx picture is lacking • The WS alerts soon become MBAs and no aircraft depart. • The aircraft holds with engines running, not knowing the expected duration of the event • After 20 minutes, the WS/MBAs dissipate and aircraft begin to depart • Throughout the event, the flight crew had no actionable data upon which to gain understanding of the event. • Without actionable data, the flight crew is less-informed and unable to make optimum decisions about managing the flight.

43. Departure: Future State • Aircraft taxies to the runway for departure • Severe thunderstorms are in the area • The flight crew monitors the EFB ITWS “Gust Front TRACON Map Product” data and observes a gust front approaching the airport • The “Gust Front ETI Product” shows the gust front will reach the airport near their departure time • Knowing WS/MBAs are likely, they monitor the Ribbon Display Terminals to watch the WS/MBAs as they impact their runway and the surrounding area. • Knowing the aircraft is heavy and the temperature is high, this will be a max performance takeoff and will use a lot of runway • They observe the most severe WS/MBAs are off the departure end of their runway and elect to delay departure until the gust front has passed and the MBA/WS have completely dissipated. • Understanding of the situation is improved by viewing the graphic presentation of the gust front movement and the WS/MBA alerts • With informed decision making capability, safer flights result.

44. En Route: Current State • Forecasts predict severe weather at the destination. • Detailed data about specific storm threats is lacking. • Due to late departure, the crew flies at higher cost index to make up time. • When aircraft is 200 miles from the airport the controller issues a descent clearance and instructions to hold with a 30 minute EFC.

45. En Route: Future State • Late departure causes crew to fly at high cost index to make up time. • Forecasts indicate the presence of severe weather all afternoon at destination. Flight crew and dispatcher monitor the “Gust Front TRACON Map Product” and observe a line of severe weather approaching the airport. • Storm motion product shows the storm will reach the airport before arrival time, so with a delay likely, and the aircraft is slowed to conserve fuel. • When the aircraft is 200 miles out, holding instructions are received. • Storm motion shows thunderstorm has reached airport. D-ATIS data confirms MBAs at airport. RBT shows WS/MBAs on all runways. • Storm Motion display shows the storm is 10 miles wide and moving at 20 knots. Gust front has reached the airport with a change in wind direction and an increase in velocity. • Using all the data sources combined it appears the event will pass in 30 minutes. With adequate fuel state, the decision to hold is made. • After 30 minutes, storm passes, arrivals are resumed, and aircraft proceeds inbound to airport. • Using a combination of several data sources, improved decisions were made.

46. Arrival: Current State • A flight is 200 miles from destination. • Aircraft weather radar shows severe weather in the area but impacts from the weather (gust fronts, WS/MBA, etc..) are unknown. • The ATIS states WS/MBAs alerts are in progress but details about which runways and the severity are not included. • Controllers are delaying aircraft due to MBAs on the arrival runways • The aircraft receives a speed reduction and delay vectors • The impacts from the storm and the duration of the delays are unknown. • The flight crew does their best to understand the event and make a plan, but data is limited. • After holding for 20 minutes and uncertainty about the length of the delay, fuel state dictates a diversion is necessary. • The aircraft climbs back to altitude and diverts.

47. Arrival: Future State • A flight is ninety minutes from destination. • D-ATIS does not yet report WS/MBAs or severe weather at airport • Flight crew checks the ITWS product and observes a line of severe thunderstorms with associated gust front approaching the airport. • When 200 miles out a descent clearance is received. The Gust Front ETI product predicts the airport will be impacted ten minutes before the ETA. The LLWAS Ribbon Display Terminals (RBT) do not show WS/MBA activity yet. • When 15 minutes from landing, WS alerts are observed on the RBT. • When 10 minutes from landing, MBA alerts are observed on RBT. • Arrivals are stopped due to MBAs, wind shift, and heavy precipitation. • The storm motion feature shows the storm is 8 miles wide and moving at 20 knots. Knowing that, and considering the fuel state of the aircraft, the decision to hold is made. • After a short hold, the storm passes as predicted, and the aircraft lands, avoiding a diversion.

48. References • SWIFT Focus Group Website • http://connect.lstechllc.com/index.cfm/main/opconfocusgroup • Please review Flow Use Case Document and provide feedback by March 15th, 2019 • http://connect.lstechllc.com/files/Flow%20Use%20Case%20Draft%20v0.3_2019_02_28.docx • Next meeting will be March 28th, 2019 • Will close out Flow Use Case Document • Will present Meteorological Use Case Document • Please have Flow and Meteorological SMEs available for comment • Contacts • Jay Zimmer (jay.zimmer@lstechllc.com) • Felisa White (felisa.white@faa.gov)

49. Backup

50. Definitions • Service • A mechanism to enable access to one or more capabilities, where the access is provided using a prescribed interface • Data Service • A service which provides access to source data • Business Service • Business function or capability offered as a service • Functionality delivered to business/operational decision-makers • Information Service • A service which provides tailored access to data or information defined by a set of user configurable rules