Operational Context and Use Case Focus Group

Operational Context and Use Case Focus Group
February 28, 2019

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

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 November 2018 TAIS OCD Closeout Flight UCD Closeout FNS OCD ITWS OCD Storyboard Flow UCD Storyboard December 2018 Canceled due to holidays January 2019 Canceled due to shutdown February 2019 FNS OCD Closeout ITWS OCD Flow UCD TDES OCD Storyboard MET UCD Storyboard March 2019 ITWS OCD Closeout Flow UCD Closeout TDES OCD MET UCD APDS OCD Storyboard April 2019 TDES OCD Closeout MET UCD Closeout APDS OCD TFMS Status OCD Storyboard Aero UCD Storyboard May 2019 APDS OCD Closeout TFMS Status OCD Aero UCD SFDPS General OCD Storyboard June 2019 TFMS Status OCD Closeout Aero UCD Closeout SFDPS General OCD ISMC OCD Storyboard July 2019 SFDPS General OCD Closeout ISMC OCD August 2019 ISMC OCD Closeout *OCD – Ops Context Document, UCD – Use Case Document

Use Case Document Domains
Flight STDDS – SMES STDDS – TAIS TFMS – Flight SFDPS – Flight SFDPS – General Flow TFMS – Flow TBFM Meteorological ITWS STDDS – ADPS STDDS – TDES Aeronautical SFDPS – Airspace FNS 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

Use Case Document Flow Use Case

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

Decomposition of Flow Domain Data Elements
TFMS and TBFM Flow Information Surface En Route Terminal TFMS Data 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. Deicing Event Data Restrictions from NTML (MIT, etc..) Airport Runway Configurations Departure Route Availability TBFM Data EDC Scheduling of Departures AAR, Airport Configuration, Metering On/Off at Destination Flow Data: AFP, Re-Routes, FCA. Flight Data: Position, Altitude, Speed, Trajectory, etc.. 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) TBM to Close-in Fixes and Runway ETA at Runway STA at Runway AAR, Airport Configuration, Metering On/Off September 7, 2018

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

1.2 SWIM Flight Information Services Sourcing Traffic Flow Flight Information Service
Briefly describe the services we will be using and where the data comes from Goal is to develop a common understanding of the data Data analysis will include traceability of data Includes discussion on how data is used in the NAS September 7, 2018

1.3 Overview of Use Case Decomposition of TBFM and TFMS Flow Data by Phase of Flight
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 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 En route Arrival Departure

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.

ANSP Perspective Complete Data
2.1 Current State - “Flow” Data Gap in Present State 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 Perspective Complete Data 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, 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 Deicing Event Data Airport Runway Configurations AOC Knows: AAR, Airport Configuration, Metering On/Off. Flow Data: AFP, Re-Routes, FCA. Departure En Route Arrival

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

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

3. Future State Shared Perspective ANSP Perspective AOC 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: 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.) 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 AOC Perspective Departure Arrival En Route

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.

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

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 This slide is intended to identify the anticipated benefits associated with our understanding of the solution Goal is to identify some way to validate the magnitude of the improvement seen with the benefit Intent of this slide is to validate these and identify whether there are additional benefits not identified here September 7, 2018

3.3 Conclusions Many 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. This identifies the metrics and initiatives they identified for us during the first meeting, that could be addressed this solution I want them to see how we’re linking what’s important to them to what we’re providing them with the data sets September 7, 2018

Meteorological Use Case
Storyboard Meteorological Use Case

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.

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

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.

ITWS Sources and Products

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

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?”

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

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

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.

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?

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.”

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.”

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.”

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.

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 Data Available in Future Broadcast ATIS Gust front movement Forecasts WS/MBA data for each runway Weather radar 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 Departure Arrival

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.

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

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 This slide is intended to identify the anticipated benefits associated with our understanding of the solution Goal is to identify some way to validate the magnitude of the improvement seen with the benefit Intent of this slide is to validate these and identify whether there are additional benefits not identified here September 7, 2018

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.

Many Objectives, One Mission: Harmonized Operations Data 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. This identifies the metrics and initiatives they identified for us during the first meeting, that could be addressed this solution I want them to see how we’re linking what’s important to them to what we’re providing them with the data sets September 7, 2018

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.

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.

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.

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.

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.

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.

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.

References SWIFT Focus Group Website
Please review Flow Use Case Document and provide feedback by March 15th, 2019 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 Felisa White

Backup

Definitions Service Data Service Business Service Information 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

TFMS Messages TFMS Message Name Description Flow Information
GDP definition which includes start time, end time, program rate, scope, etc.. of a Traffic Management Initiative. Flight Data Which flights are impacted and what their controlled times of departure (CTD), Expect Departure Clearance Time (EDCT) and arrival (CTA) are. GeneralAdvisory A general purpose message for sending a traffic management advisory. These advisories are not associated with specific TMIs, which have their own advisory message types.. GDP Advisory (flow) Provides all of the parameters that define the GDP, including arrival airport, start and end times, program (desired arrival) rate, scope, inclusions, revisions and exclusions. ncsm Flight Control (flight) This message is issued for every flight that was assigned an EDCT as a result of the initial GDP being issued. It includes the flight identifying data, the EDCT, CTA, and assigned arrival slot. gdpCompression Compress the GDP: This method preserves current slot assignments, for the most part, and moves flights only as needed to fill unused arrival slots. gdpBlanket Applies a blanket change: This method applies a fixed change in assigned delays to all flights in the program. gdpCancel Cancels a GDP prior to the issued end time. A GDP cancellation is sent with a new ncsmFlightControl (flight) message for each affected flight.. gsAdvisory Implements a Ground Stop. gsCancel Cancels a Ground Stop. feaFca Creates or modifies an FEA/FCA. FCAs are created in support of a TMI, such as an AFP, CTOP, or Reroute. Message does not specify the flights that TFMS determines to be in the FCA afpAdvisory Sent when a traffic manager issues an AFP. Once issued, individual flight control times are updated through more ncsmFlightControl (flight) messages. fadtBcast Fuel Flow Advisory Delay Time Message for Fuel Advisory Delay Table (FADT) for TFMS ingestion. Specifies delays for unscheduled flights affected by GDP and AFP. afpCompression If the Traffic Manager revises the AFP, TFMS sends either a new afpAdvisory (flow) message or an afpCompression (flow) message, followed by new ncsmFlightControl (flight) messages. afpCancel Sent if the Traffic Manager cancels an AFP prior to its end time. reroute Sent for all types of Reroutes. The traffic manager may include flight list when issuing a Reroute. If this option is chosen, message will include the list of flights ncsmFlightRoute If a Reroute is Required, TFMS sends out the assigned route used for modeling flightPlanInformation Once a flight plan is filed, TFMS will use the flight plan route for modeling the flight. When this happens, this message is sent. ctopDefinition When a traffic manager issues or revises a CTOP, TFMS sends this message which provides all the parameters defining the CTOP program. ctopCancel When a traffic manager cancels a CTOP, TFMS sends this message. deicing Deicing events are sent using this message for an airport going into, or out of, deicing. Communicated in real-time with no start and end times. restriction Restrictions are sent using this message. Define mile-in-trail (MIT), altitude, and speed restrictions and have start end and times. airportCongfigMessage Airport runway configurations are sent using this message. raptTimelineMessage Departure route availability information is sent using this message.

TBFM Messages TBFM Message Name Description Aircraft Information
Provides metering information about an aircraft; specifically: flight plan, STAs, ETAs, MRE Assignments, and scheduling group information Configuration Information Provides metering information about the configuration of the system; specifically: airport configurations, airport acceptance rates, TRACON acceptance rates, gate acceptance rates, Meter Point acceptance rates, runway acceptances rates, super stream class configurations, and satellite airport configurations Other Information Provides metering information about the status of metering and the status of system interfaces Adaptation Information Provides information about applicable system adaptation to include TRACON names, gate names, configuration names, Meter Reference Point names, and stream class names Synchronization Information This message includes no body, it is sent only to indicate an impending refresh of all TBFM data, either as a result of system startup or a periodic synchronization event

Meteorological Message Sets
Met Data is comprised of data from three sources: ITWS: Integrated Terminal Weather System APDS: Airport Data Service TDES: Tower Departure Event Service Clients have ability to select and filter which Met Data they choose to receive. Met Data is transmitted in a machine readable format that allows for automated processing, formatting and graphical display. Met Data is updated when there is a commanded or computed change. Following are examples of ITWS, APDS, and TDES messages.

Technical Stuff The ITWS Information Service follows a “publish/subscribe” messaging model through which ITWS data can be subscribed to and received. All external users interested in subscribing to ITWS SWIM services negotiate connections to the ITWS Information Service data queue. Once authenticated and connected to NEMS, the client receives a stream of real-time ITWS data. Following are descriptions of the data elements.

ITWS Messages ITWS Message Name Description MicroburstTRACONMap
Generated whenever a microburst (or wind shear) is either predicted or detected. These messages are extremely important with regard to aviation safety, and must be treated with higher priority. MicroburstATIS Used to determine when microburst advisories should be broadcast through an airport’s Automatic Terminal Information System (ATIS). Include a 20 minute countdown timer used to determine when the advisories should be removed from the ATIS. WindShearATIS Used to determine when wind shear advisories should be broadcast through an airport’s Automatic Terminal Information System (ATIS). Includes status of a 20 minute countdown timer used to determine when the advisories should be removed from the ATIS. GustFrontTRACONMap ITWS detects gust fronts and other types of fronts and predicts their locations, typically ten and twenty minutes into the future. These messages should be treated with higher priority. GustFrontETI Contains the estimated time for the nearest gust front to impact an airport. It will declare an impact when the gust front is within a configurable time (nominally 20 minutes) of reaching the airport. ConfiguredAlerts Generated once every ten seconds for each runway at each airport in ITWS coverage, but may be generated more frequently if there are wind shear alerts. Ten seconds is the maximum time between messages. The wind shear alerts are detected instead of predicted. These messages contain alert notifications if any Wx events (such as wind shear, microburst, gust front, etc..) are predicted to affect the given runway. These message also contain the current runway configuration for the entire airport, and a reading for the current wind direction and speed for the midpoint of the runway. HazardText5nm Used to associate additional textual information (such as echo top values, hail, severe storm circulation etc..) with the graphical products depicting the current storm. HazardTextTRACON HazardTextLongRange TerminalWeatherGraphicsText Text-based airport-specific product generated only for TDWR (Terminal Display Weather Radar) supported airports. It summarizes in a character-based graphic display a subset of ITWS weather information. The messages contain textual graphics depicting the location of precipitation, microbursts, and gust fronts near an airport. TerminalWeatherTextNormal Text-based, airport-specific products generated for TDWR-supported airports. Either NORMAL messages are sent every 10 minutes, or SEND messages are sent when hazardous conditions are occurring, describing the hazards in text form. TerminalWeatherTextSpecial text-based, airport-specific products generated for TDWR-supported airports. Either NORMAL messages are sent every 10 minutes, or SEND messages are sent when hazardous conditions are occurring, describing the hazards in text form. This product is virtually identical to the Terminal Weather Text Normal product, except for the name. Precipitation5nm Shows data from the TDWR surface level scan in NWS VIP 6-levels and areas indicated as attenuated data in a gridded format. PrecipitationTRACON Shows data from the ASRs in NWS VIP 6-levels in a gridded format after areas of anomalous propagation have been edited out. PrecipitationLongRange Shows data from the NEXRAD and TDWR radars in NWS VIP 6-levels and areas indicated as attenuated data in a gridded format. APIndicatedPrecipitation Indicates the location(s) where the ITWS system has detected the possible location of AP (erroneous data) in each ASR precipitation grid.

ITWS Messages ITWS Message Name Description TornadoDetections
Includes the location of a tornado as determined by the NEXRAD tornado algorithm. TornadoAlert Text description sent after each Tornado Detection product. It contains the radius of the alert warning around the Airport Reference Point (ARP). ForecastImage A standard precip image of current precipitation, plus six forecast images, each covering a ten minute period for up to one hour. ForecastAccuracy Used by ITWS to rate the accuracy of its previous storm position and intensity forecasts. For example, it will look at the prediction from one hour and one half hour in the past, compare both to the current storm data and determine a accuracy score (from 1-100) for each of the predictions. ForecastContour Contains four predicted contour lines, corresponding to the outer edges of a storm cell, for what ITWS calculates to be the position of the outer boundary of the storm cell for 30 and 60 minutes in the future, and for both standard and winter forecasts. SM_SEPLongRange Storm Motion Storm Extrapolated Position (SM SEP) product shows motion vectors and contours which indicate the predicted future positions of storm cells. One set of data is generated for the current state, and for 10 and 20 minutes in the future. SM_SEP5nm SM_SEPTRACON RunwayConfiguration Generated when a runway configuration is changed at any ITWS-covered airport. WindProfile Provides wind direction and speeds at different altitudes for pre-configured locations associated with an airport. APStatus Used to signal the presence of Anomalous Propagation (AP) in the precipitation grids. ITWS_Status_Information Provides information about the ITWS status for the External User subsystem. It indicates whether ITWS is in Operational or Maintenance mode. If ITWS is in Maintenance mode, products are not distributed to the External Users.

APDS Messages APDS Message Name Description RVRDataUpdateMessage.
Sent periodically (nominally every 60 seconds) and upon change of any published fields received from RVR.

TDES Messages TDES Message Name Description TowerDepartureEventMessage
Sent upon the receipt of a corresponding event from EFSTS and/or TDLS. DATISData Sent upon the receipt of D-ATIS data from TDLS and repeated periodically per D-ATIS message data type (nominally every 60 seconds). Note: The D-ATIS message data type is contained in the first character of the dataHeader field. Possible values: ‘C’ for Combined, ‘D’ for Departure, ‘A’ for Arrival.

Overview of ITWS Products
Microburst TRACON Map Product A microburst and a wind shear are the same phenomena, but are differentiated by intensity. They are associated with thunderstorms. They are a strong wind that spreads out in all directions. (Next Slide) A wind shear has a wind speed of 25 knots or less A microburst has a wind speed change of 30 knots or greater A microburst can be up to about 2 miles in diameter They can have wind speeds up to 168 mph. Microbursts develop very suddenly (within two minutes), posing severe danger to aircraft. They can result in a loss of lift to a slow moving aircraft close to the ground. The ITWS Microburst Product shows the location of the gust front relative to the airport.

Microburst Depiction Tailwind at Exit Point is Hazardous

MBA Detection Red Circles are MBAs. Numbers indicate strength of MBA

Gust Front TRACON Map Product A gust front is a leading edge of cool air exiting a thunderstorm. A sudden and large change in wind speed results. (Next Slide) The wind speed and direction change can be hazardous for aviation. The gust front can be 10 to 20 miles long. ITWS detects gust fronts, and predicts their locations 10 and 20 minutes into the future. The ITWS Gust Front Product shows the location of the gust front relative to the airport.

Depiction of a Gust Front. At the front, an abrupt wind change occurs.
East Wind West Wind

Gust Front TRACON Map Product The two dotted lines are the predicted position of the gust front 10 minutes and 20 minutes from now. The arrow and number represent the predicted wind speed and direction behind the gust front.

Gust Front ETI Product The Gust Front ETI Product contains the estimated time for the gust front to reach the airport. It provides an estimate when the front is within 20 minutes of reaching the airport. This precise estimate gives planners a good idea when the airport will be impacted. This allows users to develop improved mitigation strategies plus enhanced diversion and diversion recovery plans.

Gust Front Depiction. Solid line is gust front
First dashed line is where front will be in 10 minutes Second dashed line is where front will be in 20 minutes Gust Front 10 minutes 20 minutes

Configured Alerts Product A configured alert product is generated once every ten seconds for each runway. Messages contain alert notifications if any Wx events (wind shear, microburst, gust front, tornado etc..) are predicted to affect the runway. These message also contain the current runway configuration for the entire airport, and a reading for the current wind direction and speed for the midpoint of the runway. The data includes the alert time, runway configuration, airport wind direction, speed, gust speed, and associated times. The runway alert list shows alert type, loss or gain in knots, alert first and last locations, LLWAS wind direction and speed. (Next Slide) Hazard Text Products The Hazard Text products are used to associate additional textual information (such as cloud tops, hail, severe storm circulation) with the graphical products depicting the current storm.

Depiction of MBA Alert. Translation: Runway 13R Arrival, Microburst Alert, 50 knot loss on the runway, wind 210 degrees at 5 knots.

Terminal Weather Graphics Product The Terminal Weather Graphics Product is a text-based airport-specific product. It summarizes in a character-based graphic display a subset of ITWS weather information, making the information available to Data Link Users and External Users. The messages contain textual graphics depicting the location of precipitation, microbursts, and gust fronts near an airport. Terminal Weather Text Special Product The Terminal Weather Text products are text-based, airport-specific products generated when hazardous weather conditions impact or are expected to impact active runways.

Terminal Weather Text Normal Product The Terminal Weather Text Normal Product is a text-based airport-specific product that summarizes in text a subset of ITWS weather information for transmission to aircraft. It contains airport ID, duration of event, time storm began, precipitation level (e.g. moderate, heavy), storm cell location from airport, movement speed and direction, and data about hail and wind shear/ microburst alerts. A sample message: KMCO 1830Z ITWS TERMINAL WX MICROBURST ALERT 30KT LOSS BEGAN 1805 -STORM(S)AT ARPT HAIL INM NE HVY PRECIP MOVG W AT 15KT

Tornado Detection Product Provides the location, speed, and direction of all tornadoes. It is updated every 5 minutes. Tornado Alert Product Contains the alphanumeric text for the tornado alerts. It is sent following the Tornado Detection Product every 5 minutes. It contains the time of the report, a flag to indicate tornado existence, and the radius of the alert warning around the airport. Wind Profile Product Provides wind direction and speeds at different altitudes for designated locations associated with an airport. Each message contains up to ten altitudes.

Forecast Products Forecast Image Product Describes precipitation data for a TRACON. Each message contains several images: the most recent precipitation analysis used to generate the forecasts, plus up to six forecast images. Forecast Accuracy Product Contains the Forecast Accuracy Product for a specific airport. Forecast Contour Product Contains four high-probability contours, one each for the 30 and 60-minute forecast. Each contour is identified as to its type (standard or winter) and forecast period (30 or 60 minutes). Storm Motion Storm Extrapolated Position Products Provides the motion vectors and extrapolated positions showing storm motion.

Overview of TDES Products
Tower Departure Events Publishes taxi start and takeoff time from select towers associated with a TRACON. Identifies GUFI, call sign, departure and arrival airport, runway used. Digital Air Traffic Information Service (D-ATIS) Provides ATIS data in textual form. Sent each time the D-ATIS is updated and repeated every 60 seconds. The type of ATIS is displayed: ‘C’ for Combined, ‘D’ for Departure, ‘A’ for Arrival.

Overview of APDS Products
RVR Update Publishes Runway Visual Range (RVR) observations Sent periodically (nominally every 60 seconds) and upon change of any published fields received from RVR.

Operational Context and Use Case Focus Group

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Operational Context and Use Case Focus Group

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