ATM Process Model - Guide V1.0...ATM PROCESS MODEL - GUIDE WP2 Document information EC project title EPISODE 3 EC project N 037106 Project / Work package WP2 EPISODE 3 WBS WP2 Document

ATM PROCESS MODEL - GUIDE WP2

Document information

EC project title EPISODE 3

EC project N° 037106

Project / Work package WP2

EPISODE 3 WBS WP2

Document Name ATM Process Model - Guide

Deliverable ID/ Doc ID SESAR ATM Process Model for EP3

Version 1.0

Version date 30-08-2007

Status draft

Classification Internal Use

Filename ATM Process Model Description V1.0.doc

Owner of the document

EUROCONTROL

Contributing partners

EUROCONTROL, ISDEFE

Episode 3

SESAR ATM Process Model for EP3

ATM Process Model - Guide

Date: 30-08-2007

N°: 1.0

Status: draft

SESAR ATM Process Model for EP3 - Page 2 of 132 - Internal Use

This document was developed by members of the Episode 3 consortium under a contract with European Commission. Its content cannot be reproduced or disclosed in any form without prior written authorization, to be requested from the Episode 3 Project Co-ordinator.© Copyright 2006 – All Rights Reserved

DOCUMENT CONTROL

Approval

Role Organisation Name Version Date & signature

Document owner

Work Package leader

Quality Coordinator

Management cell

Project Coordinator

Project Management Board

European Commission

Edition history

Edition Nº Date Status Author(s) Justification

0.1 04/07/2007 DRAFT EUROCONTROL, ISDEFE

Creation of the document

1.0 30/08/2007 DRAFT EUROCONTROL Initial baseline consolidation

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DISTRIBUTION LIST

Company's short name Contact

EUROCONTROL

AENA

Airbus

DFS

NATS

DLR

NLR

DSNA

ENAV

INECO

ISA

Isdefe

LFV

SELEX

SICTA

TH-AV

TR6

QUB

ATMB

CAST

ACG

HGC

LPS

LVNL

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TABLE OF CONTENTS

1 INTRODUCTION ............................................................................................................... 9 1.1 PURPOSE OF THE DOCUMENT ....................................................................................... 9 1.2 INTENDED AUDIENCE.................................................................................................... 9 1.3 DOCUMENT STRUCTURE............................................................................................... 9 1.4 CONTEXT................................................................................................................... 10 1.5 REFERENCES AND APPLICABLE DOCUMENTS................................................................ 10

2 ATM PROCESS MODEL READING GUIDE .................................................................. 11 2.1 BACKGROUND............................................................................................................ 11 2.2 MODEL AND DIAGRAMS OBJECTIVE .............................................................................. 11 2.3 DEFINITION OF A PROCESS.......................................................................................... 11 2.4 THE MEANING OF ARROWS.......................................................................................... 11 2.5 ASSUMPTIONS ........................................................................................................... 12

3 ATM PROCESSES.......................................................................................................... 13 3.1 MANAGE LONG TERM PLANNING PHASE...................................................................... 14

3.1.1 Establish Performance Framework ................................................................. 15 3.1.1.1 Agree on Operational Performance Framework .................................. 16 3.1.1.2 Agree on Societal Outcome Framework ............................................... 16 3.1.1.3 Agree on Performance Enablers Framework ....................................... 16 3.1.1.4 Agree on Service Levels .......................................................................... 17

3.1.2 Initiate Traffic and Airspace Demand Planning ............................................... 17 3.1.2.1 Forecast Traffic Demand ......................................................................... 18 3.1.2.2 Request Airport Slots ............................................................................... 19 3.1.2.3 Plan Long Term Airspace Reservation Demand.................................. 19

3.1.3 Optimise ATM resources ................................................................................. 20 3.1.3.1 Define/Refine Resource Usage Rules ................................................... 21

3.1.3.1.1 Define/Refine Airport Usage Rules ...................................................... 22 3.1.3.1.2 Define/Refine Airspace Usage Rules .................................................... 22 3.1.3.1.3 Define/Refine Network Usage and Prioritisation Rules........................ 22

3.1.3.2 Define/Refine Infrastructure .................................................................... 23 3.1.3.2.1 Define/Refine Airport Infrastructure..................................................... 24 3.1.3.2.2 Define/Refine Airspace Infrastructure .................................................. 24

3.1.3.3 Assess Long Term Resource Available Capacity Plan....................... 24 3.1.3.3.1 Define/Refine Possible Resource Configurations ................................. 25

3.1.3.3.1.1 Define/Refine Possible Airport Configurations ............................. 26 3.1.3.3.1.2 Define Possible Airspace Configurations....................................... 27

3.1.3.3.2 Define Resource Available Capacity Plan ............................................ 27 3.1.3.3.2.1 Define Airport Available Capacity Plan ........................................ 28 3.1.3.3.2.2 Define Airspace Available Capacity Plan ...................................... 29

3.1.4 Perform Long Term Demand Capacity Balancing........................................... 29 3.1.4.1 Identify Network Target Capacity ........................................................... 31

3.1.4.1.1 Identify Target Airport Capacity........................................................... 32 3.1.4.1.2 Identify Target Airspace Capacity ........................................................ 32

3.1.4.2 Assign Airport Resources ........................................................................ 33

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3.1.4.3 Define/Refine Catalogue of Solutions.................................................... 33 3.1.4.3.1 Define/Refine Airport Catalogue of Solutions...................................... 34 3.1.4.3.2 Define/Refine Airspace Catalogue of Solutions ................................... 35

3.1.5 Determine Long Term User Traffic Demand ................................................... 35 3.2 MANAGE MEDIUM/SHORT TERM PLANNING PHASE ...................................................... 36

3.2.1 Plan Traffic and Airspace Requirements ......................................................... 37 3.2.1.1 Refine Airspace Reservation Demand .................................................. 39 3.2.1.2 File/Refine SBT ......................................................................................... 39

3.2.1.2.1 Schedule Flights .................................................................................... 41 3.2.1.2.2 Optimise Flight Route ........................................................................... 41 3.2.1.2.3 Validate SBT......................................................................................... 41 3.2.1.2.4 Schedule Aircraft Operations ................................................................ 42

3.2.1.3 Start UDPP on SBTs ................................................................................ 42 3.2.1.4 Build/Refine Reference Traffic Demand................................................ 43

3.2.2 Refine ATM Resources.................................................................................... 43 3.2.2.1 Refine Resource Usage Rules ............................................................... 44

3.2.2.1.1 Refine Airport Usage Rules .................................................................. 45 3.2.2.1.2 Refine Airspace Usage Rules ................................................................ 46 3.2.2.1.3 Refine Network Usage Rules ................................................................ 46

3.2.2.2 Refine Possible Configurations............................................................... 47 3.2.2.2.1 Refine Possible Airport Configurations ................................................ 47 3.2.2.2.2 Refine Possible Airspace Configurations.............................................. 48

3.2.2.3 Refine Resource Available Capacity Plan ............................................ 48 3.2.2.3.1 Refine Airport Resource Available Capacity Plan................................ 49 3.2.2.3.2 Refine Airspace Resource Available Capacity Plan ............................. 50

3.2.3 Balance Planned Demand and Capacity......................................................... 50 3.2.3.1 Detect Demand Capacity Imbalance ..................................................... 52

3.2.3.1.1 Detect Airport Demand Capacity Imbalance ........................................ 53 3.2.3.1.2 Detect Airspace Demand Capacity Imbalance...................................... 53

3.2.3.2 Optimise Capacity Usage ........................................................................ 54 3.2.3.2.1 Select/Refine/Elaborate a DCB solution ............................................... 55

3.2.3.2.1.1 Select/Refine/Elaborate an DCB Solution at Airport Level........... 56 3.2.3.2.1.2 Select/Refine/Elaborate an DCB Solution at Airspace Level ........ 56 3.2.3.2.1.3 Select/Refine/Elaborate a DCB Solution at Network Level........... 56

3.2.3.2.2 Check Network Impact of the DCB Solution........................................ 57 3.2.3.3 Plan Traffic Queues .................................................................................. 57

3.2.3.3.1 Plan Departure Queue ........................................................................... 58 3.2.3.3.2 Plan Arrival Queue................................................................................ 59 3.2.3.3.3 Plan En-route Queue ............................................................................. 59

3.2.3.4 Manage Pre-departure Sequence .......................................................... 60 3.2.4 Prepare Flight for Departure ............................................................................ 60

3.2.4.1 Obtain Flight Briefings .............................................................................. 61 3.2.4.2 Check Aircraft Requirements .................................................................. 62 3.2.4.3 Calculate, Validate and Publish RBT ..................................................... 62

3.3 MANAGE EXECUTION PHASE....................................................................................... 63 3.3.1 Adjust Traffic and Airspace Requirements ...................................................... 64

3.3.1.1 Revise RBT ................................................................................................ 66 3.3.1.1.1 Re-Schedule Flights .............................................................................. 67

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3.3.1.1.2 Adjust Flight Route ............................................................................... 67 3.3.1.1.3 Validate RBT Changes.......................................................................... 68

3.3.1.2 Update RBT ............................................................................................... 68 3.3.1.3 Start UDPP during Execution Phase ..................................................... 69 3.3.1.4 Execute Aircraft Trajectory ...................................................................... 69 3.3.1.5 Adjust User Airspace Requirements Dynamically ............................... 69

3.3.2 Adjust Resources and Traffic Demand............................................................ 70 3.3.2.1 Identify Demand Capacity Imbalance .................................................... 71

3.3.2.1.1 Assess Capacity Load............................................................................ 72 3.3.2.1.2 Assess Traffic Complexity .................................................................... 73

3.3.2.2 Adjust Resources Dynamically ............................................................... 73 3.3.2.2.1 Switch Operational Rules...................................................................... 75

3.3.2.2.1.1 Switch Airport Operational Rules .................................................. 76 3.3.2.2.1.2 Switch Airspace Operational Rules................................................ 76

3.3.2.2.2 Coordinate Temporary Resource Closure ............................................. 77 3.3.2.2.2.1 Coordinate Temporary Airport Resource Closure ......................... 77 3.3.2.2.2.2 Coordinate Temporary Airspace Resource Closure ....................... 77

3.3.2.3 Propose a DCB Solution .......................................................................... 78 3.3.2.3.1 Select/Refine/Elaborate a Short Term DCB Solution ........................... 79

3.3.2.3.1.1 Select/Refine/Elaborate a Short Term DCB Solution at Airport Level 80 3.3.2.3.1.2 Select/Refine/Elaborate a Short Term DCB Solution at Airspace Level 80 3.3.2.3.1.3 Select/Refine/Elaborate a Short Term DCB Solution at Network Level 81

3.3.2.3.2 Check Network Impact of a DCB Short Term Solution ....................... 81 3.3.3 Manage Traffic Queues ................................................................................... 81

3.3.3.1 Manage Airport Departure Queue .......................................................... 83 3.3.3.1.1 Optimise Departure Queue.................................................................... 84 3.3.3.1.2 Implement Departure Queue ................................................................. 84

3.3.3.2 Manage Terminal Area Exit Queue........................................................ 85 3.3.3.2.1 Optimise Terminal Area Exit Queue..................................................... 87 3.3.3.2.2 Implement Terminal Area Exit Queue .................................................. 87

3.3.3.3 Manage En-Route Queue........................................................................ 88 3.3.3.3.1 Optimise En-Route Queue .................................................................... 89 3.3.3.3.2 Implement En-Route Queue.................................................................. 89

3.3.3.4 Manage Arrival Queue ............................................................................. 90 3.3.3.4.1 Optimise Arrival Queue ........................................................................ 91 3.3.3.4.2 Implement Arrival Queue...................................................................... 92

3.3.4 De-conflict and Separate Traffic ...................................................................... 92 3.3.4.1 Provide Separation on Airport Surface .................................................. 94

3.3.4.1.1 Handle Surface Movement for Departure Traffic ................................. 95 3.3.4.1.2 Handle Surface Movement for Arrival Traffic...................................... 95

3.3.4.2 Provide Separation in Terminal Area ..................................................... 95 3.3.4.2.1 Decide on Appropriate Separation Mode in Terminal Area ................. 96 3.3.4.2.2 Provide Separation in Terminal Area according to the Separation Mode 97 3.3.4.2.3 Detect Conflict in the Terminal Area .................................................... 97

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3.3.4.2.4 Solve Conflict in the Terminal Area ..................................................... 97 3.3.4.3 Provide Separation in En-Route Airspace ............................................ 98

3.3.4.3.1 Decide on Appropriate Separation Mode in Manage En-Route Airspace 99 3.3.4.3.2 Provide Separation in Managed En-Route Airspace According to the Separation Mode...................................................................................................... 99 3.3.4.3.3 Detect Conflict in Managed En-Route Airspace................................. 100 3.3.4.3.4 Solve Conflict in Manage En-Route Airspace .................................... 100

3.3.5 Avoid Collision ............................................................................................... 100 4 ACTOR DESCRIPTION ................................................................................................ 101

4.1 AI DATA MANAGER .................................................................................................. 101 4.2 AIRLINE STATION MANAGER ..................................................................................... 101 4.3 AIRSPACE DESIGNER ............................................................................................... 101 4.4 AOC STAFF............................................................................................................. 102 4.5 APOC STAFF .......................................................................................................... 102 4.6 APRON CONTROLLER ............................................................................................... 102 4.7 ATM STAKEHOLDERS............................................................................................... 102 4.8 CIVIL/MILITARY AIRSPACE MANAGER ........................................................................ 102 4.9 COMPLEXITY MANAGER............................................................................................ 102 4.10 EXECUTIVE CONTROLLER ......................................................................................... 103 4.11 FLIGHT CREW .......................................................................................................... 103 4.12 FLIGHT SCHEDULE DEPARTMENT STAFF ................................................................... 103 4.13 GROUND HANDLING AGENT ...................................................................................... 103 4.14 MET DATA MANAGER .............................................................................................. 104 4.15 PLANNING CONTROLLER........................................................................................... 104 4.16 REGIONAL NETWORK MANAGER ............................................................................... 104 4.17 SUB-REGIONAL NETWORK MANAGER........................................................................ 104 4.18 TOWER GROUND CONTROLLER ................................................................................ 104 4.19 TOWER RUNWAY CONTROLLER ................................................................................ 104

5 DATA GLOSSARY........................................................................................................ 105

6 MAPPING TO SESAR 2.2.2 CONOPS......................................................................... 115

7 APPENDIX A: MODELLING DECISIONS AND ASSUMPTIONS ............................... 129 7.1 NOP AND SWIM...................................................................................................... 129 7.2 TRAJECTORY BASED OPERATIONS ............................................................................ 129 7.3 COMPLEXITY MANAGEMENT...................................................................................... 129 7.4 EXECUTION PHASE ASSUMPTIONS ............................................................................ 130 7.5 AIRSPACE USERS, TRAJECTORY BASED OPERATIONS AND INTERACTIONS................... 130

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1 INTRODUCTION

1.1 PURPOSE OF THE DOCUMENT

This document aims at easing the reading of the ATM Process Model, a process breakdown of the SESAR ConOps (ref [1]). It specifically provides explanations on the ATM Process Model and how to understand it.

The ATM Process Model is delivered by EUROCONTROL to EPISODE 3 partners as an initial baseline that will:

• Feed the production of the Detailed Operational Description documents (DODs),

• Be updated and maintained during the whole course of the EPISODE 3 project.

1.2 INTENDED AUDIENCE

The intended audience for this document is the EPISODE 3 set of partners.

1.3 DOCUMENT STRUCTURE

The document is split in the following chapters:

• Chapter 1: introduction to purpose and general considerations.

• Chapter 2: provides guidance to the understanding of the ATM Process Model. This chapter describes the methodology used and the principles adopted for the Modelling. It shows how the diagrams gathering the activities, the activities themselves and the arrows linking these inter-relate, and what they represent. A glossary is provided for bringing a common understanding of the meaning of the arrows described in the ATM Process Model.

• Chapter 3: provides the full description of each process identified in the process breakdown.

• Chapter 4: provides the definition (roles and responsibilities) of each actor composing the ATM stakeholder group.

• Chapter 5: provides a complete glossary of all data found in the process model various diagrams.

• Chapter 6: provides the traceability matrix of all processes towards section F of SESAR ConOps 2.2.2 (ref[1]).

• Appendix A: This appendix provides the modelling decisions and assumptions that have driven the Model breakdown.

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1.4 CONTEXT

The context of this process breakdown activity is directly linked to the EPISODE 3 project. The ATM Process Model is the first step towards the production of the DODs (Detailed Operational Description documents).

1.5 REFERENCES AND APPLICABLE DOCUMENTS

Ref. Document Applicability

[1] SESAR concept of operations (task 2.2.2, version 1.0) Applicable

[2] SESAR Operational improvements (task 2.2.4, version 7.0) Applicable

[3] SESAR Roles and responsibilities (task 2.4.2, version 0.8) Applicable

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2 ATM PROCESS MODEL READING GUIDE

2.1 BACKGROUND

The ATM vision is:

“Europe has an affordable, seamless system of ATM, which enables all categories of airspace users to conduct their operation with minimum restrictions and maximum flexibility while meeting or exceeding the measurable targets for safety, operational efficiency and cost effectiveness, minimising the environmental impact and meeting national security and defence requirements.”

The Concept of Operations as described in the ConOps considers the European airspace as a single resource shared by all airspace users, whose diverse and sometimes competing business needs are fully recognised and catered for. This European airspace resource is integrated into the global ATM network to ensure cost-efficient interoperability.

The model captures the various ATM Processes according to the SESAR Concept, sticking to the SESAR ConOps vocabulary as far as possible. The model is organised along the layered planning phases (including the execution phase) which means that it is developed from the standpoint of a given flight, knowing that in order to carry on planning and execution processes, all the other relevant flights shall be taken into account.

2.2 MODEL AND DIAGRAMS OBJECTIVE

Process modelling is a technique for analyzing the whole system as a set of interrelated processes or functions.

The ATM Process Model breakdown consists of iterative splitting of a process into its constituent processes (collection of sub-processes (boxes) and arrows). Each of these sub-processes can in turn be broken down into its own constituent activities, leading to a more refined process diagram.

2.3 DEFINITION OF A PROCESS

Process names generally consist of a single active verb plus a common noun that clarifies the objective of the process from the viewpoint of the modeller. An adjective may be used to further qualify the noun. The processes (boxes) are linked together in the same diagrams or to processes belonging to adjacent diagrams by arrows. The description of all the processes related to the SESAR ConOps will give the picture of the SESAR ATM Process Model.

2.4 THE MEANING OF ARROWS

Different types of arrows can be connected to processes. Arrows represent either data (item, concepts or events) or people. Arrows are usually labelled along the arrow segment and can be connected from and to the border of a diagram (meaning that they come from or go to an

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process outside the current diagram or from/to outside the overall system) and between processes. There are four main types of arrows:

• Inputs Arrow: Inputs represent information that is consumed or transformed by the process to produce outputs. Input arrows always enter the left side of a process box.

• Controls Arrow: Data that impose rules that regulate how, when, and if a process is performed and which outputs are produced. They are often in the form of rules, regulations, policies, procedures, or standards. Control data influence a process without actually being transformed or consumed. They can also be used to describe items that trigger a process to start or finish. Control arrows always enter the top side of a process box. Each process should have at least one control arrow.

• Outputs Arrow: Information/data produced by the process. A process that does not produce a definable output should not be modelled (or, at a minimum, should be a candidate for elimination). Output arrows always exit from the right side of a process box. Each process should have at least one output arrow.

• Actors Arrow: Actors involved in the process described. Actor arrows always enter the bottom side of a process box.

Notes:

1. We have reduced the number of arrows to simplify the diagrams by adopting the following rule: when an arrow should normally go to all processes in a diagram, it has been left “unconnected” to avoid too many arrow crossings.

2. When a process box is marked at its top left corner, this denotes a leaf in the process tree. This means that no further process breakdown is applied as the level of elementary process has been reached.

2.5 ASSUMPTIONS

Please refer to Appendix A which lists other modelling decisions & assumptions.

Process Inputs

Controls

Ouputs

Actors

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3 ATM PROCESSES

The "Manage ATM" process is a top-level generic process covering the entire ATM business. It breaks down into a hierarchical tree of ATM processes which first level of refinement follows the ATM layers planning phases.

The "Executed Business Trajectories", outputs of this top-level process, match the main purpose of ATM management.

As only input, "Manage ATM" takes Forecasts including both STATFOR traffic forecasts and predicted specific events. Further detailed/refined forecats will be produced via specific ATM sub-processes thanks to this raw forecast input.

Actors ATM Stakeholders Inputs Forecast (Traffic/Specific Events) Outputs Executed Business Trajectories Controls Business Model | Constraints | MET Forecasts | Statistics

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3.1 MANAGE LONG TERM PLANNING PHASE

This high-level process covers the long-term planning phase which stretches from many years ahead to 6 months before the day of operations.

Actors ATM Stakeholders Inputs Forecast (Traffic/Specific Events) Outputs Airport Slots | Available SBTs | Catalogue of Solutions | Resource Available

Capacity Plan (Long Term) | Target Performance Levels Controls Archived Data | Business Model | Constraints (Economic/Political/Environmental)

| Statistics Ref. to 222 F.1 - Trajectory Management – General | F.2 - Trajectory Management – The

Practice | F.2.1 - The Relationship of Business and Mission Trajectories | F.2.2 - Trajectory States | F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.3.1 - Business Development Trajectory (BDT) | F.2.5 - Flight Planning to Support Trajectory Based Operations | F.2.6 - The ATM Planning Process | F.2.6.1 - Trajectory Based Collaborative Layered Planning | F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5 - Traffic Demand and Capacity

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Balancing | F.2.6.5.1 - Long-Term Planning Activities | F.2.6.5.3 - User Driven Prioritisation Process (UDPP) | F.2.6.5.5 - Post Flight Phase | F.2.6.6 - Military Planning Cycles | F.3 - Trajectory Based Operations | F.3.7 - Integration of Diverse Airspace Use Requirements | F.5 - Operations On And Around Airports | F.5.1 - High Level Operational Processes | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.2 - Remotely Provided Aerodrome Control Service

3.1.1 Establish Performance Framework

The purpose of this process is for ATM stakeholders to agree on Target Performance Levels for each KPA/KPI of the whole ATM System.

Actors ATM Stakeholders

Inputs

Outputs Target Performance Levels

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Controls Constraints (Economic/Political/Environmental)

Ref. to 222 F.2.6 - The ATM Planning Process | F.2.6.5.5 - Post Flight Phase

3.1.1.1 Agree on Operational Performance Framework

The purpose of this process is for ATM stakeholders to agree on operational performance framework, which includes the five following KPAs : cost effectiveness, capacity, flexibility, predictability, efficiency.

Actors ATM Stakeholders

Inputs

Outputs Target Operational Performance Controls Constraints (Economic/Political/Environmental) Ref. to 222 F.2.6 - The ATM Planning Process | F.2.6.5.5 - Post Flight Phase

3.1.1.2 Agree on Societal Outcome Framework

The purpose of this process is for ATM stakeholders to agree on societal outcome framework, i.e. on safety, security, environment KPAs.

Actors ATM Stakeholders Inputs

Outputs Target Societal Outcome Controls Constraints (Economic/Political/Environmental) Ref. to 222 F.2.6 - The ATM Planning Process | F.2.6.5.5 - Post Flight Phase

3.1.1.3 Agree on Performance Enablers Framework

The purpose of this process is for ATM stakeholders to agree on Performance Enabler framework, i.e. on participation, interoperability, access and equity KPAs.

Actors ATM Stakeholders Inputs

Outputs Target Performance Enablers

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Controls Constraints (Economic/Political/Environmental)

Ref. to 222 F.2.6 - The ATM Planning Process | F.2.6.5.5 - Post Flight Phase

3.1.1.4 Agree on Service Levels

The purpose of this process is for ATM stakeholders to agree on service levels, taking account of whole performance framework and decide on trade off between KPAs if required.

Actors ATM Stakeholders Inputs Target Operational Performance | Target Performance Enablers | Target Societal

Outcome Outputs Target Performance Levels Controls Constraints (Economic/Political/Environmental) Ref. to 222 F.2.6 - The ATM Planning Process | F.2.6.5.5 - Post Flight Phase

3.1.2 Initiate Traffic and Airspace Demand Planning

This process covers the initial assessment of the long-term traffic demand, with traffic forecasts at a network level, airspace demand long term requirements, and Airport Slot Requests from the users.

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Actors Civil/Military Airspace Manager | Flight Schedule Department Staff | Regional Network Manager

Inputs Forecast (Traffic/Specific Events)

Outputs Airport Slot Requests | Airspace Requirements (Long Term) | Traffic Forecast Controls Archived Data | Business Model | Statistics Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.5.1 - Long-Term Planning

Activities | F.2.6.6 - Military Planning Cycles | F.3.7 - Integration of Diverse Airspace Use Requirements | F.5.1 - High Level Operational Processes | F.5.1.1 - Airport Resource Planning Process

3.1.2.1 Forecast Traffic Demand

The purpose of this process is to forecast long-term traffic demand. This is done at network level. Forecasts are produced to evaluate future traffic demand. This process addresses both user and network needs which have two different goals: user needs are related to traffic demand, while network needs relate to airspace interactions.

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Actors Regional Network Manager

Inputs Forecast (Traffic/Specific Events) Outputs Traffic Forecast (Standard) Controls Archived Data | Business Model | Statistics Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.5.1 - Long-Term Planning

Activities

3.1.2.2 Request Airport Slots

This process allows airspace users to request (usually via their Flight Schedule Department) airport slots to be submitted through the airport slot conference. For those airport slot requests, airspace users take into account their flight intentions (BDT not shared outside the airspace user's organisation) which are based on their own business model.

Actors Flight Schedule Department Staff Inputs

Outputs Airport Slot Requests Controls Business Model Ref. to 222 F.5.1.1 - Airport Resource Planning Process

3.1.2.3 Plan Long Term Airspace Reservation Demand

This process managed by the Civil/Military Airspace Manager addresses long-term planning of requirements for airspace reservation (military requirements, but also demand for civil specific events)

Actors Civil/Military Airspace Manager Inputs Forecast (Traffic/Specific Events) | Traffic Forecast (Standard) Outputs Airspace Requirements (Long Term) | Traffic Forecast (Specific) Controls Statistics Ref. to 222 F.2.6.5.1 - Long-Term Planning Activities | F.2.6.6 - Military Planning Cycles |

F.3.7 - Integration of Diverse Airspace Use Requirements

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3.1.3 Optimise ATM resources

This process is dedicated to Resource Long term planning, i.e. airspace and airport usage rules, design, possible configurations, and capacity plans. The "Resource Available Capacity Plan" encompasses all these items. Current Resource Available Capacity plans are compared to traffic forecast in order to adapt resources when needed. From observed differences between traffic forecast and capacity, airspace and airports will define/refine usage rules, airport and airspace designs, and finally provide Long Term Resource Available Capacity Plan.

Actors Airspace Designer | APOC Staff | Civil/Military Airspace Manager | Regional Network Manager | Sub-Regional Network Manager

Inputs Airspace Requirements (Long Term) | Target Capacity Plan (NOP) Outputs Airport Slots | Resource Available Capacity Plan (Long Term) Controls Target Performance Levels | Traffic Forecast Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network

Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5.1 - Long-Term Planning Activities | F.2.6.5.3 - User Driven Prioritisation Process

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(UDPP) | F.3 - Trajectory Based Operations | F.5.1 - High Level Operational Processes | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.2 - Remotely Provided Aerodrome Control Service

3.1.3.1 Define/Refine Resource Usage Rules

The purpose of this process is to define possible usage of resources. This may include separation rules, slot allocation rules, as well as ATM capability levels.

Actors Airspace Designer | APOC Staff | Regional Network Manager | Sub-Regional Network Manager

Inputs

Outputs Resource Usage Rules Controls Target Performance Levels | Traffic Forecast Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network

Management | F.2.6.5.1 - Long-Term Planning Activities | F.2.6.5.3 - User Driven

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Prioritisation Process (UDPP) | F.3 - Trajectory Based Operations | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.2 - Remotely Provided Aerodrome Control Service

3.1.3.1.1 Define/Refine Airport Usage Rules

For each airport resource, this process will first allow to establish, in the long-term planning phase, the rules for their allocation. However, current existing rules may be adapted to the next season’s needs. Whenever needed, this process also allows update of those allocation usage rules.

Actors APOC Staff

Inputs

Outputs Resource Usage Rules (Airport) Controls Target Performance Levels | Traffic Forecast Ref. to 222 F.2.6.5.1 - Long-Term Planning Activities | F.5.1.2 - Airport Resource and Capacity Plan

Management Process | F.5.2 - Remotely Provided Aerodrome Control Service

3.1.3.1.2 Define/Refine Airspace Usage Rules

This process will allow the Airspace designer to define airspace volume usage rules (including military areas) as well as route usage rules.

Actors Airspace Designer Inputs Resource Usage Rules (Airport) Outputs Resource Usage Rules (Airspace) Controls Target Performance Levels | Traffic Forecast Ref. to 222 F.3 - Trajectory Based Operations

3.1.3.1.3 Define/Refine Network Usage and Prioritisation Rules

This process covers the definition of the network usage rules, especially rules concerning DCB and prioritisation process (queuing at network level, UDPP).

Actors Regional Network Manager | Sub-Regional Network Manager Inputs Resource Usage Rules (Airport) | Resource Usage Rules (Airspace) Outputs Resource Usage Rules (Network)

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Controls Target Performance Levels | Traffic Forecast Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management |

F.2.6.5.3 - User Driven Prioritisation Process (UDPP)

3.1.3.2 Define/Refine Infrastructure

Taking account of defined usage rules (e.g. separation minima) and target capacity, this process allows to define/refine infrastructures (e.g. to update resources design).

Actors Airspace Designer | APOC Staff Inputs Target Capacity Plan (NOP) Outputs Airport and Airspace Design Controls Resource Usage Rules Ref. to 222 F.2.6.5.1 - Long-Term Planning Activities | F.3 - Trajectory Based Operations |

F.5.1.1 - Airport Resource Planning Process | F.5.2 - Remotely Provided

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Aerodrome Control Service

3.1.3.2.1 Define/Refine Airport Infrastructure

This process enables the definition and refinement of airport infrastructures (i.e. airport design).

Actors APOC Staff

Inputs Target Capacity Plan (NOP)

Outputs Airport Design Controls Resource Usage Rules Ref. to 222 F.2.6.5.1 - Long-Term Planning Activities | F.5.1.1 - Airport Resource Planning Process | F.5.2

- Remotely Provided Aerodrome Control Service

3.1.3.2.2 Define/Refine Airspace Infrastructure

This process enables the definition and refinement of airspace infrastructures (i.e. airspace design).

Actors Airspace Designer Inputs Target Capacity Plan (NOP) Outputs Airspace Design Controls Resource Usage Rules Ref. to 222 F.3 - Trajectory Based Operations

3.1.3.3 Assess Long Term Resource Available Capacity Plan

This process aims at planning resource available capacity, including definition of possible configurations. Long Term Airspace Requirements may be associated to an appropriate airspace configuration, to assess the airspace available capacity.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors APOC Staff | Civil/Military Airspace Manager | Sub-Regional Network Manager Inputs Airport and Airspace Design | Airspace Requirements (Long Term) | Target

Capacity Plan (NOP) Outputs Airport Slots | Resource Available Capacity Plan (Long Term) Controls Resource Usage Rules | Target Performance Levels Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network

Operations Plan (NOP) | F.2.6.5.1 - Long-Term Planning Activities | F.3 - Trajectory Based Operations | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process

3.1.3.3.1 Define/Refine Possible Resource Configurations

This process allows to identify the possible configurations of any ATM Resource.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors APOC Staff | Civil/Military Airspace Manager | Sub-Regional Network Manager Inputs Airport and Airspace Design Outputs Possible Configurations Controls Resource Usage Rules | Target Capacity Plan (NOP) | Target Performance Levels Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan

(NOP) | F.3 - Trajectory Based Operations | F.5.1.1 - Airport Resource Planning Process 3.1.3.3.1.1 Define/Refine Possible Airport Configurations

This process is based on the Airport Master Plan. For each resource type, it builds standard possible configurations from historical/statistical observations. The process may also take account the Airport Capacity Enhancement Plan, if any.

Actors APOC Staff Inputs Airport Design

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Outputs Possible Configurations (Airport)

Controls Resource Usage Rules (Airport) | Target Capacity Plan (NOP) | Target Performance Levels Ref. to 222 F.2.6.4 - Using the Network Operations Plan (NOP) | F.5.1.1 - Airport Resource Planning

Process 3.1.3.3.1.2 Define Possible Airspace Configurations

This process allows to build, for any airspace resource, standard possible configurations from historical/statistical observations.

Actors Civil/Military Airspace Manager | Sub-Regional Network Manager Inputs Airspace Design Outputs Possible Configurations (Airspace) Controls Resource Usage Rules (Airspace) | Target Capacity Plan (NOP) | Target Performance Levels Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan

(NOP) | F.3 - Trajectory Based Operations

3.1.3.3.2 Define Resource Available Capacity Plan

This process aims at associating an available capacity figure to each ATM resource, taking into account its possible configurations and resource usage rules. It establishes the "long term" resource available capacity plan.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors APOC Staff | Sub-Regional Network Manager

Inputs Possible Configurations | Target Capacity Plan (NOP) Outputs Airport Slots | Resource Available Capacity Plan (Long Term) Controls Resource Usage Rules Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan

(NOP) | F.2.6.5.1 - Long-Term Planning Activities | F.3 - Trajectory Based Operations | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process

3.1.3.3.2.1 Define Airport Available Capacity Plan

This process consolidates capacity figures from each airport resource into a global airport capacity planning. It is performed when every resource capacity planning is completed, capacity figures taking account of the more stringent resource.

Actors APOC Staff

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Inputs Possible Configurations (Airport) | Target Capacity Plan (Airport)

Outputs Airport Slots | Resource Available Capacity Plan (Long Term) (Airport) Controls Resource Usage Rules (Airport) Ref. to 222 F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5.1 - Long-Term Planning Activities

| F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process

3.1.3.3.2.2 Define Airspace Available Capacity Plan

This process consolidates capacity figures from each airspace resource into a global airspace capacity planning. It is performed when every resource capacity planning is completed, capacity figures taking account of the more stringent resource.

Actors Sub-Regional Network Manager Inputs Possible Configurations (Airspace) | Target Capacity Plan (Airspace) Outputs Resource Available Capacity Plan (Long Term) (Airspace) Controls Resource Usage Rules (Airspace) Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan

(NOP) | F.2.6.5.1 - Long-Term Planning Activities | F.3 - Trajectory Based Operations

3.1.4 Perform Long Term Demand Capacity Balancing

During the long term planning phase, this process aims at adjusting airspace and airport target capacity through network management, preparing an airport local plan including slot allocation, and cataloguing DCB solutions for imbalances detected during the next phases.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors APOC Staff | Regional Network Manager | Sub-Regional Network Manager Inputs Airport Slot Requests | Airport Slots | Airspace Requirements (Long Term) |

Resource Available Capacity Plan (Long Term) | Traffic Forecast Outputs Airport Local Plan (including Slot Allocation Plan) | Catalogue of Solutions |

Target Capacity Plan (NOP) Controls Archived Data | Target Performance Levels Ref. to 222 F.2.6 - The ATM Planning Process | F.2.6.1 - Trajectory Based Collaborative

Layered Planning | F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5 - Traffic Demand and Capacity Balancing | F.3 - Trajectory Based Operations | F.5 - Operations On And Around Airports | F.5.1 - High Level Operational Processes | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.2 - Remotely Provided Aerodrome Control Service

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.1.4.1 Identify Network Target Capacity

This CDM process aims at adjusting the various airport and airspace capacity figures included in their long term resource available capacity plans in order to agree on capacity figures consistent at a network level.

A balance is performed between resource availability and associated cost when adapting to the demand.

The Target capacity plans, defined at airport and airspace level and published through the NOP, feed back the define/refine resources process to adjust the long term resource available capacity plans.

Actors APOC Staff | Regional Network Manager | Sub-Regional Network Manager Inputs Airspace Requirements (Long Term) | Resource Available Capacity Plan (Long

Term) | Traffic Forecast Outputs Target Capacity Plan (NOP) Controls Airport Capacity Cost | Airspace Capacity Cost | Archived Data | Delay Cost |

Target Performance Levels

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Ref. to 222 F.2.6 - The ATM Planning Process | F.2.6.1 - Trajectory Based Collaborative Layered Planning | F.2.6.2 - Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5 - Traffic Demand and Capacity Balancing | F.3 - Trajectory Based Operations | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.2 - Remotely Provided Aerodrome Control Service

3.1.4.1.1 Identify Target Airport Capacity

This CDM process aims at adjusting the various airport capacity figures included in the long term airport resource available capacity plan in order to agree on capacity figures consistent at a network level.

A balance is performed between airport resource available capacity and the associated cost when adapting to the demand.

The Target airport capacity plan, published through the NOP, feed back the define/refine resources process to adjust long term available capacity plans.

Actors APOC Staff | Regional Network Manager Inputs Airspace Requirements (Long Term) | Resource Available Capacity Plan (Long Term) (Airport)

| Traffic Forecast Outputs Target Capacity Plan (Airport) Controls Airport Capacity Cost | Archived Data | Delay Cost | Target Performance Levels Ref. to 222 F.2.6.1 - Trajectory Based Collaborative Layered Planning | F.2.6.2 - Regional Network

Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5 - Traffic Demand and Capacity Balancing | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.2 - Remotely Provided Aerodrome Control Service

3.1.4.1.2 Identify Target Airspace Capacity

This CDM process aims at adjusting the various airspace capacity figures included in the long term airspace resource available capacity plan in order to agree on capacity figures consistent at a network level.

A balance is performed between airspace availability and associated cost when adapting the airspace to the demand. For this balancing, an identification of where and when Low/Medium/High Complexity Operations can take place is required, and this is defined together with the Target Airspace Capacity plans.

This Target airspace capacity plan, published through the NOP, feed back the define/refine resources process to adjust long term resource available capacity plans.

Actors Regional Network Manager | Sub-Regional Network Manager

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Inputs Airspace Requirements (Long Term) | Resource Available Capacity Plan (Long Term) (Airspace) | Traffic Forecast

Outputs Target Capacity Plan (Airspace) Controls Airspace Capacity Cost | Archived Data | Delay Cost | Target Performance Levels Ref. to 222 F.2.6 - The ATM Planning Process | F.3 - Trajectory Based Operations

3.1.4.2 Assign Airport Resources

This process allows the APOC staff to assign long term traffic demand to various airport resources (runways, taxiways, stands, de-icing pads). Airport Slot Requests are balanced with available airport slots through slot allocation. Other resources may also be pre-allocated, e.g. to long haul/short haul flights, light or heavy aircrafts, shengen or non schengen flights, etc.

Actors APOC Staff Inputs Airport Slot Requests | Airport Slots | Target Capacity Plan (Airport) Outputs Airport Local Plan (including Slot Allocation Plan) Controls

Ref. to 222 F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.2 - Remotely Provided Aerodrome Control Service

3.1.4.3 Define/Refine Catalogue of Solutions

This process enables to define possible solutions to apply during medium/short term phase in case of detected imbalance. The resulting "catalogue of solutions" is a CDM potential response to face any problem of capacity shortfall.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors APOC Staff | Regional Network Manager | Sub-Regional Network Manager Inputs Resource Available Capacity Plan (Long Term) | Traffic Forecast Outputs Catalogue of Solutions Controls

Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.3 - Trajectory Based Operations | F.5 - Operations On And Around Airports

3.1.4.3.1 Define/Refine Airport Catalogue of Solutions

This process allows to define, at the airport level, possible solutions to apply during medium/short term phase in case of detected imbalance. The resulting "catalogue of solutions" is a CDM potential response to face any problem of capacity shortfall at the airport.

Actors APOC Staff | Regional Network Manager | Sub-Regional Network Manager

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Inputs Resource Available Capacity Plan (Long Term) (Possible Configurations)

Outputs Catalogue of Solutions Controls

Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.5 - Operations On And Around Airports

3.1.4.3.2 Define/Refine Airspace Catalogue of Solutions

This process allows to define, at the airspace/network level, possible solutions to apply during medium/short term phase in case of detected imbalance. The resulting "catalogue of solutions" is a CDM potential response to face any problem of capacity shortfall at the airspace/network level.

Actors Regional Network Manager | Sub-Regional Network Manager Inputs Resource Available Capacity Plan (Long Term) (Possible Configurations) Outputs Catalogue of Solutions Controls

Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.3 - Trajectory Based Operations

3.1.5 Determine Long Term User Traffic Demand

This process will allow the airspace users to plan their long term traffic demand and to issue their SBTs. Until the publication of SBTs, the long term traffic demand, which is performed on the basis of allocated slots, is not shared outside the airspace user organisation.

Actors Flight Schedule Department Staff Inputs Airport Local Plan (including Slot Allocation Plan) Outputs Available SBTs Controls Business Model | Statistics Ref. to 222 F.1 - Trajectory Management – General | F.2 - Trajectory Management – The

Practice | F.2.1 - The Relationship of Business and Mission Trajectories | F.2.2 - Trajectory States | F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.3.1 - Business Development Trajectory (BDT) | F.2.5 - Flight Planning to Support Trajectory Based Operations | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.6 - Military Planning Cycles

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.2 MANAGE MEDIUM/SHORT TERM PLANNING PHASE

The medium and short term planning phase stretches from 6 months from the day of operations until the publication of the RBT.

Actors ATM Stakeholders Inputs Available SBTs | Catalogue of Solutions | Resource Available Capacity Plan

(Long Term) Outputs Activated Plan (NOP+RBTs+Activated Resources) | Pre-departure Sequence Controls Archived Data | Business Model | Constraints | MET (Forecasts) | Revised

RBTs | Statistics | Target Performance Levels Ref. to 222 F.1 - Trajectory Management – General | F.2 - Trajectory Management – The

Practice | F.2.1 - The Relationship of Business and Mission Trajectories | F.2.2 - Trajectory States | F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.3.2 - Shared Business Trajectory (SBT) | F.2.4 - Trajectory Related Information Sharing Requirements | F.2.4.1 - Trajectory Management

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Requirements | F.2.6 - The ATM Planning Process | F.2.6.1 - Trajectory Based Collaborative Layered Planning | F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5 - Traffic Demand and Capacity Balancing | F.2.6.5.2 - Medium and Short-Term Planning | F.2.6.5.3 - User Driven Prioritisation Process (UDPP) | F.2.6.6 - Military Planning Cycles | F.3 - Trajectory Based Operations | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.7 - Integration of Diverse Airspace Use Requirements | F.4 - Executing And Managing The Business Trajectory | F.4.1 - Airspace User Originated Changes | F.4.2 - Queue Management | F.5 - Operations On And Around Airports | F.5.1 - High Level Operational Processes | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.1.3 - Airport Resource and Capacity Plan Execution | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.2 - Turn-round Process | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.5.2 - Remotely Provided Aerodrome Control Service | F.6.1 - Airport Operations

3.2.1 Plan Traffic and Airspace Requirements

This process describes demand related planning processes in medium and short term horizons.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors Airline Station Manager | AOC Staff | APOC Staff | Civil/Military Airspace Manager | Ground Handling Agent | Regional Network Manager | Sub-Regional Network Manager

Inputs Airspace Requirements (Long Term) | Available SBTs | DCB Solution Outputs Planned Traffic Demand (including Available SBTs) | UDPP Results | User

Requests (Airport Slot Requests and Refined Airspace Requirements) Controls Archived Data | Business Model | Request for UDPP | Resource Available

Capacity Plan | Revised RBTs | Statistics Ref. to 222 F.1 - Trajectory Management – General | F.2 - Trajectory Management – The

Practice | F.2.1 - The Relationship of Business and Mission Trajectories | F.2.2 - Trajectory States | F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.3.2 - Shared Business Trajectory (SBT) | F.2.6.1 - Trajectory Based Collaborative Layered Planning | F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5.3 - User Driven Prioritisation Process (UDPP) | F.2.6.6 - Military Planning Cycles | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.7 - Integration of Diverse Airspace Use Requirements | F.4.1 - Airspace User Originated Changes | F.5.1 - High Level Operational Processes | F.5.1.3 - Airport Resource and Capacity Plan

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Execution | F.5.1.4 - Airport Operations and Interactions with Queue Management

3.2.1.1 Refine Airspace Reservation Demand

Long-term airspace requirements refined with more detailed requests, e.g. military reservations.

Actors Civil/Military Airspace Manager

Inputs Airspace Requirements (Long Term) | DCB Solution

Outputs Airspace Requirements (Refined) Controls Resource Available Capacity Plan Ref. to 222 F.2.6.6 - Military Planning Cycles | F.3.7 - Integration of Diverse Airspace Use

Requirements

3.2.1.2 File/Refine SBT

SBT are filed/refined to be best possible outcome for the user

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors Airline Station Manager | AOC Staff | APOC Staff | Ground Handling Agent | Regional Network Manager | Sub-Regional Network Manager

Inputs Available SBTs | Business Model | UDPP Results Outputs Airport Slot Requests | Refined SBTs Controls Airspace Requirements (Refined) | DCB Solution | Revised RBTs

Ref. to 222 F.1 - Trajectory Management – General | F.2 - Trajectory Management – The Practice | F.2.1 - The Relationship of Business and Mission Trajectories | F.2.2 - Trajectory States | F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.3.2 - Shared Business Trajectory (SBT) | F.2.6.1 - Trajectory Based Collaborative Layered Planning | F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5.3 - User Driven Prioritisation Process (UDPP) | F.2.6.6 - Military Planning Cycles | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.4.1 - Airspace User Originated Changes | F.5.1.3 - Airport Resource and Capacity Plan Execution | F.5.1.4 - Airport Operations and Interactions with Queue Management

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.2.1.2.1 Schedule Flights

This process focuses on flights scheduling, which includes cancellation/addition of flights

Actors AOC Staff | APOC Staff | Sub-Regional Network Manager Inputs Available SBTs | Business Model | UDPP Results Outputs Airport Slot Requests | Updated SBTs (Schedule) Controls Airspace Requirements (Refined) | DCB Solution

Ref. to 222 F.1 - Trajectory Management – General | F.2 - Trajectory Management – The Practice | F.2.1 - The Relationship of Business and Mission Trajectories | F.2.2 - Trajectory States | F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.6.1 - Trajectory Based Collaborative Layered Planning | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5.3 - User Driven Prioritisation Process (UDPP) | F.2.6.6 - Military Planning Cycles | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.4.1 - Airspace User Originated Changes

3.2.1.2.2 Optimise Flight Route

This process focuses on flight route optimisation, to the best outcome for the user.

Actors AOC Staff | Regional Network Manager | Sub-Regional Network Manager Inputs Available SBTs | Business Model Outputs Updated SBTs (Optimised Route) Controls Airspace Requirements (Refined) | DCB Solution Ref. to 222 F.1 - Trajectory Management – General | F.2 - Trajectory Management – The Practice | F.2.1 -

The Relationship of Business and Mission Trajectories | F.2.2 - Trajectory States | F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.6 - Military Planning Cycles | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.4.1 - Airspace User Originated Changes

3.2.1.2.3 Validate SBT

SBT Validation is the latest process before integration of the updated SBT inside the NOP.

Actors Regional Network Manager Inputs Updated SBTs Outputs Refined SBTs

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Controls Airspace Requirements (Refined) | DCB Solution

Ref. to 222 F.1 - Trajectory Management – General | F.2 - Trajectory Management – The Practice | F.2.1 - The Relationship of Business and Mission Trajectories | F.2.2 - Trajectory States | F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.3.2 - Shared Business Trajectory (SBT) | F.2.6.2 - Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.6 - Military Planning Cycles | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace

3.2.1.2.4 Schedule Aircraft Operations

This process is the equivalent of the Flight Scheduling for the aircraft resource. The Aircraft Operations Scheduling consists of a refinement of the strategic traffic plan by performing a first allocation of, e.g. aircraft types to repetitive flight plans.

Actors Airline Station Manager | AOC Staff | Ground Handling Agent | Sub-Regional Network Manager

Inputs Business Model (Aircraft Fleet) | Refined SBTs Outputs Refined SBTs (including a/c-SBT allocation + Turn-round plan) Controls Revised RBTs (e.g. Inbound In-Block Time) Ref. to 222 F.1 - Trajectory Management – General | F.2 - Trajectory Management – The Practice | F.2.2 -

Trajectory States | F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.6.3 - Sub-Regional Network Management | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.5.1.3 - Airport Resource and Capacity Plan Execution | F.5.1.4 - Airport Operations and Interactions with Queue Management

3.2.1.3 Start UDPP on SBTs

This process is a black box dealing with activities related specifically to UDPP process. However, SBT revisions are still effectively processed through "File/Refine SBT" while UDPP Results should usually consists of a prioritised flight list.

Actors AOC Staff Inputs DCB Solution | Refined SBTs Outputs UDPP Results Controls Request for UDPP Ref. to 222 F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.3.2 - Shared

Business Trajectory (SBT) | F.2.6.5.3 - User Driven Prioritisation Process (UDPP)

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.2.1.4 Build/Refine Reference Traffic Demand

The reference planned traffic demand, built in a first step with only some SBTs in medium term, is continuously refined as soon as more SBTs are available

Actors Regional Network Manager Inputs Refined SBTs Outputs Planned Traffic Demand (including Available SBTs) Controls Archived Data | Statistics Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.4 - Using the Network Operations

Plan (NOP) | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace

3.2.2 Refine ATM Resources

This process aims at refining the Resource Available Capacity Plan, which encompasses usage rules, possible configurations and capacity plans. This refinement is needed because of more detailed information on Resource Availability, especially on the airport: usage rules, configurations and available capacity may be adjusted due to more reliable weather forecast, as well as stand and taxiway availability becomes more detailed (e.g. plans may be defined hourly in the short term period but not before).

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors Airspace Designer | AOC Staff | APOC Staff | Civil/Military Airspace Manager | Regional Network Manager | Sub-Regional Network Manager

Inputs Catalogue of Solutions | Resource Available Capacity Plan (Long Term) Outputs Catalogue of Solutions | Resource Available Capacity Plan

Controls DCB Solution | Planned Traffic Demand (including Available SBTs) | Target Performance Levels

Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5.2 - Medium and Short-Term Planning | F.2.6.5.3 - User Driven Prioritisation Process (UDPP) | F.3 - Trajectory Based Operations | F.5.1 - High Level Operational Processes | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.2 - Remotely Provided Aerodrome Control Service

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.2.2.1 Refine Resource Usage Rules

The refinement of possible usage of resources may include e.g. refinement of separation rules, refinement of a taxiway usage, etc…

Actors Airspace Designer | AOC Staff | APOC Staff | Civil/Military Airspace Manager | Regional Network Manager | Sub-Regional Network Manager

Inputs Resource Available Capacity Plan (Long Term) (Usage Rules) Outputs Resource Usage Rules (Refined) Controls Target Performance Levels Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network

Management | F.2.6.5.2 - Medium and Short-Term Planning | F.2.6.5.3 - User Driven Prioritisation Process (UDPP) | F.3 - Trajectory Based Operations | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.2 - Remotely Provided Aerodrome Control Service

3.2.2.1.1 Refine Airport Usage Rules

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



For each resource, the local allocation rules are first defined during the long term planning phase. However, most of the time already existing rules are adapted to the next season’s needs. The runway allocation rules are, for example, the noise abatement procedures.

Actors AOC Staff | APOC Staff

Inputs Resource Available Capacity Plan (Long Term) (Usage Rules) Outputs Resource Usage Rules (Airport) Controls Resource Usage Rules (Airspace) | Target Performance Levels

Ref. to 222 F.2.6.5.2 - Medium and Short-Term Planning | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.2 - Remotely Provided Aerodrome Control Service

3.2.2.1.2 Refine Airspace Usage Rules

In this process, airspace volume (including military areas) and route usage rules are refined if required.

Actors Airspace Designer | AOC Staff | Civil/Military Airspace Manager | Sub-Regional Network Manager

Inputs Resource Available Capacity Plan (Long Term) (Usage Rules) Outputs Resource Usage Rules (Airspace) Controls Resource Usage Rules (Airport) | Target Performance Levels Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.3 - Trajectory Based Operations

3.2.2.1.3 Refine Network Usage Rules

This process produces network usage rules as a consistent check of refined Airspace Usage Rules and refined Airport Usage Rules.

Actors Airspace Designer | AOC Staff | Civil/Military Airspace Manager | Regional Network Manager | Sub-Regional Network Manager

Inputs Resource Usage Rules (Airport) | Resource Usage Rules (Airspace) Outputs Resource Usage Rules (Refined) Controls Resource Usage Rules (Airport) | Resource Usage Rules (Airspace) | Target Performance

Levels Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management |


Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.2.2.2 Refine Possible Configurations

The possible configurations refinement process aims at refining the possible configurations established in the long term planning phase. For each resource, times of use are specified, e.g. per day type (i.e. week day, week-end, holiday, special event day, etc.).

Actors APOC Staff | Civil/Military Airspace Manager | Regional Network Manager | Sub-Regional Network Manager

Inputs Catalogue of Solutions | Resource Available Capacity Plan (Long Term) (Possible Configurations)

Outputs Catalogue of Solutions | Possible Configurations (Refined) Controls Planned Traffic Demand (including Available SBTs) Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network

Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.3 - Trajectory Based Operations | F.5.1.1 - Airport Resource Planning Process

3.2.2.2.1 Refine Possible Airport Configurations

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



The possible airport configurations refinement process aims at refining the possible configurations established in the long term planning phase. For each airport resource, times of use are specified, e.g. per day type (i.e. week day, week-end, holiday, special event day, etc.).

Actors APOC Staff Inputs Catalogue of Solutions | Possible Configurations (Airport) Outputs Catalogue of Solutions | Possible Configurations (Airport)

Controls Planned Traffic Demand (including Available SBTs) Ref. to 222 F.2.6.4 - Using the Network Operations Plan (NOP) | F.5.1.1 - Airport Resource Planning

Process

3.2.2.2.2 Refine Possible Airspace Configurations

The possible airspace configurations refinement process aims at refining the possible configurations established in the long term planning phase. For each airspace resource, times of use are specified, e.g. per day type (i.e. week day, week-end, holiday, special event day, etc.).

Actors Civil/Military Airspace Manager | Regional Network Manager | Sub-Regional Network Manager Inputs Catalogue of Solutions | Possible Configurations (Airspace) Outputs Catalogue of Solutions | Possible Configurations (Airspace) Controls Planned Traffic Demand (including Available SBTs) Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management |

F.2.6.4 - Using the Network Operations Plan (NOP) | F.3 - Trajectory Based Operations

3.2.2.3 Refine Resource Available Capacity Plan

Available Resource Capacity Planning gather for each possible configurations the available capacity, taking into account human resources plans, enhancement plans, etc...

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft




Inputs Possible Configurations (Refined) | Resource Available Capacity Plan (Long Term) | Resource Usage Rules (Refined)

Outputs Resource Available Capacity Plan Controls DCB Solution Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network

Operations Plan (NOP) | F.2.6.5.2 - Medium and Short-Term Planning | F.3 - Trajectory Based Operations | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process

3.2.2.3.1 Refine Airport Resource Available Capacity Plan

Airport Available Resource Capacity Planning gather for each airport resource possible configurations the available capacity, taking into account human resources plans, enhancement plans, etc...

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors APOC Staff

Inputs Possible Configurations (Refined) (Airport) | Resource Available Capacity Plan (Long Term) (Airport) | Resource Usage Rules (Refined) (Airport)

Outputs Resource Available Capacity Plan (Airport) Controls DCB Solution Ref. to 222 F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5.2 - Medium and Short-Term

Planning | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process

3.2.2.3.2 Refine Airspace Resource Available Capacity Plan

Airspace Available Resource Capacity Planning gather for each Airspace Configuration the available capacity, taking into account human resources plans, enhancement plans, etc...

Actors Civil/Military Airspace Manager | Regional Network Manager | Sub-Regional Network Manager Inputs Possible Configurations (Refined) (Airspace) | Resource Available Capacity Plan (Long Term)

(Airspace) | Resource Usage Rules (Refined) (Airspace) Outputs Resource Available Capacity Plan (Airspace) Controls DCB Solution Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan

(NOP) | F.2.6.5.2 - Medium and Short-Term Planning | F.3 - Trajectory Based Operations

3.2.3 Balance Planned Demand and Capacity

This process aims at balancing demand and capacity both on local resources (runway, stands, Airspace) and at a network level. It includes the Airport Resource Capacity Plan, which is "consolidated through a balanced mapping of Business trajectory demand on the various airport resources" (page 119 v0,16). When focussed on short term planning, this should include pre-departure sequencing activities, as well as preparing ground movement sequence and runway sequence.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors Airline Station Manager | APOC Staff | Civil/Military Airspace Manager | Ground Handling Agent | Regional Network Manager | Sub-Regional Network Manager

Inputs Catalogue of Solutions | Planned Traffic Demand (including Available SBTs) | Resource Available Capacity Plan | UDPP Results | User Requests (Airport Slot Requests and Refined Airspace Requirements)

Outputs Catalogue of Solutions | Cost of Solution | DCB Solution | Planned Queues | Pre-departure Sequence | Request for UDPP | Resource Available Capacity Plan (Airport)

Controls Aircraft Request | Revised RBTs Ref. to 222 F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.6 - The ATM

Planning Process | F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5 - Traffic Demand and Capacity Balancing | F.2.6.5.2 - Medium and Short-Term Planning | F.3 - Trajectory Based Operations | F.3.7 - Integration of Diverse Airspace Use Requirements | F.4.2 - Queue Management | F.5 - Operations On And Around Airports | F.5.1 - High Level Operational Processes | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.1.3 - Airport Resource and Capacity Plan Execution | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.5.2 - Remotely Provided Aerodrome Control Service

3.2.3.1 Detect Demand Capacity Imbalance

Demand capacity imbalance are identified within this process. In case of a detected imbalance, other sub-processes of balance planned demand and capacity are triggered.

Actors Airline Station Manager | APOC Staff | Ground Handling Agent | Regional Network Manager | Sub-Regional Network Manager

Inputs Airspace Requirements (Refined) | Resource Available Capacity Plan | UDPP Results

Outputs Detected Imbalance | Resource Available Capacity Plan (Airport) | Traffic Load and Schedule

Controls Planned Traffic Demand (including Available SBTs) Ref. to 222 F.2.6 - The ATM Planning Process | F.2.6.4 - Using the Network Operations Plan

(NOP) | F.2.6.5 - Traffic Demand and Capacity Balancing | F.2.6.5.2 - Medium

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



and Short-Term Planning | F.3 - Trajectory Based Operations | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.1.3 - Airport Resource and Capacity Plan Execution | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.2 - Remotely Provided Aerodrome Control Service

3.2.3.1.1 Detect Airport Demand Capacity Imbalance

This process aims at balancing demand and capacity for each airport resource. For each day of operation, flights are scheduled over time periods according to scheduled available capacity. Then, resources scheduling are consolidated in order to refine the operational airport plan with the more stringent resources.

Actors Airline Station Manager | APOC Staff | Ground Handling Agent

Inputs Airspace Requirements (Refined) | Resource Available Capacity Plan (Airport) | UDPP Results Outputs Detected Imbalance (At Airport Level) | Resource Available Capacity Plan (Airport) | Traffic

Load and Schedule Controls Planned Traffic Demand (including Available SBTs) Ref. to 222 F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5 - Traffic Demand and Capacity

Balancing | F.2.6.5.2 - Medium and Short-Term Planning | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.2 - Remotely Provided Aerodrome Control Service

3.2.3.1.2 Detect Airspace Demand Capacity Imbalance

This process aims at balancing demand and capacity for each Airspace Volume. For each day of operation, flights are scheduled over time periods according to scheduled available capacity. Then, resources scheduling are consolidated in order to detect demand capacity imbalance.

Actors Regional Network Manager | Sub-Regional Network Manager Inputs Airspace Requirements (Refined) | Resource Available Capacity Plan (Airspace) | UDPP

Results Outputs Detected Imbalance (At Airspace Level) | Traffic Load and Schedule Controls Planned Traffic Demand (including Available SBTs) Ref. to 222 F.2.6 - The ATM Planning Process | F.2.6.5 - Traffic Demand and Capacity Balancing |

F.2.6.5.2 - Medium and Short-Term Planning | F.3 - Trajectory Based Operations

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.2.3.2 Optimise Capacity Usage

This process aims at providing a solution to a detected Demand capacity imbalance. Cost of solutions are associated with this solution. When the proposed solution comes from a refinement of a published DCB solution or when a new solution is elaborated, the catalogue of DCB Solution is updated.


Inputs Catalogue of Solutions | Detected Imbalance Outputs Catalogue of Solutions | DCB Solution Controls Cancelled DCB Solution | Planned Traffic Demand (including Available SBTs) |

Traffic Load and Schedule Ref. to 222 F.2.6 - The ATM Planning Process | F.2.6.2 - Regional Network Management |

F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.3 - Trajectory Based Operations | F.3.7 - Integration of Diverse Airspace Use Requirements | F.5 - Operations On And Around Airports | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.1.3 - Airport Resource and Capacity Plan Execution

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.2.3.2.1 Select/Refine/Elaborate a DCB solution

This sub process aims at proposing a solution to a detected Demand capacity imbalance. Cost of solutions are associated with this solution. This solution can be selected from the Catalogue of solutions, and then be refined if required, or a new solution be elaborated if no pre-defined solution can apply. When the proposed solution comes from a refinement of a published DCB solution or when a new solution is elaborated, the catalogue of DCB Solution is updated.


Inputs Catalogue of Solutions | Detected Imbalance Outputs Cost of Solution | Proposed DCB Solution Controls Cancelled DCB Solution | Planned Traffic Demand (including Available SBTs) | Traffic Load

and Schedule Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management |

F.2.6.4 - Using the Network Operations Plan (NOP) | F.3 - Trajectory Based Operations | F.5 -

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Operations On And Around Airports 3.2.3.2.1.1 Select/Refine/Elaborate an DCB Solution at Airport Level

This process allows the selection/refinement/elaboration of a DCB Solution at the Airport level. Taking into account the detected Demand/Capacity Imbalance, the resulting Airport DCB Solution is provided with an associated "cost of solution".

Actors APOC Staff

Inputs Catalogue of Solutions | Detected Imbalance

Outputs Cost of Solution | DCB Solution (At Airport Level) Controls Cancelled DCB Solution | Planned Traffic Demand (including Available SBTs) | Traffic Load

and Schedule Ref. to 222 F.2.6.4 - Using the Network Operations Plan (NOP) | F.5 - Operations On And Around Airports

3.2.3.2.1.2 Select/Refine/Elaborate an DCB Solution at Airspace Level

This process allows the selection/refinement/elaboration of a DCB Solution at the Airspace level. Taking into account the detected Demand/Capacity Imbalance, the resulting Airspace DCB Solution is provided with an associated "cost of solution".

Actors Civil/Military Airspace Manager | Sub-Regional Network Manager Inputs Catalogue of Solutions | Detected Imbalance Outputs Cost of Solution | DCB Solution (At Airspace Level) Controls Cancelled DCB Solution | Planned Traffic Demand (including Available SBTs) | Traffic Load

and Schedule Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan

(NOP) | F.3 - Trajectory Based Operations 3.2.3.2.1.3 Select/Refine/Elaborate a DCB Solution at Network Level

This process allows the selection/refinement/elaboration of a DCB Solution at the Network level. Taking into account the detected Demand/Capacity Imbalance, the resulting Network DCB Solution is provided with an associated "cost of solution".

Actors Regional Network Manager Inputs Catalogue of Solutions | Detected Imbalance Outputs Cost of Solution | DCB Solution (At Network Level)

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Controls Cancelled DCB Solution | Planned Traffic Demand (including Available SBTs) | Traffic Load and Schedule

Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP)

3.2.3.2.2 Check Network Impact of the DCB Solution

This process will allow to assess the network impact of a proposed DCB solution. If the network impact is significant, the DCB solution is proposed for further refinement or substitution by a more efficient DCB solution.


Inputs Catalogue of Solutions | Proposed DCB Solution Outputs Cancelled DCB Solution | Catalogue of Solutions | DCB Solution Controls

Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP)

3.2.3.3 Plan Traffic Queues

This process aims at queuing flights, generally at departures or arrivals, exceptionally in En-Route phase. In case of DCB imbalance above a defined limit, a UDPP process is triggered.

Planned Queues are not accurate yet, and corresponds to Queue elements feeding departure/arrival managers with flights about to enter their time horizons but not yet precisely defined.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors APOC Staff | Sub-Regional Network Manager Inputs Airport Slot Requests | Planned Traffic Demand (including Available SBTs) |

UDPP Results Outputs Planned Queues | Request for UDPP Controls DCB Solution | Target Performance Levels Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network

Operations Plan (NOP) | F.3 - Trajectory Based Operations | F.4.2 - Queue Management | F.5.1.3 - Airport Resource and Capacity Plan Execution | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.5.2 - Remotely Provided Aerodrome Control Service

3.2.3.3.1 Plan Departure Queue

This process aims at queuing departing flights. In case of DCB imbalance above a defined limit, a UDPP process is triggered.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors APOC Staff Inputs Airport Slot Requests | Planned Traffic Demand (including Available SBTs) | UDPP Results Outputs Planned Queues (Departure) | Request for UDPP Controls DCB Solution | Target Performance Levels Ref. to 222 F.2.6.4 - Using the Network Operations Plan (NOP) | F.4.2 - Queue Management | F.5.1.3 -

Airport Resource and Capacity Plan Execution | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.5.2 - Remotely Provided Aerodrome Control Service

3.2.3.3.2 Plan Arrival Queue

This process aims at queuing arrival flights. In case of DCB imbalance above a defined limit, a UDPP process is triggered.

Actors Sub-Regional Network Manager Inputs Planned Traffic Demand (including Available SBTs) | UDPP Results Outputs Planned Queues (Arrival) | Request for UDPP Controls DCB Solution | Target Performance Levels Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan

(NOP) | F.3 - Trajectory Based Operations | F.4.2 - Queue Management | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation

3.2.3.3.3 Plan En-route Queue

This process aims at queuing En-Route flights. In case of DCB imbalance above a defined limit, a UDPP process is triggered.

Actors Sub-Regional Network Manager Inputs Planned Traffic Demand (including Available SBTs) | UDPP Results Outputs Planned Queues (En-Route) | Request for UDPP Controls DCB Solution | Target Performance Levels Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan

(NOP) | F.3 - Trajectory Based Operations | F.4.2 - Queue Management

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.2.3.4 Manage Pre-departure Sequence

This process describes how the Tower Ground Controller determines and updates the pre-departure sequence. The main inputs are the Target Start-up Approval Time (TSAT), based on the TOBT provided by the Airline Station Manager and the Target Take-off Time (TTOT) or the CTOT.

Actors APOC Staff Inputs Planned Queues (Departure) | Planned Traffic Demand (including Available SBTs) Outputs Pre-departure Sequence

Controls Aircraft Request (including De-icing Request) Ref. to 222 F.2.6.4 - Using the Network Operations Plan (NOP) | F.4.2 - Queue Management

| F.5.1.3 - Airport Resource and Capacity Plan Execution | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.2 - Remotely Provided Aerodrome Control Service

3.2.4 Prepare Flight for Departure

This process covers the whole preparation of the flight that occurs before departure.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors AI Data Manager | AOC Staff | Flight Crew | MET Data Manager Inputs Planned Traffic Demand (including Available SBTs) Outputs Aircraft Request (including De-icing Request) | RBT Controls MET (Forecasts) | Pre-departure Sequence

Ref. to 222 F.1 - Trajectory Management – General | F.2.2 - Trajectory States | F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.4 - Trajectory Related Information Sharing Requirements | F.2.4.1 - Trajectory Management Requirements | F.4 - Executing And Managing The Business Trajectory | F.5.1.4.2 - Turn-round Process | F.6.1 - Airport Operations

3.2.4.1 Obtain Flight Briefings

This process allows the Flight Crew to collect briefing data (e.g. aeronautical information, aircraft payload, etc…) in order to adequately prepare the flight.

Actors AI Data Manager | Flight Crew | MET Data Manager

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Inputs Planned Traffic Demand (including Available SBTs)

Outputs Flight Briefing Data Controls MET (Forecasts) | Pre-departure Sequence Ref. to 222 F.5.1.4.2 - Turn-round Process | F.6.1 - Airport Operations

3.2.4.2 Check Aircraft Requirements

This process allows the Flight Crew to identify required capabilities (RVR requirements) and to possibly initiate aircraft-related requests such as a request for remote de-icing before take-off.

Actors Flight Crew Inputs Flight Briefing Data | Planned Traffic Demand (including Available SBTs) Outputs Aircraft Request (including De-icing Request) | Aircraft Requirements Controls MET (Forecasts) | Pre-departure Sequence Ref. to 222 F.5.1.4.2 - Turn-round Process | F.6.1 - Airport Operations

3.2.4.3 Calculate, Validate and Publish RBT

When a Target Off Block Time is no longer subject to change anymore, a RBT is published in this collaborative process, supported by FMS-calculation capability.

(Quotation from the ConOps : "publishing of the RBT does not represent a clearance. It is the goal to be achieved and will be progressively authorised. The authorisation takes the form of a clearance by the ANSP or is a function of aircraft (crew/systems) depending on who is the designated separator".)

Actors AOC Staff Inputs Aircraft Requirements | Flight Briefing Data | Planned Traffic Demand (including

Available SBTs) Outputs RBT Controls MET (Forecasts) | Pre-departure Sequence Ref. to 222 F.1 - Trajectory Management – General | F.2.2 - Trajectory States | F.2.3 -

Development and Lifecycle of the Business Trajectory | F.2.4 - Trajectory Related Information Sharing Requirements | F.2.4.1 - Trajectory Management Requirements | F.4 - Executing And Managing The Business Trajectory

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.3 MANAGE EXECUTION PHASE

This process enables to manage the entire execution phase which starts at the RBT publication and ends when the flight terminates. In other words, the execution phase encompasses all the activities related to the aircraft from the time its trajectory is considered as a RBT (stable off-block time) until its trajectory is considered as executed by the Airspace User.

Actors ATM Stakeholders Inputs Activated Plan (NOP+RBTs+Activated Resources) | Pre-departure Sequence Outputs Archived Data | Executed Business Trajectories | Revised RBTs Controls Constraints (Unpredicted Events) | MET (Nowcasts) | Target Performance Levels Ref. to 222 F.1 - Trajectory Management – General | F.2.2 - Trajectory States | F.2.3 -

Development and Lifecycle of the Business Trajectory | F.2.3.3 - Reference Business Trajectory (RBT) | F.2.3.4 - Aircraft System Predicted Trajectory (PT) | F.2.4 - Trajectory Related Information Sharing Requirements | F.2.4.1 - Trajectory Management Requirements | F.2.6.1 - Trajectory Based Collaborative Layered Planning | F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) |

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



F.2.6.5 - Traffic Demand and Capacity Balancing | F.2.6.5.2 - Medium and Short-Term Planning | F.2.6.5.3 - User Driven Prioritisation Process (UDPP) | F.2.6.5.4 - Execution Phase | F.2.6.6 - Military Planning Cycles | F.2.7 - Co-Ordination and Transfer of Control using Shared Trajectories | F.3 - Trajectory Based Operations | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.2.1 - Complexity Management | F.3.2.2 - The Temporal Nature of Operational Complexity | F.3.3 - High Complexity Terminal Operations | F.3.4 - En-Route High Complexity Operations | F.3.5 - Medium/Low Complexity Operations | F.3.6 - In Unmanaged Airspace | F.3.7 - Integration of Diverse Airspace Use Requirements | F.4 - Executing And Managing The Business Trajectory | F.4.1 - Airspace User Originated Changes | F.4.2.1 - Initial Assumptions | F.4.2.2 - Queue Management Process | F.4.2.3 - Aircraft Capabilities Related to Queue Management | F.4.2.4 - ATM System Capabilities Related to Queue Management | F.4.2.4.1 - Departure Management (DMAN) | F.4.2.4.2 - Arrival Manager (AMAN) | F.4.2.4.3 - Precision Support to Final Approach Spacing | F.4.2.4.4 - SMAN | F.4.3 - ANSP Originated Changes to the RBT | F.5 - Operations On And Around Airports | F.5.1 - High Level Operational Processes | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.1.3 - Airport Resource and Capacity Plan Execution | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.5.1.4.7 - Surface Movement Operations | F.5.2 - Remotely Provided Aerodrome Control Service | F.6 - The Application Of Conflict Management And Separation | F.6.1 - Airport Operations | F.6.2 - Terminal Area Operations | F.6.2.1 - During Periods of High Complexity | F.6.2.2 - During Periods of Medium/Low Complexity | F.6.2.3 - Terminal Area Separation Modes and their Application | F.6.3 - En-Route Managed Airspace | F.6.3.1 - During Periods of High Complexity | F.6.3.2 - During Periods of Medium/Low Complexity | F.6.3.3 - Self-Separation in Managed Airspace | F.6.3.4 - En-route Separation Modes and their Application | F.6.4 - Unmanaged Airspace | F.7 - Collision Avoidance

3.3.1 Adjust Traffic and Airspace Requirements

This process covers all Airspace User operations during the execution phase, encompassing:

- Airline Operations (adjustment of airspace requirements + CDM processes (such as UDPP)),

- Flight Operations (RBT revision process + navigation of the aircraft and trajectory computation by the FMS).

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors Airline Station Manager | AOC Staff | APOC Staff | Civil/Military Airspace Manager | Complexity Manager | Flight Crew | Planning Controller | Regional Network Manager | Sub-Regional Network Manager

Inputs Airspace Requirements | RBT Clearances & TMR | RBT Revision Request | Request for UDPP | Tactical Instruction (Open Loop) | Trajectory Change Instruction (Closed Loop)

Outputs Airspace Requirements | AU Originated RBT Changes | AU Preferences (and Constraints) | Executed Business Trajectories | Pilot Request | Revised RBTs

Controls Business Model | Constraints (from ATC) | Constraints (Unpredicted Events) | DCB Solution | Resource Usage Rules

Ref. to 222 F.1 - Trajectory Management – General | F.2.2 - Trajectory States | F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.3.3 - Reference Business Trajectory (RBT) | F.2.3.4 - Aircraft System Predicted Trajectory (PT) | F.2.6.1 - Trajectory Based Collaborative Layered Planning | F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5.3 - User Driven Prioritisation Process (UDPP) | F.2.6.6 - Military Planning Cycles | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.7 - Integration of Diverse Airspace Use Requirements | F.4 - Executing And

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Managing The Business Trajectory | F.4.1 - Airspace User Originated Changes | F.4.3 - ANSP Originated Changes to the RBT

3.3.1.1 Revise RBT

RBT revision is triggered at air or ground initiative when route, altitude and/or time constraints are to be changed (due to weather hazards or a constraint that cannot be respected or due to queue or conflict management). This is performed to the best possible outcome for the user. The RBT is not updated inside this process, a revised RBT is only ready now to be processed by the "Update RBT" process.

Actors Airline Station Manager | AOC Staff | APOC Staff | Complexity Manager | Flight Crew | Planning Controller | Regional Network Manager | Sub-Regional Network Manager

Inputs RBTs | UDPP Results Outputs Revised RBTs Controls Business Model | Constraints (from ATC) | Constraints (Unpredicted Events) |

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



DCB Solution | Resource Usage Rules Ref. to 222 F.1 - Trajectory Management – General | F.2.2 - Trajectory States | F.2.3 -

Development and Lifecycle of the Business Trajectory | F.2.3.3 - Reference Business Trajectory (RBT) | F.2.6.1 - Trajectory Based Collaborative Layered Planning | F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5.3 - User Driven Prioritisation Process (UDPP) | F.2.6.6 - Military Planning Cycles | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.4.1 - Airspace User Originated Changes | F.4.3 - ANSP Originated Changes to the RBT

3.3.1.1.1 Re-Schedule Flights

This process aims at re-scheduling flights in en-route and arrival queues, during the execution phase, i.e. the RBT has already been published and the aircraft may be already airborne. The airspace user may be itself requesting the re-scheduling or may have to accommodate it in the case it is requested by another stakeholder (e.g. Sub-Regional Network Manager).

Actors Airline Station Manager | AOC Staff | APOC Staff | Sub-Regional Network Manager Inputs RBTs | UDPP Results Outputs Changed RBTs (Schedule) Controls Business Model | Constraints (from ATC) | Constraints (Unpredicted Events) | DCB Solution |

Resource Usage Rules Ref. to 222 F.1 - Trajectory Management – General | F.2.2 - Trajectory States | F.2.3 - Development and

Lifecycle of the Business Trajectory | F.2.3.3 - Reference Business Trajectory (RBT) | F.2.6.1 - Trajectory Based Collaborative Layered Planning | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5.3 - User Driven Prioritisation Process (UDPP) | F.2.6.6 - Military Planning Cycles | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.4.1 - Airspace User Originated Changes | F.4.3 - ANSP Originated Changes to the RBT

3.3.1.1.2 Adjust Flight Route

This process aims at adjusting flight routes (i.e. re-routing) during the execution phase, i.e. the RBT has already been published and the aircraft may be already airborne. The airspace user may be itself requesting the re-routing or may have to accommodate it in the case it is requested by another stakeholder (e.g. Sub-Regional Network Manager).

Actors AOC Staff | Complexity Manager | Flight Crew | Planning Controller | Regional Network Manager | Sub-Regional Network Manager

Inputs Changed RBTs (Schedule) Outputs Changed RBTs (Optimised Route)

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Controls Business Model | Constraints (from ATC) | Constraints (Unpredicted Events) | DCB Solution | Resource Usage Rules

Ref. to 222 F.1 - Trajectory Management – General | F.2.2 - Trajectory States | F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.6 - Military Planning Cycles | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.4.1 - Airspace User Originated Changes | F.4.3 - ANSP Originated Changes to the RBT

3.3.1.1.3 Validate RBT Changes

This process will allow the Regional Network Manager to validate at the network level the proposed RBT changes (re-scheduling and/or re-routing). This "validation" relates to the assessement of the induced impact of the RBT changes on the network.

Actors Regional Network Manager Inputs Changed RBTs (Optimised Route) | Changed RBTs (Schedule) Outputs Revised RBTs Controls

Ref. to 222 F.1 - Trajectory Management – General | F.2.2 - Trajectory States | F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.3.3 - Reference Business Trajectory (RBT) | F.2.6.2 - Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.6 - Military Planning Cycles | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace

3.3.1.2 Update RBT

The RBT can be updated either after the "Revise RBT" activity, or through automatic update triggered when the current predicted trajectory differs from the previously down linked predicted trajectory by more than pre-defined thresholds indicated in TMR.

Actors

Inputs RBT Clearances & TMR | Revised RBTs Outputs Updated RBTs Controls

Ref. to 222 F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.3.3 - Reference Business Trajectory (RBT)

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.3.1.3 Start UDPP during Execution Phase

This process is a black box dealing with activities related specifically to UDPP process. However, RBT revisions are still effectively processed through "Revise RBT" while UDPP Results should usually consists of a prioritised flight list.

Actors AOC Staff Inputs DCB Solution | RBTs | Request for UDPP Outputs UDPP Results Controls

Ref. to 222 F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.3.3 - Reference Business Trajectory (RBT) | F.2.6.5.3 - User Driven Prioritisation Process (UDPP)

3.3.1.4 Execute Aircraft Trajectory

This process takes flight instructions and the RBT as inputs to perform the aircraft flight, producing the Executed Business Trajectory.

The ownership of the RBT belongs to the Airspace User. As a consequence, the Executed Business Trajectory corresponds to the last updated trajectory coming from the Airspace User who is the only actor able to state that a Trajectory is executed or not.

Actors Flight Crew Inputs RBT Clearances & TMR | Tactical Instruction (Open Loop) | Trajectory Change

Instruction (Closed Loop) | Updated RBTs Outputs Executed Business Trajectories Controls

Ref. to 222 F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.3.3 - Reference Business Trajectory (RBT) | F.2.3.4 - Aircraft System Predicted Trajectory (PT) | F.4 - Executing And Managing The Business Trajectory

3.3.1.5 Adjust User Airspace Requirements Dynamically

This process aims at adjusting airspace requirements in real time for flexible airspace structures.

Actors Civil/Military Airspace Manager Inputs Airspace Requirements | DCB Solution Outputs Airspace Requirements

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Controls

Ref. to 222 F.3.7 - Integration of Diverse Airspace Use Requirements

3.3.2 Adjust Resources and Traffic Demand

The SESAR Concept of Operations empowers the dynamic balancing of demand and capacity to contribute to a smooth flow of traffic. For that purpose, during the Execution Phase, dynamic adjustments can occur to manage the dynamicity of the traffic.

This process is based on instant load and complexity, as well as resources constraints. It aims at assessing traffic load compared to available capacity, possibly detecting an imbalance that will trigger subsequent DCB processes : Resources are adjusted when possible, and a DCB solution involving traffic demand changes will only be proposed if resource adjustments can't match the traffic demand.

Actors Airline Station Manager | AOC Staff | APOC Staff | Apron Controller | Civil/Military Airspace Manager | Complexity Manager | Ground Handling Agent | Regional Network Manager | Sub-Regional Network Manager | Tower Ground

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Controller | Tower Runway Controller Inputs Activated Plan (NOP+RBTs+Activated Resources) | Catalogue of Solutions

Outputs DCB Solution | Resource Configuration Controls AU Preferences (and Constraints) | MET (Nowcasts) | Revised RBTs | Target

Performance Levels Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network

Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5 - Traffic Demand and Capacity Balancing | F.2.6.5.2 - Medium and Short-Term Planning | F.2.6.5.4 - Execution Phase | F.3 - Trajectory Based Operations | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.2.1 - Complexity Management | F.3.2.2 - The Temporal Nature of Operational Complexity | F.3.3 - High Complexity Terminal Operations | F.3.4 - En-Route High Complexity Operations | F.3.5 - Medium/Low Complexity Operations | F.3.7 - Integration of Diverse Airspace Use Requirements | F.5 - Operations On And Around Airports | F.5.1 - High Level Operational Processes | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.1.3 - Airport Resource and Capacity Plan Execution | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.5.2 - Remotely Provided Aerodrome Control Service | F.6.1 - Airport Operations

3.3.2.1 Identify Demand Capacity Imbalance

This process aims at assessing traffic load compared to available capacity, possibly detecting an imbalance (triggering event for subsequent DCB processes).

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors APOC Staff | Complexity Manager | Sub-Regional Network Manager

Inputs

Outputs Detected Imbalance Controls Activated Plan (NOP+RBTs+Activated Resources) | Possible Configurations Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network

Operations Plan (NOP) | F.2.6.5 - Traffic Demand and Capacity Balancing | F.2.6.5.2 - Medium and Short-Term Planning | F.3 - Trajectory Based Operations | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.2.1 - Complexity Management | F.3.2.2 - The Temporal Nature of Operational Complexity | F.3.3 - High Complexity Terminal Operations | F.3.4 - En-Route High Complexity Operations | F.3.5 - Medium/Low Complexity Operations | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.2 - Remotely Provided Aerodrome Control Service

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.3.2.1.1 Assess Capacity Load

This process with allow to assess the current traffic load against the declared resource capacity. This capacity load assessment may be done at airport or airspace level.

Actors APOC Staff | Sub-Regional Network Manager Inputs

Outputs Detected Imbalance (Capacity Over/Under Load) Controls Activated Plan (NOP+RBTs+Activated Resources) | Possible Configurations

Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5 - Traffic Demand and Capacity Balancing | F.2.6.5.2 - Medium and Short-Term Planning | F.3 - Trajectory Based Operations | F.5.1.1 - Airport Resource Planning Process | F.5.1.2 - Airport Resource and Capacity Plan Management Process | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.2 - Remotely Provided Aerodrome Control Service

3.3.2.1.2 Assess Traffic Complexity

This process will allow the Complexity Manager to assess the current traffic complexity in a dedicated airspace volume, producing a complexity indicator. This indicator takes into account the attitude (i.e. climbing, descending and cruising) of each flight with respect to the other flights in the airspace volume.

Actors Complexity Manager Inputs

Outputs Detected Imbalance (Complexity Indicator) Controls Activated Plan (NOP+RBTs+Activated Resources) Ref. to 222 F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed

Airspace | F.3.2.1 - Complexity Management | F.3.2.2 - The Temporal Nature of Operational Complexity | F.3.3 - High Complexity Terminal Operations | F.3.4 - En-Route High Complexity Operations | F.3.5 - Medium/Low Complexity Operations

3.3.2.2 Adjust Resources Dynamically

This process allows Resources to be adjusted with respect to an identified Demand Capacity Imbalance. This process also covers changes due to weather constraints or any other Constraints (Unpredicted Events) as well as resources maintenance.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors Airline Station Manager | AOC Staff | APOC Staff | Apron Controller | Civil/Military Airspace Manager | Ground Handling Agent | Sub-Regional Network Manager | Tower Ground Controller | Tower Runway Controller

Inputs Airspace Requirements | Possible Configurations Outputs Resource Configuration Controls Complexity | Constraints (on Resources) | Constraints (Unpredicted Events) |

DCB Solution | Detected Imbalance | MET (Nowcasts) Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network

Operations Plan (NOP) | F.3 - Trajectory Based Operations | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.2.1 - Complexity Management | F.3.3 - High Complexity Terminal Operations | F.3.4 - En-Route High Complexity Operations | F.3.5 - Medium/Low Complexity Operations | F.3.7 - Integration of Diverse Airspace Use Requirements | F.5 - Operations On And Around Airports | F.5.1.3 - Airport Resource and Capacity Plan Execution | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.5.2 - Remotely Provided Aerodrome Control Service | F.6.1 - Airport Operations

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.3.2.2.1 Switch Operational Rules

This process is run when a change of real-time operation rules is necessary, either at the level of airport or airspace operations. At airport level, it covers for example the case of a change in the runway configuration (e.g. from 27 to 09 because of a significant change in the wind direction). At airspace level, it covers for example the case of a change of separation minima in a dedicated volume of airspace.

Actors Airline Station Manager | AOC Staff | APOC Staff | Civil/Military Airspace Manager | Ground Handling Agent | Sub-Regional Network Manager

Inputs Airspace Requirements | Possible Configurations Outputs Resource Configuration Controls Complexity | Constraints (on Resources) | Constraints (Unpredicted Events) | DCB Solution |

Detected Imbalance | MET (Nowcasts) Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan

(NOP) | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.2.1 - Complexity Management | F.3.3 - High Complexity Terminal

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Operations | F.3.4 - En-Route High Complexity Operations | F.3.5 - Medium/Low Complexity Operations | F.3.7 - Integration of Diverse Airspace Use Requirements | F.5 - Operations On And Around Airports | F.5.1.3 - Airport Resource and Capacity Plan Execution | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.5.2 - Remotely Provided Aerodrome Control Service | F.6.1 - Airport Operations

3.3.2.2.1.1 Switch Airport Operational Rules

This process is run when a change of real-time operation rules is necessary. As an example, it covers the case of a change in the runway configuration (e.g. from 27 to 09 because of a significant change in the wind direction). Other examples are change in taxiway configuration, stand configuration, etc...

Actors Airline Station Manager | AOC Staff | APOC Staff | Ground Handling Agent | Sub-Regional Network Manager

Inputs Possible Configurations Outputs Resource Configuration Controls Complexity | Constraints (on Resources) | Constraints (Unpredicted Events) | DCB Solution |


(NOP) | F.5 - Operations On And Around Airports | F.5.1.3 - Airport Resource and Capacity Plan Execution | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.5.2 - Remotely Provided Aerodrome Control Service | F.6.1 - Airport Operations

3.3.2.2.1.2 Switch Airspace Operational Rules

This process is run when a change of real-time operation rules is necessary. As an example, it covers the case of a change in the separation minima to be applied in a dedicated volume of airspace. Other examples are TSA activation, route structure changes, etc...

-

Actors Civil/Military Airspace Manager | Sub-Regional Network Manager Inputs Airspace Requirements | Possible Configurations Outputs Resource Configuration Controls Complexity | Constraints (on Resources) | Constraints (Unpredicted Events) | DCB Solution |


(NOP) | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.2.1 - Complexity Management | F.3.3 - High Complexity Terminal

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Operations | F.3.4 - En-Route High Complexity Operations | F.3.5 - Medium/Low Complexity Operations | F.3.7 - Integration of Diverse Airspace Use Requirements

3.3.2.2.2 Coordinate Temporary Resource Closure

This process is run when maintenance works are actually performed on ATM resources, either at the level of airport or airspace operations. Variations that occur during this process have an impact on the sequence and dynamic management performed during the mid/short term planning phase.

Actors APOC Staff | Apron Controller | Civil/Military Airspace Manager | Sub-Regional Network Manager | Tower Ground Controller | Tower Runway Controller

Inputs Possible Configurations (Resource Status) | Resource Configuration Outputs Resource Configuration (Resource Unavailability) Controls

Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.3 - Trajectory Based Operations | F.5.1.3 - Airport Resource and Capacity Plan Execution | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.2 - Remotely Provided Aerodrome Control Service

3.3.2.2.2.1 Coordinate Temporary Airport Resource Closure

This process is run when maintenance works are actually performed on airport airside resources. Variations that occur during this process have an impact on the sequence and dynamic management performed during the mid/short term planning phase.

Actors APOC Staff | Apron Controller | Tower Ground Controller | Tower Runway Controller Inputs Possible Configurations (Resource Status) | Resource Configuration Outputs Resource Configuration (Resource Unavailability) Controls

Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.3 - Trajectory Based Operations | F.5.1.3 - Airport Resource and Capacity Plan Execution | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.2 - Remotely Provided Aerodrome Control Service

3.3.2.2.2.2 Coordinate Temporary Airspace Resource Closure

This process is run when maintenance works are actually performed on airspace resources. Variations that occur during this process have an impact on the sequence and dynamic management performed during the mid/short term planning phase.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors Civil/Military Airspace Manager | Sub-Regional Network Manager

Inputs Possible Configurations (Resource Status) | Resource Configuration Outputs Resource Configuration (Resource Unavailability) Controls

Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.3 - Trajectory Based Operations

3.3.2.3 Propose a DCB Solution

This process will allow to propose a DCB solution that solves the detected imbalance. It is an iterative process that will terminate only when the proposed DCB solution minimizes the network impact. This proposed DCB solution will complement the catalogue of solutions.

Actors APOC Staff | Regional Network Manager | Sub-Regional Network Manager

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Inputs Catalogue of Solutions | Detected Imbalance

Outputs Catalogue of Solutions | DCB Solution Controls AU Preferences (and Constraints) | Detected Imbalance | Revised RBTs Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network

Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5.4 - Execution Phase | F.3 - Trajectory Based Operations | F.5 - Operations On And Around Airports

3.3.2.3.1 Select/Refine/Elaborate a Short Term DCB Solution

This process will allow to propose a DCB solution in response to the detected imbalance. It will allow to either select and refine an existing solution from the catalogue or to elaborate a new solution. In all cases, this proposed DCB solution will complement the catalogue of solutions.

This process will be firstly performed at the airport level, then at the sub-regional level and finally at the network level.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors APOC Staff | Regional Network Manager | Sub-Regional Network Manager Inputs Catalogue of Solutions | Detected Imbalance Outputs Catalogue of Solutions | Proposed DCB Solution Controls AU Preferences (and Constraints) | Cancelled DCB Solution | Detected Imbalance | Revised

RBTs Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management |

F.2.6.4 - Using the Network Operations Plan (NOP) | F.3 - Trajectory Based Operations | F.5 - Operations On And Around Airports

3.3.2.3.1.1 Select/Refine/Elaborate a Short Term DCB Solution at Airport Level

This process will allow to proposed an airport DCB solution in response to the detected imbalance. It will allow to either select and refine an existing solution from the catalogue or to elaborate a new solution. In all cases, this proposed DCB solution will complement the catalogue of solutions.

Actors APOC Staff Inputs Catalogue of Solutions | Detected Imbalance Outputs Catalogue of Solutions | Proposed DCB Solution (At Airport Level) Controls AU Preferences (and Constraints) | Cancelled DCB Solution | Detected Imbalance | Revised

RBTs Ref. to 222 F.2.6.4 - Using the Network Operations Plan (NOP) | F.5 - Operations On And Around Airports

3.3.2.3.1.2 Select/Refine/Elaborate a Short Term DCB Solution at Airspace Level

This process will allow to propose an airspace DCB solution in response to the detected imbalance, at a sub-regional level. It will allow to either select and refine an existing solution from the catalogue or to elaborate a new solution. In all cases, this proposed DCB solution will complement the catalogue of solutions.

Actors Sub-Regional Network Manager Inputs Catalogue of Solutions | Detected Imbalance | Proposed DCB Solution (At Airport Level) Outputs Catalogue of Solutions | Proposed DCB Solution (At Airspace Level) Controls AU Preferences (and Constraints) | Cancelled DCB Solution | Detected Imbalance | Revised

RBTs Ref. to 222 F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan

(NOP) | F.3 - Trajectory Based Operations

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.3.2.3.1.3 Select/Refine/Elaborate a Short Term DCB Solution at Network Level

This process will allow to propose a network DCB solution in response to the detected imbalance. It will allow to either select and refine an existing solution from the catalogue or to elaborate a new solution. In all cases, this proposed DCB solution will complement the catalogue of solutions.

Actors Regional Network Manager Inputs Catalogue of Solutions | Detected Imbalance | Proposed DCB Solution (At Airport Level) |

Proposed DCB Solution (At Airspace Level) Outputs Catalogue of Solutions | Proposed DCB Solution (At Network Level) Controls AU Preferences (and Constraints) | Cancelled DCB Solution | Detected Imbalance | Revised

RBTs Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP)

3.3.2.3.2 Check Network Impact of a DCB Short Term Solution

This process will allow to assess the network impact of a proposed DCB solution. If the network impact is significant, the DCB solution is proposed for further refinement or substitution by a more efficient DCB solution.

Actors Regional Network Manager | Sub-Regional Network Manager Inputs Proposed DCB Solution Outputs Cancelled DCB Solution | DCB Solution Controls AU Preferences (and Constraints) | Revised RBTs Ref. to 222 F.2.6.2 - Regional Network Management | F.2.6.3 - Sub-Regional Network Management |

F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.6.5.4 - Execution Phase

3.3.3 Manage Traffic Queues

This process describes all the activities related to the management of different traffic queues (in Airports, Terminal Area or En-route) for their integration in a smooth flow. This encompasses elaboration of queues and the actions to implement those, resulting in trajectory changes as needed. This process may either result in a solution to get rid of the queue, or in a sequencing activity. Resource Configuration, used as an input, may be changed through "adjust resources dynamically" sub process, which includes complexity management.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors Airline Station Manager | AOC Staff | APOC Staff | Apron Controller | Complexity Manager | Executive Controller | Flight Crew | Planning Controller | Sub-Regional Network Manager | Tower Ground Controller | Tower Runway Controller

Inputs Activated Plan (NOP+RBTs+Activated Resources) | DCB Solution | Planned Queues | Pre-departure Sequence | Resource Configuration

Outputs Optimised Traffic Queue | RBT Revision Request | Request for UDPP | Tactical Instruction (Open Loop) | Trajectory Change Instruction (Closed Loop)

Controls AU Originated RBT Changes | Pilot Request | Revised RBTs | Target Performance Levels

Ref. to 222 F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.7 - Co-Ordination and Transfer of Control using Shared Trajectories | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.3 - High Complexity Terminal Operations | F.3.4 - En-Route High Complexity Operations | F.3.5 - Medium/Low Complexity Operations | F.3.6 - In Unmanaged Airspace | F.4.2.1 - Initial Assumptions | F.4.2.2 - Queue Management Process | F.4.2.3 - Aircraft Capabilities Related to Queue Management | F.4.2.4 - ATM System Capabilities Related to Queue Management | F.4.2.4.1 - Departure Management (DMAN) | F.4.2.4.2 - Arrival Manager

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



(AMAN) | F.4.2.4.3 - Precision Support to Final Approach Spacing | F.4.2.4.4 - SMAN | F.5 - Operations On And Around Airports | F.5.1 - High Level Operational Processes | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.5.2 - Remotely Provided Aerodrome Control Service | F.6.1 - Airport Operations | F.6.2 - Terminal Area Operations | F.6.2.1 - During Periods of High Complexity | F.6.2.2 - During Periods of Medium/Low Complexity | F.6.3 - En-Route Managed Airspace | F.6.3.1 - During Periods of High Complexity | F.6.3.2 - During Periods of Medium/Low Complexity | F.6.4 - Unmanaged Airspace

3.3.3.1 Manage Airport Departure Queue

This process deals with all the activities related to the creation and execution of a final optimised Departure queue (i.e. sequencing of surface movements, elaboration of surface plans and departure queues (e.g. multiple runways)). The main constraint here is the runway resource, but also complexity management constraints for departure metering from single or multiple airports (Departure metering constraints).

Actors Airline Station Manager | AOC Staff | APOC Staff | Apron Controller | Executive Controller | Flight Crew | Sub-Regional Network Manager | Tower Ground

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Controller | Tower Runway Controller Inputs Optimised Arrival Sequence (including Advisories) | Pre-departure Sequence

Outputs Optimised Departure Sequence (including Advisories) | Optimised Traffic Queue | Request for UDPP | Runway Metering Constraints

Controls Departure Metering Constraints | Departure Synchronisation Horizon Reached Ref. to 222 F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.6.4 - Using the

Network Operations Plan (NOP) | F.2.7 - Co-Ordination and Transfer of Control using Shared Trajectories | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.4.2.1 - Initial Assumptions | F.4.2.2 - Queue Management Process | F.4.2.3 - Aircraft Capabilities Related to Queue Management | F.4.2.4.1 - Departure Management (DMAN) | F.4.2.4.4 - SMAN | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.5.2 - Remotely Provided Aerodrome Control Service | F.6.1 - Airport Operations

3.3.3.1.1 Optimise Departure Queue

This process deals with all the activities related to creation of a final optimised departure sequence, ensuring a departure sequence that is going to be refined and validated by the Tower Controller.

Actors Airline Station Manager | AOC Staff | APOC Staff | Apron Controller | Flight Crew | Sub-Regional Network Manager | Tower Ground Controller | Tower Runway Controller

Inputs Activated Plan (NOP+RBTs+Activated Resources) | Pre-departure Sequence | Resource Configuration

Outputs Optimised Departure Sequence (including Advisories) | RBT Revision Request | Request for UDPP | Runway Metering Constraints

Controls Departure Metering Constraints | Departure Synchronisation Horizon Reached | Optimised Arrival Sequence (including Advisories) | Updated RBTs (+ AU RBT Changes)

Ref. to 222 F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.6.4 - Using the Network Operations Plan (NOP) | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.4.2.1 - Initial Assumptions | F.4.2.2 - Queue Management Process | F.4.2.3 - Aircraft Capabilities Related to Queue Management | F.4.2.4.1 - Departure Management (DMAN) | F.4.2.4.4 - SMAN | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.5.2 - Remotely Provided Aerodrome Control Service | F.6.1 - Airport Operations

3.3.3.1.2 Implement Departure Queue

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



This process aims to include all the activities needed to execute the departure sequence by the Tower Runway Controller and the actions to communicate the flight crew the proper instructions for the take-off.

Actors Executive Controller | Flight Crew | Tower Runway Controller Inputs Activated Plan (NOP+RBTs+Activated Resources) | Optimised Departure Sequence (including

Advisories) Outputs Optimised Traffic Queue | Tactical Instruction (Open Loop) | Trajectory Change Instruction

(Closed Loop) Controls Optimised Arrival Sequence (including Advisories) | Pilot Request

Ref. to 222 F.2.7 - Co-Ordination and Transfer of Control using Shared Trajectories | F.4.2.1 - Initial Assumptions | F.4.2.2 - Queue Management Process | F.4.2.3 - Aircraft Capabilities Related to Queue Management | F.4.2.4.1 - Departure Management (DMAN) | F.4.2.4.4 - SMAN | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.5.2 - Remotely Provided Aerodrome Control Service | F.6.1 - Airport Operations

3.3.3.2 Manage Terminal Area Exit Queue

This process deals with all the activities related to the creation and execution of an optimised Terminal Area Exit queue (i.e. the sequencing at Terminal Area Exit points of flows coming from one or several airports in the Terminal Area).

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors AOC Staff | Executive Controller | Flight Crew | Planning Controller | Sub-Regional Network Manager

Inputs Optimised Departure Sequence (including Advisories) Outputs Departure Metering Constraints | Optimised Terminal Area Exit Sequence

(including Advisories) | Optimised Traffic Queue | Request for UDPP

Controls Departure Synchronisation Horizon Reached Ref. to 222 F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.6.3 - Sub-

Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.7 - Co-Ordination and Transfer of Control using Shared Trajectories | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.3 - High Complexity Terminal Operations | F.4.2.1 - Initial Assumptions | F.4.2.2 - Queue Management Process | F.4.2.3 - Aircraft Capabilities Related to Queue Management | F.4.2.4 - ATM System Capabilities Related to Queue Management | F.4.2.4.1 - Departure Management (DMAN) | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.6.2 - Terminal Area Operations | F.6.2.1 - During Periods of High Complexity | F.6.2.2 - During Periods of Medium/Low Complexity

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.3.3.2.1 Optimise Terminal Area Exit Queue

This process deals with all the activities related to the creation of a Optimised Terminal Area Exit Sequence (including Advisories), ensuring a sequence that can be executed by the Executive Controller.


Inputs Activated Plan (NOP+RBTs+Activated Resources) | Optimised Departure Sequence (including Advisories) | Resource Configuration | Trajectory Change Instruction (Closed Loop)

Outputs Departure Metering Constraints | Optimised Terminal Area Exit Sequence (including Advisories) | RBT Revision Request | Request for UDPP

Controls Departure Synchronisation Horizon Reached | Updated RBTs (+ AU RBT Changes) Ref. to 222 F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.6.3 - Sub-Regional Network

Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.3 - High Complexity Terminal Operations | F.4.2.1 - Initial Assumptions | F.4.2.2 - Queue Management Process | F.4.2.3 - Aircraft Capabilities Related to Queue Management | F.4.2.4 - ATM System Capabilities Related to Queue Management | F.4.2.4.1 - Departure Management (DMAN) | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.6.2 - Terminal Area Operations | F.6.2.1 - During Periods of High Complexity | F.6.2.2 - During Periods of Medium/Low Complexity

3.3.3.2.2 Implement Terminal Area Exit Queue

This process aims to include all the activities needed to execute the Optimised Terminal Area Exit Sequence (including Advisories) by the Executive Controller and the actions to communicate the flight crew the proper instructions.

Actors Executive Controller | Flight Crew | Planning Controller | Sub-Regional Network Manager Inputs Optimised Terminal Area Exit Sequence (including Advisories) Outputs Optimised Traffic Queue | Tactical Instruction (Open Loop) | Trajectory Change Instruction

(Closed Loop) Controls Pilot Request Ref. to 222 F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.7 - Co-Ordination and Transfer of

Control using Shared Trajectories | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.3 - High Complexity Terminal Operations | F.4.2.1 - Initial Assumptions | F.4.2.2 - Queue Management Process | F.4.2.3 - Aircraft Capabilities Related to Queue Management | F.4.2.4 - ATM System Capabilities Related to Queue Management | F.4.2.4.1 - Departure Management (DMAN) | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.6.2 - Terminal Area Operations | F.6.2.1 - During Periods of High Complexity | F.6.2.2 - During Periods of Medium/Low Complexity

3.3.3.3 Manage En-Route Queue

This process deals with all the activities related to the creation and execution of an optimised En-Route queue, e.g. at busy en route crossing points.


Inputs Optimised Arrival Sequence (including Advisories) | Optimised Terminal Area Exit Sequence (including Advisories) | Resource Configuration

Outputs Optimised En-Route Sequence (including Advisories) | Optimised Traffic Queue | Request for UDPP

Controls En-Route Synchronisation Horizon Reached Ref. to 222 F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.6.3 - Sub-

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.7 - Co-Ordination and Transfer of Control using Shared Trajectories | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.4 - En-Route High Complexity Operations | F.3.5 - Medium/Low Complexity Operations | F.3.6 - In Unmanaged Airspace | F.4.2.1 - Initial Assumptions | F.4.2.2 - Queue Management Process | F.4.2.3 - Aircraft Capabilities Related to Queue Management | F.4.2.4 - ATM System Capabilities Related to Queue Management | F.6.3 - En-Route Managed Airspace | F.6.3.1 - During Periods of High Complexity | F.6.3.2 - During Periods of Medium/Low Complexity | F.6.4 - Unmanaged Airspace

3.3.3.3.1 Optimise En-Route Queue

This process deals with all the activities related to the creation of a Optimised En-Route Sequence (including Advisories), ensuring a sequence that can be executed by the Executive Controllers.


Inputs Activated Plan (NOP+RBTs+Activated Resources) | Optimised Arrival Sequence (including Advisories) | Optimised Terminal Area Exit Sequence (including Advisories) | Resource Configuration | Trajectory Change Instruction (Closed Loop)

Outputs Optimised En-Route Sequence (including Advisories) | RBT Revision Request | Request for UDPP

Controls En-Route Synchronisation Horizon Reached | Updated RBTs (+ AU RBT Changes) Ref. to 222 F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.6.3 - Sub-Regional Network

Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.4 - En-Route High Complexity Operations | F.3.5 - Medium/Low Complexity Operations | F.3.6 - In Unmanaged Airspace | F.4.2.1 - Initial Assumptions | F.4.2.2 - Queue Management Process | F.4.2.3 - Aircraft Capabilities Related to Queue Management | F.4.2.4 - ATM System Capabilities Related to Queue Management | F.6.3 - En-Route Managed Airspace | F.6.3.1 - During Periods of High Complexity | F.6.3.2 - During Periods of Medium/Low Complexity | F.6.4 - Unmanaged Airspace

3.3.3.3.2 Implement En-Route Queue

This process aims to include all the activities needed to execute the Optimised En-Route Sequence (including Advisories) by the Executive Controller and the actions to provide the flight crew with the proper instructions.


Inputs Optimised En-Route Sequence (including Advisories) Outputs Optimised Traffic Queue | Tactical Instruction (Open Loop) | Trajectory Change Instruction

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



(Closed Loop) Controls Pilot Request

Ref. to 222 F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.7 - Co-Ordination and Transfer of Control using Shared Trajectories | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.4 - En-Route High Complexity Operations | F.3.5 - Medium/Low Complexity Operations | F.3.6 - In Unmanaged Airspace | F.4.2.1 - Initial Assumptions | F.4.2.2 - Queue Management Process | F.4.2.3 - Aircraft Capabilities Related to Queue Management | F.4.2.4 - ATM System Capabilities Related to Queue Management | F.6.3 - En-Route Managed Airspace | F.6.3.1 - During Periods of High Complexity | F.6.3.2 - During Periods of Medium/Low Complexity | F.6.4 - Unmanaged Airspace

3.3.3.4 Manage Arrival Queue

This process deals with all the activities related to the creation and execution of an final optimised arrival queue (ultimately constrained by runway acceptance rates and Terminal Area -and possibly En Route- delay absorption capabilities.

Actors AOC Staff | APOC Staff | Complexity Manager | Executive Controller | Flight Crew | Planning Controller | Sub-Regional Network Manager | Tower Ground

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Controller | Tower Runway Controller Inputs Activated Plan (NOP+RBTs+Activated Resources) | Optimised En-Route

Sequence (including Advisories) | Resource Configuration | Trajectory Change Instruction (Closed Loop)

Outputs Optimised Arrival Sequence (including Advisories) | Optimised Traffic Queue | RBT Revision Request | Request for UDPP | Tactical Instruction (Open Loop) | Trajectory Change Instruction (Closed Loop)

Controls Arrival Synchronisation Horizon Reached | Optimised Departure Sequence (including Advisories) | Pilot Request | Runway Metering Constraints | Updated RBTs (+ AU RBT Changes)

Ref. to 222 F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.7 - Co-Ordination and Transfer of Control using Shared Trajectories | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.3 - High Complexity Terminal Operations | F.4.2.1 - Initial Assumptions | F.4.2.2 - Queue Management Process | F.4.2.3 - Aircraft Capabilities Related to Queue Management | F.4.2.4 - ATM System Capabilities Related to Queue Management | F.4.2.4.2 - Arrival Manager (AMAN) | F.4.2.4.3 - Precision Support to Final Approach Spacing | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.6.1 - Airport Operations | F.6.2 - Terminal Area Operations | F.6.2.1 - During Periods of High Complexity | F.6.2.2 - During Periods of Medium/Low Complexity

3.3.3.4.1 Optimise Arrival Queue

This process deals with all the activities related to creation of a final optimised arrival sequence, ensuring an arrival sequence that is going to be executed by the Executive Controllers.

Actors AOC Staff | APOC Staff | Complexity Manager | Executive Controller | Flight Crew | Planning Controller | Sub-Regional Network Manager | Tower Ground Controller

Inputs Activated Plan (NOP+RBTs+Activated Resources) | Optimised En-Route Sequence (including Advisories) | Resource Configuration | Trajectory Change Instruction (Closed Loop)

Outputs Optimised Arrival Sequence (including Advisories) | RBT Revision Request | Request for UDPP

Controls Arrival Synchronisation Horizon Reached | Optimised Departure Sequence (including Advisories) | Updated RBTs (+ AU RBT Changes)

Ref. to 222 F.2.3 - Development and Lifecycle of the Business Trajectory | F.2.6.3 - Sub-Regional Network Management | F.2.6.4 - Using the Network Operations Plan (NOP) | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.3 - High Complexity Terminal Operations | F.4.2.1 - Initial Assumptions | F.4.2.2 - Queue Management Process | F.4.2.3 - Aircraft Capabilities Related to Queue Management | F.4.2.4 - ATM System Capabilities Related to Queue Management | F.4.2.4.2 - Arrival Manager (AMAN) | F.4.2.4.3 - Precision Support to Final Approach Spacing | F.5.1.4 - Airport Operations and Interactions

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.6.1 - Airport Operations | F.6.2 - Terminal Area Operations | F.6.2.1 - During Periods of High Complexity | F.6.2.2 - During Periods of Medium/Low Complexity

3.3.3.4.2 Implement Arrival Queue

This process aims to include all the activities needed to execute the arrival sequence by the Tower Runway Controller and the actions to communicate the flight crew the proper instructions for the landing.

Actors Executive Controller | Flight Crew | Tower Runway Controller

Inputs Optimised Arrival Sequence (including Advisories) Outputs Optimised Traffic Queue | Tactical Instruction (Open Loop) | Trajectory Change Instruction

(Closed Loop) Controls Pilot Request Ref. to 222 F.2.6.4 - Using the Network Operations Plan (NOP) | F.2.7 - Co-Ordination and Transfer of

Control using Shared Trajectories | F.3.1 - Assumed ATM Capability Levels | F.3.2 - Trajectory Based Operations in Managed Airspace | F.3.3 - High Complexity Terminal Operations | F.4.2.1 - Initial Assumptions | F.4.2.2 - Queue Management Process | F.4.2.3 - Aircraft Capabilities Related to Queue Management | F.4.2.4 - ATM System Capabilities Related to Queue Management | F.4.2.4.2 - Arrival Manager (AMAN) | F.4.2.4.3 - Precision Support to Final Approach Spacing | F.5.1.4 - Airport Operations and Interactions with Queue Management | F.5.1.4.1 - Managing the Runway Resource | F.5.1.4.3 - Runway Operations | F.5.1.4.4 - Increased Runway Throughput | F.5.1.4.5 - Increased Runway Utilisation | F.6.1 - Airport Operations | F.6.2 - Terminal Area Operations | F.6.2.1 - During Periods of High Complexity | F.6.2.2 - During Periods of Medium/Low Complexity

3.3.4 De-conflict and Separate Traffic

This process aims at providing de-confliction and separation between traffic on the Airport Surface, in Terminal Areas and in En-Route airspace.

Traffic Separation involves RBT clearances according to the separation mode (e.g. 2D PTC, 3D PTC etc). In accordance with the SESAR ConOps, the RBT will be successively cleared that way, together with the uplink of TMR parameters.

Actions to solve Near-term conflicts are generally safety critical/in the tactical timeframe and thus generally result in a closed loop trajectory change from the original RBT to avoid the conflict or a tactical open loop instruction. In all cases, the direct consequence will be a revised RBT.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors Apron Controller | Executive Controller | Flight Crew | Planning Controller | Tower Ground Controller | Tower Runway Controller

Inputs Activated Plan (NOP+RBTs+Activated Resources) | Optimised Traffic Queue Outputs RBT Clearances & TMR | RBT Revision Request | Separation Mode | Tactical

Instruction (Open Loop) | Trajectory Change Instruction (Closed Loop) Controls Pilot Request | Revised RBTs Ref. to 222 F.2.3.3 - Reference Business Trajectory (RBT) | F.2.4 - Trajectory Related

Information Sharing Requirements | F.2.4.1 - Trajectory Management Requirements | F.4 - Executing And Managing The Business Trajectory | F.4.3 - ANSP Originated Changes to the RBT | F.5 - Operations On And Around Airports | F.5.1 - High Level Operational Processes | F.5.1.4.7 - Surface Movement Operations | F.5.2 - Remotely Provided Aerodrome Control Service | F.6 - The Application Of Conflict Management And Separation | F.6.1 - Airport Operations | F.6.2 - Terminal Area Operations | F.6.2.3 - Terminal Area Separation Modes and their Application | F.6.3 - En-Route Managed Airspace | F.6.3.3 - Self-Separation in Managed Airspace | F.6.3.4 - En-route Separation Modes and their Application

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.3.4.1 Provide Separation on Airport Surface

This process aims at providing separation between traffic on the airport surface.

Actors Apron Controller | Flight Crew | Tower Ground Controller | Tower Runway Controller

Inputs Optimised Traffic Queue Outputs RBT Clearances & TMR | RBT Revision Request | Trajectory Change Instruction

(Closed Loop) Controls Pilot Request | Revised RBTs Ref. to 222 F.2.4 - Trajectory Related Information Sharing Requirements | F.2.4.1 - Trajectory

Management Requirements | F.4 - Executing And Managing The Business Trajectory | F.5 - Operations On And Around Airports | F.5.1.4.7 - Surface Movement Operations | F.5.2 - Remotely Provided Aerodrome Control Service | F.6 - The Application Of Conflict Management And Separation | F.6.1 - Airport Operations

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



3.3.4.1.1 Handle Surface Movement for Departure Traffic

This process aims to include all the activities needed to control all the surface traffic that comes from the departure sequence that is going to be executed for the take-off.

Actors Apron Controller | Flight Crew | Tower Ground Controller | Tower Runway Controller Inputs Optimised Traffic Queue | RBT Clearances & TMR (Arrival Situation) Outputs RBT Clearances & TMR (Departure Situation) | RBT Revision Request | Trajectory Change

Instruction (Closed Loop) Controls Pilot Request | Revised RBTs

Ref. to 222 F.2.4 - Trajectory Related Information Sharing Requirements | F.2.4.1 - Trajectory Management Requirements | F.4 - Executing And Managing The Business Trajectory | F.5 - Operations On And Around Airports | F.5.1.4.7 - Surface Movement Operations | F.5.2 - Remotely Provided Aerodrome Control Service | F.6 - The Application Of Conflict Management And Separation | F.6.1 - Airport Operations

3.3.4.1.2 Handle Surface Movement for Arrival Traffic

This process aims to include all the activities needed to control all the surface traffic that comes from the arrival sequence that is going to be executed for the landing.

Actors Apron Controller | Flight Crew | Tower Ground Controller | Tower Runway Controller Inputs RBT Clearances & TMR (Departure Situation) Outputs RBT Clearances & TMR (Arrival Situation) | RBT Revision Request | Trajectory Change

Instruction (Closed Loop) Controls Pilot Request | Revised RBTs Ref. to 222 F.2.4 - Trajectory Related Information Sharing Requirements | F.2.4.1 - Trajectory Management

Requirements | F.4 - Executing And Managing The Business Trajectory | F.5 - Operations On And Around Airports | F.5.1.4.7 - Surface Movement Operations | F.5.2 - Remotely Provided Aerodrome Control Service | F.6 - The Application Of Conflict Management And Separation | F.6.1 - Airport Operations

3.3.4.2 Provide Separation in Terminal Area

This process aims at providing separation between traffic in Terminal Area.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors Executive Controller | Flight Crew | Planning Controller Inputs Activated Plan (NOP+RBTs+Activated Resources) | Optimised Traffic Queue Outputs RBT Clearances & TMR | RBT Revision Request | Separation Mode | Trajectory

Change Instruction (Closed Loop) Controls Pilot Request | Revised RBTs Ref. to 222 F.2.3.3 - Reference Business Trajectory (RBT) | F.2.4 - Trajectory Related

Information Sharing Requirements | F.2.4.1 - Trajectory Management Requirements | F.4 - Executing And Managing The Business Trajectory | F.4.3 - ANSP Originated Changes to the RBT | F.6 - The Application Of Conflict Management And Separation | F.6.2 - Terminal Area Operations | F.6.2.3 - Terminal Area Separation Modes and their Application

3.3.4.2.1 Decide on Appropriate Separation Mode in Terminal Area

This process deals with all the information needed to reach a decision about the separation mode necessary for the flights in the Terminal Area.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Actors Executive Controller | Flight Crew

Inputs Optimised Traffic Queue Outputs Separation Mode Controls Pilot Request | Revised RBTs Ref. to 222 F.6.2.3 - Terminal Area Separation Modes and their Application

3.3.4.2.2 Provide Separation in Terminal Area according to the Separation Mode

This process aims to include the activities needed to provide separation for the flights in the Terminal Area according to the separation mode provided to the flight.

Actors Executive Controller | Flight Crew Inputs Optimised Traffic Queue (Traffic to be Separated) Outputs RBT Clearances & TMR | RBT Revision Request | Trajectory Change Instruction (Closed

Loop) Controls Revised RBTs | Separation Mode Ref. to 222 F.2.4 - Trajectory Related Information Sharing Requirements | F.2.4.1 - Trajectory Management

Requirements | F.4 - Executing And Managing The Business Trajectory | F.6 - The Application Of Conflict Management And Separation | F.6.2 - Terminal Area Operations

3.3.4.2.3 Detect Conflict in the Terminal Area

This process aims to control the flights in the Terminal Area in order to detect possible conflicts.

Actors Executive Controller | Flight Crew Inputs Activated Plan (NOP+RBTs+Activated Resources) | Optimised Traffic Queue Outputs Detected Conflict Controls Revised RBTs | Separation Mode Ref. to 222 F.4 - Executing And Managing The Business Trajectory | F.6 - The Application Of Conflict

Management And Separation | F.6.2 - Terminal Area Operations

3.3.4.2.4 Solve Conflict in the Terminal Area

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This process aims to include the activities needed to provide a conflict solution for a detected conflict in the Terminal Area, the conflict solution will be executed based on the proper separation mode.

Actors Executive Controller | Flight Crew | Planning Controller Inputs Detected Conflict Outputs RBT Revision Request | Trajectory Change Instruction (Closed Loop) Controls Detected Conflict | Revised RBTs | Separation Mode Ref. to 222 F.2.3.3 - Reference Business Trajectory (RBT) | F.4 - Executing And Managing The Business

Trajectory | F.4.3 - ANSP Originated Changes to the RBT | F.6 - The Application Of Conflict Management And Separation | F.6.2 - Terminal Area Operations

3.3.4.3 Provide Separation in En-Route Airspace

This process aims at providing separation between traffic in En-Route Airspace.

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Actors Executive Controller | Flight Crew | Planning Controller

Inputs Activated Plan (NOP+RBTs+Activated Resources) | Optimised Traffic Queue Outputs RBT Clearances & TMR | RBT Revision Request | Separation Mode | Trajectory

Change Instruction (Closed Loop) Controls Pilot Request | Revised RBTs Ref. to 222 F.2.3.3 - Reference Business Trajectory (RBT) | F.2.4 - Trajectory Related

Information Sharing Requirements | F.2.4.1 - Trajectory Management Requirements | F.4 - Executing And Managing The Business Trajectory | F.4.3 - ANSP Originated Changes to the RBT | F.6 - The Application Of Conflict Management And Separation | F.6.3 - En-Route Managed Airspace | F.6.3.3 - Self-Separation in Managed Airspace | F.6.3.4 - En-route Separation Modes and their Application

3.3.4.3.1 Decide on Appropriate Separation Mode in Manage En-Route Airspace

This process deals with all the information needed to reach a decision about the separation mode necessary for the flights in the En-Route area.

Actors Executive Controller | Flight Crew Inputs Optimised Traffic Queue Outputs Separation Mode Controls Pilot Request | Revised RBTs Ref. to 222 F.6.3.4 - En-route Separation Modes and their Application

3.3.4.3.2 Provide Separation in Managed En-Route Airspace According to the Separation Mode

This process aims to include the activities needed to provide separation for the flights in the En-Route area according to the separation mode provided to the flight.

Actors Executive Controller | Flight Crew Inputs Optimised Traffic Queue (Traffic to be Separated) Outputs RBT Clearances & TMR | RBT Revision Request | Trajectory Change Instruction (Closed

Loop) Controls Revised RBTs | Separation Mode Ref. to 222 F.2.4 - Trajectory Related Information Sharing Requirements | F.2.4.1 - Trajectory Management

Requirements | F.4 - Executing And Managing The Business Trajectory | F.6 - The Application Of Conflict Management And Separation | F.6.3 - En-Route Managed Airspace | F.6.3.3 - Self-

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Separation in Managed Airspace

3.3.4.3.3 Detect Conflict in Managed En-Route Airspace

This process aims to control the flights in the En-Route area in order to detect possible conflicts.

Actors Executive Controller | Flight Crew

Inputs Activated Plan (NOP+RBTs+Activated Resources) | Optimised Traffic Queue

Outputs Detected Conflict Controls Revised RBTs | Separation Mode Ref. to 222 F.4 - Executing And Managing The Business Trajectory | F.6 - The Application Of Conflict

Management And Separation | F.6.3 - En-Route Managed Airspace

3.3.4.3.4 Solve Conflict in Manage En-Route Airspace

This process aims to include the activities needed to provide a conflict solution for a detected conflict in the En-Route area, the conflict solution will be executed based on the proper separation mode.

Actors Executive Controller | Flight Crew | Planning Controller Inputs Detected Conflict Outputs RBT Revision Request | Trajectory Change Instruction (Closed Loop) Controls Detected Conflict | Revised RBTs | Separation Mode Ref. to 222 F.2.3.3 - Reference Business Trajectory (RBT) | F.4 - Executing And Managing The Business

Trajectory | F.4.3 - ANSP Originated Changes to the RBT | F.6 - The Application Of Conflict Management And Separation | F.6.3 - En-Route Managed Airspace | F.6.3.3 - Self-Separation in Managed Airspace

3.3.5 Avoid Collision

This "Avoid Collision" process will allow the Executive Controller (as such in En-Route and Terminal airspace or as Tower Ground Controller on the airport surface) to be informed with the actions of the embarked ACAS system or ground-based STCA system, to be able to monitor and carry out with the appropriate actions (i.e. an open-loop tactical instruction given to the Flight Crew).

Actors Executive Controller | Flight Crew | Tower Ground Controller

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Inputs

Outputs Tactical Instruction (Open Loop) Controls Separation Mode Ref. to 222 F.7 - Collision Avoidance

4 ACTOR DESCRIPTION

This section presents the list of roles and responsibilities (actors) that are involved in the avarious ATM Processes. The list of identified actors together with their description are consistent with the SESAR 2.4.2 document (ref [3]).

4.1 AI DATA MANAGER

Actor Description Within the European Civil Aviation Conference (ECAC) each Contracting State has responsibility for providing an Aeronautical Information Service (AIS) to ensure the flow of aeronautical information/data necessary for the safety, regularity and efficiency of international air navigation within the area of responsibility of the State. The applicable rules are laid down in ICAO Annexes 4 and 15.

4.2 AIRLINE STATION MANAGER

Actor Description The Airline Station Manager is responsible for the aircraft turn-round in order to manage the aircraft procedures on the ground safely, securely and efficiently. Depending on the Airspace User organization, some of these tasks may be carried out by or delegated to Ground Handling Agents.

4.3 AIRSPACE DESIGNER

Actor Description States involved in the same Functional Airspace Block arrangement should establish a close co-operation between their National Airspace Policy Bodies, possibly resulting in the formation of a common FAB “Authorized Airspace Board”, to formulate the common Airspace Management policy and to carry out the necessary strategic planning work, taking into account national and international airspace users and ATS provider’s requirements.

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4.4 AOC STAFF

Actor Description The AOC is an organisational unit of an airspace user and is normally run by a variety of professionals from different areas. It is hosting the roles of Flight Dispatch, Slot Management and Strategic & CDM Management thereby managing the operations of the airspace user and implementing the flight programme.

4.5 APOC STAFF

Actor Description The Airport Operations Centre (APOC) is the central organisational unit responsible for airport airside operations.The APOC Staff has the various roles of Resource Management, Flight Operations Management and Environment Management and is responsible for CDM with all relevant stakeholders.

4.6 APRON CONTROLLER

Actor Description Mainly on international airports apron control is often carried out under the responsibility of the Airport Authorities. At some airports the task apron control is also called ground control or taxi control and is carried out by ATC.

4.7 ATM STAKEHOLDERS

Actor Description Generic actor gathering the entire set of ATM Stakeholders.

4.8 CIVIL/MILITARY AIRSPACE MANAGER

Actor Description States involved in the same Functional Airspace Block arrangement should establish a common FAB Airspace Management Cell which is jointly staffed by civil and military airspace managers. The FAB AMC will allocate the FAB airspace on a daily basis taking into account their various national and international arrangements and associated guidelines.

4.9 COMPLEXITY MANAGER

Actor Description Complexity Management assures that traffic complexity remains within the limits the

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controllers can cope with safely. This process supports an efficient provision of Separation Services in that it detects zones/volumes of high complexity and takes mitigation measures against overloads of Controllers.

4.10 EXECUTIVE CONTROLLER

Actor Description The principal tasks of the Executive Controller are to separate and to sequence known flights operating within his/her area of responsibility, and to issue instructions to pilots for conflict resolution. He/she is also responsible for the transfer of flights to the next appropriate Executive Controller and for co-ordination with the appropriate Planning Controller.

4.11 FLIGHT CREW

Actor Description The Flight Crew remains ultimately responsible for the safe and orderly operation of the flight in compliance with the ICAO Rules of the Air, other relevant ICAO and CAA/JAA provisions, and within airline standard operating procedures. It ensures that the aircraft operates in accordance with ATC clearances and and the agreed Air-Ground Reference Business Trajectory (RBT).

4.12 FLIGHT SCHEDULE DEPARTMENT STAFF

Actor Description The Flight Schedule Department Staff schedules the flight programme of the airspace user for each season during the long term planning phase. It takes part in the IATA Airport Slot Conferences and it creates the Airspace User Flight Schedule based on the business model and on management objectives of the airspace user as well as aircraft and flight crew resources.

4.13 GROUND HANDLING AGENT

Actor Description The Ground Handling Agent is responsible for the "turn-round" of all aircraft arriving, having passengers, baggage and cargo on board. He is responsible for the planning of loading groups, which are then responsible for unloading and loading the aircraft. Also busses, cargo vehicles and all other special vehicles for servicing the aircraft are planned by Ground Handling Agents.

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4.14 MET DATA MANAGER

Actor Description Meteorological data originate at meteorological authorities (World and Regional Area Forecast Centres, WAFC, RAFC) and are distributed among these using dedicated networks. They are made available to the aeronautical meteorological offices.

4.15 PLANNING CONTROLLER

Actor Description The principal tasks of the Planning Controller are to check the planned trajectory of aircraft intending to enter the sector for potential separation risk, and to co-ordinate entry/exit conditions leading to conflict free trajectories.

4.16 REGIONAL NETWORK MANAGER

Actor Description The Central (Regional) Network Manager acts as catalyst and facilitator for an efficient overall network management by all ATM stakeholders.

4.17 SUB-REGIONAL NETWORK MANAGER

Actor Description The Sub-regional Network Manager assures the stability and efficiency of the ATM Network on the sub-regional level, typically in a FAB.

4.18 TOWER GROUND CONTROLLER

Actor Description Tower Controllers have to manage the manoeuvring area and runways for take-off and landing of aircraft and the taxiways of the airport/aerodrome. On major airports there may be a separation of responsibility with the taxiways assigned to Air Traffic Control and the Apron Control assigned to the Airport Operations; however this is not the situation in all States.

4.19 TOWER RUNWAY CONTROLLER

Actor Description (see "Tower Ground Controller")

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5 DATA GLOSSARY

This section presents a textual description of any data (input, output or control) associated with the ATM Processes.

Activated Plan (NOP+RBTs+Activated Resources)

Designates the current operational plan agreed at the network level (covering both airports and airspace). It includes all RBTs as well as all activated resources.

Aircraft Request A request from a specific aircraft (Flight Crew), related to a requirement for departure (e.g. de-icing request).

Aircraft Request (including De-icing Request)

(see "Aircraft Request")

Aircraft Requirements Generally designates all airspace reservation demands.

Airport and Airspace Design Gathering of "Airport Design" and "Airspace Design".

Airport Capacity Cost Estimated (or actual) financial cost of an airport capacity enhancement.

Airport Design Relates to airport infrastructure defitions. Airport Local Plan (including Slot Allocation Plan)

Relates to a plan defining how airport slots are allocated, containing e.g. a stand plan with specific areas dedicated to specific flights (e.g. heavy aircraft, Schengen or non-Schenguen flights).

Airport Slot Requests Airspace user requests for airport slots. Airport Slots The slots that can be allocated to airspace users

at a specific airport. Airspace Capacity Cost Estimated (or actual) financial cost of an airspace

capacity enhancement. Airspace Design Relates to airspace infrastructure defitions. Airspace Requirements Relate to airspace reservation demand

formulated by airspace users. Airspace Requirements (Long Term) (see " Airspace Requirements") Airspace Requirements (Refined) Updated airspace reservation demand for military

or civil purposes (e.g. Olympic Games). Archived Data Archived data is related to systems records. It

encompasses flight data recorded on board, flight tracks recorded in ATC and airport systems, but also airport and ACC actual configurations.

Arrival Synchronisation Horizon Reached

Time horizon for taking into account a flight’s RBT in the Arrival queue management.

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AU Originated RBT Changes Ad-hoc demand, i.e. change to the trajectory operated by the Airspace User at any time and considered to be collaboratively agreed by the involved Airspace Users.

AU Preferences (and Constraints) Constraints and Preferences provided by the Airspace Users (and considered to be collaboratively agreed by the involved Airspace Users) to be taken into account by ATC/ATM.

Available SBTs The Shared Business Trajectories that have been issued by airspace users so far.

BDT Business Development Trajectory. Developped by airspace users during the long term planning phase, those BDT are not shared outside the airspace user organisation.

Business Model Airspace User own business model, driving their flight programme and intentions and reflecting their own needs regarding operations. This business model is not shared outside the airspace user organisation, but is represented here as the input from which airport slot requests are processed.

Business Model (Aircraft Fleet) The part of the Business Model that relates to the airspace user's aircraft fleet.

Cancelled DCB Solution A DCB solution that no longer exists and thus removed from the "catalogue of solutions".

Catalogue of Solutions List of pre-defined solutions to cope with demand-capacity imbalance, at a local (airport), sub-regional, or network level. These solutions are defined during the long term planning phase, but may be refined during nedium/short-term planning phase if a new solution is proposed.

Changed RBTs (Optimised Route) The resulting RBTs after a route optimisation process. In the ATM Process Model, such route optimisation occurs after a RBT re-scheduling (see "Changed RBTs (Schedule)").

Changed RBTs (Schedule) The resulting RBTs after a re-scheduling process. In the ATM Process Model, such re-scheduled RBTs will go through a route optimisation process (see "Changed RBTs (Optimised Route)").

Complexity TO BE COMPLETED Constraints Relates to all generic constraints affecting

various ATM processes (e.g. Economic/Political/Environmental, ATC, etc…)

Constraints (Economic/Political/Environmental)

Relates to the part of the generic constraints linked to Economic/Political/Environmental issues.

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Constraints (from ATC) Relates to the part of the generic constraints linked to ATC (e.g. LoA, etc…)

Constraints (on Resources) TO BE COMPLETED Issue: aren't "Resource Usage Rules" emcompassing those "Constraints (on resources)"?

Constraints (Unpredicted Events) Relates to the part of the generic constraints linked to Unpredictable Events which may create the need for short notice changes and/or refinement, a swift and efficient tactical response may be complemented by collaborative decision making within a previously agreed set of rules.

Cost of Solution The estimated (or actual) cost associated to the implementation of a DCB Solution.

DCB Solution DCB Solutions are a means proposed to resolve an demand/capacity imbalance, and can be processed at a local, sub-regional or network level.

DCB Solution (At Airport Level) A DCB Solution that is scoped to the level of an airport.

DCB Solution (At Airspace Level) A DCB Solution that is scoped to the level of an airspace volume.

DCB Solution (At Network Level) TO BE COMPLETED Issue: What difference with DCB Solution?

Delay Cost Estimated (or actual) financial cost associated to a delay.

Departure Metering Constraints Constraints identified (generally in multiple-airport Terminal Area) during Terminal Area Exit Queue Management to be integrated upstream (Airport Queue Management).

Departure Synchronisation Horizon Reached

Time horizon for taking into account a flight’s RBT in the Departure queue management.

Detected Conflict A conflict detected between traffic. Detected Imbalance An imbalance detected, either in the comparison

between traffic demand and resource capacity (Capacity Over/Under Load), or related to a traffic complexity (see "Detected Imbalance (Complexity Indicator)").

Detected Imbalance (At Airport Level) An imbalance detected in the comparison between traffic demand and resource capacity at an airport.

Detected Imbalance (At Airspace Level)

An imbalance detected in the comparison between traffic demand and resource capacity for a dedicated volume of airspace.

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Detected Imbalance (Capacity Over/Under Load)

An imbalance detected in the comparison between traffic demand and resource capacity.

Detected Imbalance (Complexity Indicator)

An indicator on the complexity of the current traffic situation in a dedicated airspace volume. This indicator takes into account the attitude (i.e. climbing, descending and cruising) of each flight with respect to the other flights in the airspace volume. The level of complexity directly contributes to a detected imbalance.

En-Route Synchronisation Horizon Reached

Time horizon for taking into account a flight’s RBT in the En-route queue management.

Executed Business Trajectories Trajectories actually flown by aircraft. Those Executed Business Trajectories will feed the "Archived Data", "Traffic Forecast" and "Statistics".

Flight Briefing Data Information collected by the Flight Crew during flight preparation.

Flight identification The specific data that characterizes a flight. Forecast (Traffic/Specific Events) This includes both STATFOR general forecasts

and predicted specific events. This forecast is used as an input to the long-term planning phase in order to produce a more detailed forecast (see "Traffic Forecast").

MET (Forecasts) Weather forecasts used during the Medium/Short term planning phase.

MET (Nowcasts) Weather nowcasts used during the Execution phase.

MET Forecasts General Weather forecasts gathering both "MET (Forecasts)" used during the Medium/Short term planning phase and "MET (Nowcasts)" used during the Execution phase.

Optimised Arrival Sequence (including Advisories)

The sequence of arrival flights, result of the optimization of the arrival queue. Advisories on the arrival flights are also provided together with the sequence.

Optimised Departure Sequence (including Advisories)

The sequence of departure flights, result of the optimization of the departure queue. Advisories on the departure flights are also provided together with the sequence.

Optimised En-Route Sequence (including Advisories)

The sequence of en-route flights, result of the optimization of the en-route queue. Advisories on the en-route flights are also provided together with the sequence.

Optimised Terminal Area Exit Sequence (including Advisories)

The sequence of flights provided at Terminal Area Exit points, result of the optimization of the Terminal Area Exit queue. Advisories are also

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provided together with the sequence. Optimised Traffic Queue The result of implementation of the optimised

sequences at all levels (arrivals, departures, terminal area exits and en-route)

Optimised Traffic Queue (Traffic to be Separated)

(see "Optimised Traffic Queue").

Pilot Request Change to the trajectory (RBT) requested by the Airspace User at any time. It is assumed that the change request has already been agreed/coordinated with the AOC.

Planned Queues Result of the rough allocation of flights per ATM resource and per timeframe (at all levels: arrivals, departure and en-route), first step that will later feed more mature sequencing processes with medium/short-term elements.

Planned Queues (Arrival) The sub-part (corresponding to arrivals) of the Planned Queues.

Planned Queues (Departure) The sub-part (corresponding to departures) of the Planned Queues.

Planned Queues (En-Route) The sub-part (corresponding to en-route) of the Planned Queues.

Planned Traffic Demand (including Available SBTs)

In the Medium/Short Term Planning phase, all SBTs may not be all available. That’s why the Planned Traffic Demand is built from available SBTs but also Archived Data and Statistics. As the day of operations get closer, more and more SBTs are available, until the traffic demand is finally defined by all SBTs.

Possible Configurations List of all possible configurations, for each ATM resource, for the day of operations. Composed of all airport and airspace possible configurations.

Possible Configurations (Airport) Sub-part of "Possible Configurations (Refined)" that relate to airport.

Possible Configurations (Airport) (De-icing)

Sub-part of "Possible Configurations (Airport)" that relate to de-icing resources.

Possible Configurations (Airport) (Runway)

Sub-part of "Possible Configurations (Airport)" that relate to runway resources.

Possible Configurations (Airport) (Stand)

Sub-part of "Possible Configurations (Airport)" that relate to stand resources.

Possible Configurations (Airport) (Taxiway)

Sub-part of "Possible Configurations (Airport)" that relate to taxiway resources.

Possible Configurations (Airspace) Sub-part of "Possible Configurations" that relate to airspace.

Possible Configurations (Airspace) (Route)

Sub-part of "Possible Configurations (Airspace)" that relate to routes.

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Possible Configurations (Airspace) (Volume)

Sub-part of "Possible Configurations (Airspace)" that relate to airspace volumes.

Possible Configurations (Refined) Result of the refinement of "Possible Configurations".

Possible Configurations (Refined) (Airport)

Sub-part of "Possible Configurations (Refined)" that relate to airport.

Possible Configurations (Refined) (Airspace)

Sub-part of "Possible Configurations (Refined)" that relate to airspace

Possible Configurations (Resource Status)

(see "Possible Configurations").

Pre-departure Sequence Based on TOBT (Target Off Block Time) provided by the airspace users, the Pre-departure Sequence provides TSAT (Target Start-Up and Approval Time) for each departure flight. It is an output of the Medium-Short term planning phase to the Execution phase where the departure sequence will be managed.

Proposed DCB Solution Denotes a particular DCB solution that is proposed to solve a specific problem.

Proposed DCB Solution (At Airport Level)

Denotes a particular DCB solution that is proposed (at an airport level) to solve a specific problem.

Proposed DCB Solution (At Airspace Level)

Denotes a particular DCB solution that is proposed (at an airspace level) to solve a specific problem.

Proposed DCB Solution (At Network Level)

Denotes a particular DCB solution that is proposed (at a network level) to solve a specific problem.

Proposed DCB Solution (At Sub-Regional Level)

Denotes a particular DCB solution that is proposed (at a sub-regional level) to solve a specific problem.

RBT The Reference Business Trajectory is the one managed during the Execution phase.

RBT Clearances & TMR Includes both the successive RBT clearances and uplink of Trajectory Management Requirements (TMR) parameters.

RBT Clearances & TMR (Arrival Situation)

(see "RBT Clearances & TMR").

RBT Clearances & TMR (Departure Situation)

(see "RBT Clearances & TMR").

RBT Revision Request Request for a trajectory change, formulated by ATC and to be approved by the Airspace User. According to the change time horizon, the corresponding CDM process may involve a different set of actors.

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RBTs Reference Business Trajectories. See "RBT". Refined SBTs The result of the refinement on Shared Business

Trajectories. Refined SBTs (including a/c-SBT allocation + Turn-round plan)

(see "Refined SBTs").

Request for UDPP Request for UDPP triggered when Key Performance Indicators targets cannot be met without intervention of airspace users for a prioritisation of their flights.

Resource Available Capacity Plan For each ATM resource (at airport and airspace levels), the Resource Available Capacity Plan includes all data regarding resource usage rules, possible configurations as well as the capacity plan itself.

Resource Available Capacity Plan (Airport)

The sub-part of "Resource Available Capacity Plan" related to airport data.

Resource Available Capacity Plan (Airport) (De-icing)

The sub-part of "Resource Available Capacity Plan (Airport)" related to de-icing resources.

Resource Available Capacity Plan (Airport) (Runway)

The sub-part of "Resource Available Capacity Plan (Airport)" related to the runway resource.

Resource Available Capacity Plan (Airport) (Stand)

The sub-part of "Resource Available Capacity Plan (Airport)" related to stand resources.

Resource Available Capacity Plan (Airport) (Taxiway)

The sub-part of "Resource Available Capacity Plan (Airport)" related to taxiway resources.

Resource Available Capacity Plan (Airspace)

The sub-part of "Resource Available Capacity Plan" related to airspace data.

Resource Available Capacity Plan (Long Term)

The Long Term Resource Available Capacity Plan includes, for each ATM resource (at airport and airspace levels), the resource usage rules, airport and airspace design, as well as the capacity plan itself.

Resource Available Capacity Plan (Long Term) (Airport)

The sub-part of "Resource Available Capacity Plan (Long Term)" related to airport data.

Resource Available Capacity Plan (Long Term) (Airport) (De-icing)

The sub-part of "Resource Available Capacity Plan (Long Term) (Airport)" related to de-icing resources.

Resource Available Capacity Plan (Long Term) (Airport) (Runway)

The sub-part of "Resource Available Capacity Plan (Long Term) (Airport)" related to the runway resource.

Resource Available Capacity Plan (Long Term) (Airport) (Stand)

The sub-part of "Resource Available Capacity Plan (Long Term) (Airport)" related to stand resources.

Resource Available Capacity Plan (Long Term) (Airport) (Taxiway)

The sub-part of "Resource Available Capacity Plan (Long Term) (Airport)" related to taxiway resources.

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Resource Available Capacity Plan (Long Term) (Airspace)

The sub-part of "Resource Available Capacity Plan (Long Term)" related to airspace data.

Resource Available Capacity Plan (Long Term) (Possible Configurations)

The sub-part of "Resource Available Capacity Plan (Long Term)" related to the possible resource configurations.

Resource Available Capacity Plan (Long Term) (Usage Rules)

The sub-part of "Resource Available Capacity Plan (Long Term)" related to the various resource usage rules.

Resource Configuration Relates to both current airport configuration (runway in use, available taxiways and stands) and airspace current configuration. Includes also data related to unavailable resource.

Resource Configuration (Resource Unavailability)

Sub-part of "Resource Configuration" relating to resource unavailability.

Resource Usage Rules Rules specifying how the various ATM resources can be used, at airport, airspace and network levels. As an example, it defines the separation rules to be applied in some piece of airspace or the slot allocation policy at an airport.

Resource Usage Rules (Airport) Sub-part of "Resource Usage Rules" relating to airport.

Resource Usage Rules (Airport) (De-icing Allocation Policy)

Sub-part of "Resource Usage Rules (Airport)" relating to de-icing resource only.

Resource Usage Rules (Airport) (Preferences for Stand Allocation)

Sub-part of "Resource Usage Rules (Airport)" relating to airspace user preferences for specific (set of) stands.

Resource Usage Rules (Airport) (Runway Allocation Policy)

Sub-part of "Resource Usage Rules (Airport)" relating to the runway resource only.

Resource Usage Rules (Airport) (Slot Allocation Policy)

Sub-part of "Resource Usage Rules (Airport)" relating to the airport slot allocation only.

Resource Usage Rules (Airport) (Stand Allocation Policy)

Sub-part of "Resource Usage Rules (Airport)" relating to stand resource only.

Resource Usage Rules (Airport) (Taxiway Allocation Policy)

Sub-part of "Resource Usage Rules (Airport)" relating to taxiway resource only.

Resource Usage Rules (Airspace) Sub-part of "Resource Usage Rules" relating to airspace.

Resource Usage Rules (Airspace) (Military Area)

Sub-part of "Resource Usage Rules (Airspace)" relating to the military area resource only.

Resource Usage Rules (Airspace) (Route)

Sub-part of "Resource Usage Rules (Airspace)" relating to the route resource only.

Resource Usage Rules (Airspace) (Volume)

Sub-part of "Resource Usage Rules (Airspace)" relating to the airspace volume resource only.

Resource Usage Rules (Network) Sub-part of "Resource Usage Rules" relating to network.

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Resource Usage Rules (Refined) Updated "Resource Usage Rules" resulting from a refinement process.

Resource Usage Rules (Refined) (Airport)

Sub-part of "Resource Usage Rules (Refined)" relating to airport.

Resource Usage Rules (Refined) (Airspace)

Sub-part of "Resource Usage Rules (Refined)" relating to airspace.

Revised RBTs RBT revisited by the Airspace Users following a revision request, a CDM process to deal with a change in the ATM Configuration (e.g. due to capacity failure) or a Trajectory/Tactical Instruction operated by ATC.

Revised RBTs (e.g. Inbound In-Block Time)

Sub-part of "Revised RBTs" relating to In-Block Time.

Runway Metering Constraints Constraints identified during Airport Queue Management which will have an impact upstream (Arrival Queue Management).

Separation Mode Applied/appropriate Separation (see ConOps). This may involve a change in separation standard, hence influence the Safety Nets used for Collision Avoidance.

Statistics Those Statistics may be processed from "Archived Data", but are here considered as an input of the whole ATM Process Model.

Tactical Instruction (Open Loop) Instruction given by ATC to an aircraft (for synchronisation, separation or collision avoidance purposes) with no indication of how the flight will be back to its RBT (the typical consequence will be a PT attached to the RBT calculated by the Aircraft).

Target Capacity Plan (Airport) Target capacity figures computed for all ATM resources at an airport level. These capacity figures also reflect what capacity is left to be used at the airport level.

Target Capacity Plan (Airspace) Target capacity figures computed for all ATM resources at an airspace level. These capacity figures also reflect what capacity is left to be used at the airspace level.

Target Capacity Plan (NOP) Target capacity figures computed for all ATM resources at the network level (including airport and airspace levels). These capacity figures also reflect what overall capacity is left to be used at the network level.

Target Operational Performance Set of target KPAs such as safety, security and environmental sustainability (refer to SESAR D2).

Target Performance Enablers Set of target KPAs such as access and equity, participation by the ATM community and

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Interoperability (refer to SESAR D2). Target Performance Levels Set of agreed indicators and target levels for

each KPA (covering "Target Operational Performance", "Target Performance Enablers" and "Target Societal Outcome").

Target Societal Outcome Set of target KPAs such as Cost effectiveness, capacity, efficiency, flexibility and predictability (refer to SESAR D2).

Traffic Forecast The gathering of both "Traffic Forecast (Standard)" and "Traffic Forecast (Specific)".

Traffic Forecast (Specific) Based on standard traffic forecast, this specific traffic forecast takes into account the known long-term airspace demand.

Traffic Forecast (Standard) A raw forecast solely based on archived data and not taking into account the known long-term airspace demand.

Traffic Load and Schedule Relates to the load of traffic considering available capacity.

Trajectory Change Instruction (Closed Loop)

Instruction given by ATC to an aircraft for synchronisation or separation with aircraft remaining in lateral navigation mode (consequence will be a revised RBT calculated by the Aircraft).

UDPP Results Relate to the collaborative decision(s) taken by airpsace users to a request for UDPP (User Driven Prioritisation Process).

Updated RBTs Updates of the RBTs. Updated RBTs (+ AU RBT Changes) The gathering of the updated RBTs with the

airspace user requests for RBT changes. Updated SBTs Updates of the SBTs. Updated SBTs (Optimised Route) Sub-part of "Updated SBTs" related to route

update following a route optimization process. Updated SBTs (Schedule) Sub-part of "Updated SBTs" related to time

updates (schedule part). User Requests (Airport Slot Requests and Refined Airspace Requirements)

Planning requests produced by airspace users not directly linked to SBTs, namely airport slot requests and refined airspace requirements for military or civil purpose.

Validated DCB Solution A DCB solution that has been validated.

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



6 MAPPING TO SESAR 2.2.2 CONOPS

This section presents the mapping between operational requirements listed in section F of the SESAR 2.2.2 ConOps (ref [1]) and the various ATM Processes they relate to.

F.1 - Trajectory Management – General

Is referred by Adjust Flight Route | Adjust Traffic and Airspace Requirements | Calculate, Validate and Publish RBT | Determine Long Term User Traffic Demand | File/Refine SBT | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Optimise Flight Route | Plan Traffic and Airspace Requirements | Prepare Flight for Departure | Re-Schedule Flights | Revise RBT | Schedule Aircraft Operations | Schedule Flights | Validate RBT Changes | Validate SBT

F.2 - Trajectory Management – The Practice

Is referred by Determine Long Term User Traffic Demand | File/Refine SBT | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Optimise Flight Route | Plan Traffic and Airspace Requirements | Schedule Aircraft Operations | Schedule Flights | Validate SBT

F.2.1 - The Relationship of Business and Mission Trajectories

Is referred by Determine Long Term User Traffic Demand | File/Refine SBT | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Optimise Flight Route | Plan Traffic and Airspace Requirements | Schedule Flights | Validate SBT

F.2.2 - Trajectory States

Is referred by Adjust Flight Route | Adjust Traffic and Airspace Requirements | Calculate, Validate and Publish RBT | Determine Long Term User Traffic Demand | File/Refine SBT | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Optimise Flight Route | Plan Traffic and Airspace Requirements | Prepare Flight for Departure | Re-Schedule Flights | Revise RBT | Schedule Aircraft Operations | Schedule Flights | Validate RBT Changes | Validate SBT

F.2.3 - Development and Lifecycle of the Business Trajectory

Is referred by Adjust Flight Route | Adjust Traffic and Airspace Requirements | Balance Planned Demand and Capacity | Calculate, Validate and Publish RBT | Determine Long Term User Traffic Demand | Execute Aircraft Trajectory | File/Refine SBT | Manage Airport Departure Queue | Manage Arrival Queue | Manage En-Route Queue | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Manage Terminal Area Exit Queue | Manage Traffic Queues | Optimise Arrival Queue | Optimise Departure Queue | Optimise En-Route Queue | Optimise Flight Route | Optimise Terminal Area Exit Queue | Plan Traffic and Airspace Requirements | Prepare Flight for Departure | Re-Schedule Flights | Revise RBT | Schedule Aircraft Operations | Schedule Flights | Start UDPP during Execution Phase | Start UDPP on SBTs | Update RBT | Validate RBT Changes | Validate SBT

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



F.2.3.1 - Business Development Trajectory (BDT)

Is referred by Determine Long Term User Traffic Demand | Manage Long Term Planning Phase

F.2.3.2 - Shared Business Trajectory (SBT)

Is referred by File/Refine SBT | Manage Medium/Short Term Planning Phase | Plan Traffic and Airspace Requirements | Start UDPP on SBTs | Validate SBT

F.2.3.3 - Reference Business Trajectory (RBT)

Is referred by Adjust Traffic and Airspace Requirements | De-conflict and Separate Traffic | Execute Aircraft Trajectory | Manage Execution Phase | Provide Separation in En-Route Airspace | Provide Separation in Terminal Area | Re-Schedule Flights | Revise RBT | Solve Conflict in Manage En-Route Airspace | Solve Conflict in the Terminal Area | Start UDPP during Execution Phase | Update RBT | Validate RBT Changes

F.2.3.4 - Aircraft System Predicted Trajectory (PT)

Is referred by Adjust Traffic and Airspace Requirements | Execute Aircraft Trajectory | Manage Execution Phase

F.2.4 - Trajectory Related Information Sharing Requirements

Is referred by Calculate, Validate and Publish RBT | De-conflict and Separate Traffic | Handle Surface Movement for Arrival Traffic | Handle Surface Movement for Departure Traffic | Manage Execution Phase | Manage Medium/Short Term Planning Phase | Prepare Flight for Departure | Provide Separation in En-Route Airspace | Provide Separation in Managed En-Route Airspace According to the Separation Mode | Provide Separation in Terminal Area | Provide Separation in Terminal Area according to the Separation Mode | Provide Separation on Airport Surface

F.2.4.1 - Trajectory Management Requirements

Is referred by Calculate, Validate and Publish RBT | De-conflict and Separate Traffic | Handle Surface Movement for Arrival Traffic | Handle Surface Movement for Departure Traffic | Manage Execution Phase | Manage Medium/Short Term Planning Phase | Prepare Flight for Departure | Provide Separation in En-Route Airspace | Provide Separation in Managed En-Route Airspace According to the Separation Mode | Provide Separation in Terminal Area | Provide Separation in Terminal Area according to the Separation Mode | Provide Separation on Airport Surface

F.2.5 - Flight Planning to Support Trajectory Based Operations

Is referred by Determine Long Term User Traffic Demand | Manage Long Term Planning Phase

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



F.2.6 - The ATM Planning Process

Is referred by Agree on Operational Performance Framework | Agree on Performance Enablers Framework | Agree on Service Levels | Agree on Societal Outcome Framework | Balance Planned Demand and Capacity | Detect Airspace Demand Capacity Imbalance | Detect Demand Capacity Imbalance | Establish Performance Framework | Identify Network Target Capacity | Identify Target Airspace Capacity | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Optimise Capacity Usage | Perform Long Term Demand Capacity Balancing

F.2.6.1 - Trajectory Based Collaborative Layered Planning

Is referred by Adjust Traffic and Airspace Requirements | File/Refine SBT | Identify Network Target Capacity | Identify Target Airport Capacity | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Perform Long Term Demand Capacity Balancing | Plan Traffic and Airspace Requirements | Re-Schedule Flights | Revise RBT | Schedule Flights

F.2.6.2 - Regional Network Management

Is referred by Adjust Flight Route | Adjust Resources and Traffic Demand | Adjust Traffic and Airspace Requirements | Balance Planned Demand and Capacity | Build/Refine Reference Traffic Demand | Check Network Impact of a DCB Short Term Solution | Check Network Impact of the DCB Solution | Define/Refine Airport Catalogue of Solutions | Define/Refine Airspace Catalogue of Solutions | Define/Refine Catalogue of Solutions | Define/Refine Network Usage and Prioritisation Rules | Define/Refine Resource Usage Rules | File/Refine SBT | Forecast Traffic Demand | Identify Network Target Capacity | Identify Target Airport Capacity | Initiate Traffic and Airspace Demand Planning | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Optimise ATM resources | Optimise Capacity Usage | Optimise Flight Route | Perform Long Term Demand Capacity Balancing | Plan Traffic and Airspace Requirements | Propose a DCB Solution | Refine ATM Resources | Refine Network Usage Rules | Refine Possible Airspace Configurations | Refine Possible Configurations | Refine Resource Usage Rules | Revise RBT | Select/Refine/Elaborate a DCB solution | Select/Refine/Elaborate a DCB Solution at Network Level | Select/Refine/Elaborate a Short Term DCB Solution | Select/Refine/Elaborate a Short Term DCB Solution at Network Level | Validate RBT Changes | Validate SBT

F.2.6.3 - Sub-Regional Network Management

Is referred by Adjust Flight Route | Adjust Resources and Traffic Demand | Adjust Resources Dynamically | Adjust Traffic and Airspace Requirements | Assess Capacity Load | Assess Long Term Resource Available Capacity Plan | Balance Planned Demand and Capacity | Check Network Impact of a DCB Short Term Solution | Check Network Impact of the DCB Solution | Coordinate Temporary Airport Resource Closure | Coordinate Temporary Airspace Resource Closure | Coordinate Temporary Resource Closure | Define Airspace Available Capacity Plan | Define Possible Airspace Configurations | Define Resource Available Capacity Plan | Define/Refine Airport Catalogue of Solutions | Define/Refine Airspace Catalogue of Solutions | Define/Refine Catalogue of Solutions | Define/Refine Network Usage and Prioritisation Rules | Define/Refine Possible Resource Configurations | Define/Refine Resource Usage Rules | File/Refine SBT | Identify Demand Capacity Imbalance | Manage Arrival Queue | Manage En-Route Queue | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Manage Terminal Area Exit Queue | Manage Traffic Queues | Optimise Arrival Queue | Optimise ATM resources | Optimise Capacity Usage | Optimise En-Route Queue | Optimise Flight Route | Optimise Terminal Area Exit Queue | Perform Long Term Demand Capacity Balancing | Plan Arrival Queue | Plan En-route Queue | Plan Traffic and Airspace Requirements | Plan Traffic Queues | Propose a DCB Solution | Refine Airspace Resource Available Capacity Plan | Refine Airspace Usage Rules | Refine ATM Resources | Refine Network Usage Rules | Refine Possible Airspace Configurations | Refine Possible Configurations | Refine Resource Available Capacity Plan | Refine Resource Usage Rules | Revise RBT | Schedule Aircraft Operations | Schedule Flights | Select/Refine/Elaborate a DCB solution |

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Select/Refine/Elaborate a Short Term DCB Solution | Select/Refine/Elaborate a Short Term DCB Solution at Airspace Level | Select/Refine/Elaborate an DCB Solution at Airspace Level | Switch Airport Operational Rules | Switch Airspace Operational Rules | Switch Operational Rules

F.2.6.4 - Using the Network Operations Plan (NOP)

Is referred by Adjust Flight Route | Adjust Resources and Traffic Demand | Adjust Resources Dynamically | Adjust Traffic and Airspace Requirements | Assess Capacity Load | Assess Long Term Resource Available Capacity Plan | Balance Planned Demand and Capacity | Build/Refine Reference Traffic Demand | Check Network Impact of a DCB Short Term Solution | Check Network Impact of the DCB Solution | Coordinate Temporary Airport Resource Closure | Coordinate Temporary Airspace Resource Closure | Coordinate Temporary Resource Closure | Define Airport Available Capacity Plan | Define Airspace Available Capacity Plan | Define Possible Airspace Configurations | Define Resource Available Capacity Plan | Define/Refine Airport Catalogue of Solutions | Define/Refine Airspace Catalogue of Solutions | Define/Refine Catalogue of Solutions | Define/Refine Possible Airport Configurations | Define/Refine Possible Resource Configurations | Detect Airport Demand Capacity Imbalance | Detect Demand Capacity Imbalance | Determine Long Term User Traffic Demand | File/Refine SBT | Identify Demand Capacity Imbalance | Identify Network Target Capacity | Identify Target Airport Capacity | Implement Arrival Queue | Implement En-Route Queue | Implement Terminal Area Exit Queue | Manage Airport Departure Queue | Manage Arrival Queue | Manage En-Route Queue | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Manage Pre-departure Sequence | Manage Terminal Area Exit Queue | Manage Traffic Queues | Optimise Arrival Queue | Optimise ATM resources | Optimise Capacity Usage | Optimise Departure Queue | Optimise En-Route Queue | Optimise Flight Route | Optimise Terminal Area Exit Queue | Perform Long Term Demand Capacity Balancing | Plan Arrival Queue | Plan Departure Queue | Plan En-route Queue | Plan Traffic and Airspace Requirements | Plan Traffic Queues | Propose a DCB Solution | Refine Airport Resource Available Capacity Plan | Refine Airspace Resource Available Capacity Plan | Refine ATM Resources | Refine Possible Airport Configurations | Refine Possible Airspace Configurations | Refine Possible Configurations | Refine Resource Available Capacity Plan | Re-Schedule Flights | Revise RBT | Schedule Flights | Select/Refine/Elaborate a DCB solution | Select/Refine/Elaborate a DCB Solution at Network Level | Select/Refine/Elaborate a Short Term DCB Solution | Select/Refine/Elaborate a Short Term DCB Solution at Airport Level | Select/Refine/Elaborate a Short Term DCB Solution at Airspace Level | Select/Refine/Elaborate a Short Term DCB Solution at Network Level | Select/Refine/Elaborate an DCB Solution at Airport Level | Select/Refine/Elaborate an DCB Solution at Airspace Level | Switch Airport Operational Rules | Switch Airspace Operational Rules | Switch Operational Rules | Validate RBT Changes | Validate SBT

F.2.6.5 - Traffic Demand and Capacity Balancing

Is referred by Adjust Resources and Traffic Demand | Assess Capacity Load | Balance Planned Demand and Capacity | Detect Airport Demand Capacity Imbalance | Detect Airspace Demand Capacity Imbalance | Detect Demand Capacity Imbalance | Identify Demand Capacity Imbalance | Identify Network Target Capacity | Identify Target Airport Capacity | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Perform Long Term Demand Capacity Balancing

F.2.6.5.1 - Long-Term Planning Activities

Is referred by Assess Long Term Resource Available Capacity Plan | Define Airport Available Capacity Plan | Define Airspace Available Capacity Plan | Define Resource Available Capacity Plan | Define/Refine Airport Infrastructure | Define/Refine Airport Usage Rules | Define/Refine Infrastructure | Define/Refine Resource Usage Rules | Forecast Traffic Demand | Initiate Traffic and Airspace Demand Planning | Manage Long Term Planning Phase | Optimise ATM resources | Plan Long Term Airspace Reservation Demand

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



F.2.6.5.2 - Medium and Short-Term Planning

Is referred by Adjust Resources and Traffic Demand | Assess Capacity Load | Balance Planned Demand and Capacity | Detect Airport Demand Capacity Imbalance | Detect Airspace Demand Capacity Imbalance | Detect Demand Capacity Imbalance | Identify Demand Capacity Imbalance | Manage Execution Phase | Manage Medium/Short Term Planning Phase | Refine Airport Resource Available Capacity Plan | Refine Airport Usage Rules | Refine Airspace Resource Available Capacity Plan | Refine ATM Resources | Refine Resource Available Capacity Plan | Refine Resource Usage Rules


Is referred by Adjust Traffic and Airspace Requirements | Define/Refine Network Usage and Prioritisation Rules | Define/Refine Resource Usage Rules | File/Refine SBT | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Optimise ATM resources | Plan Traffic and Airspace Requirements | Refine ATM Resources | Refine Network Usage Rules | Refine Resource Usage Rules | Re-Schedule Flights | Revise RBT | Schedule Flights | Start UDPP during Execution Phase | Start UDPP on SBTs

F.2.6.5.4 - Execution Phase

Is referred by Adjust Resources and Traffic Demand | Check Network Impact of a DCB Short Term Solution | Manage Execution Phase | Propose a DCB Solution

F.2.6.5.5 - Post Flight Phase

Is referred by Agree on Operational Performance Framework | Agree on Performance Enablers Framework | Agree on Service Levels | Agree on Societal Outcome Framework | Establish Performance Framework | Manage Long Term Planning Phase

F.2.6.6 - Military Planning Cycles

Is referred by Adjust Flight Route | Adjust Traffic and Airspace Requirements | Determine Long Term User Traffic Demand | File/Refine SBT | Initiate Traffic and Airspace Demand Planning | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Optimise Flight Route | Plan Long Term Airspace Reservation Demand | Plan Traffic and Airspace Requirements | Refine Airspace Reservation Demand | Re-Schedule Flights | Revise RBT | Schedule Flights | Validate RBT Changes | Validate SBT

F.2.7 - Co-Ordination and Transfer of Control using Shared Trajectories

Is referred by Implement Arrival Queue | Implement Departure Queue | Implement En-Route Queue | Implement Terminal Area Exit Queue | Manage Airport Departure Queue | Manage Arrival Queue | Manage En-Route Queue | Manage Execution Phase | Manage Terminal Area Exit Queue | Manage Traffic Queues

F.3 - Trajectory Based Operations

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Is referred by Adjust Resources and Traffic Demand | Adjust Resources Dynamically | Assess Capacity Load | Assess Long Term Resource Available Capacity Plan | Balance Planned Demand and Capacity | Coordinate Temporary Airport Resource Closure | Coordinate Temporary Airspace Resource Closure | Coordinate Temporary Resource Closure | Define Airspace Available Capacity Plan | Define Possible Airspace Configurations | Define Resource Available Capacity Plan | Define/Refine Airspace Catalogue of Solutions | Define/Refine Airspace Infrastructure | Define/Refine Airspace Usage Rules | Define/Refine Catalogue of Solutions | Define/Refine Infrastructure | Define/Refine Possible Resource Configurations | Define/Refine Resource Usage Rules | Detect Airspace Demand Capacity Imbalance | Detect Demand Capacity Imbalance | Identify Demand Capacity Imbalance | Identify Network Target Capacity | Identify Target Airspace Capacity | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Optimise ATM resources | Optimise Capacity Usage | Perform Long Term Demand Capacity Balancing | Plan Arrival Queue | Plan En-route Queue | Plan Traffic Queues | Propose a DCB Solution | Refine Airspace Resource Available Capacity Plan | Refine Airspace Usage Rules | Refine ATM Resources | Refine Possible Airspace Configurations | Refine Possible Configurations | Refine Resource Available Capacity Plan | Refine Resource Usage Rules | Select/Refine/Elaborate a DCB solution | Select/Refine/Elaborate a Short Term DCB Solution | Select/Refine/Elaborate a Short Term DCB Solution at Airspace Level | Select/Refine/Elaborate an DCB Solution at Airspace Level

F.3.1 - Assumed ATM Capability Levels

Is referred by Adjust Flight Route | Adjust Resources and Traffic Demand | Adjust Resources Dynamically | Adjust Traffic and Airspace Requirements | Assess Traffic Complexity | Build/Refine Reference Traffic Demand | File/Refine SBT | Identify Demand Capacity Imbalance | Implement Arrival Queue | Implement En-Route Queue | Implement Terminal Area Exit Queue | Manage Airport Departure Queue | Manage Arrival Queue | Manage En-Route Queue | Manage Execution Phase | Manage Medium/Short Term Planning Phase | Manage Terminal Area Exit Queue | Manage Traffic Queues | Optimise Arrival Queue | Optimise Departure Queue | Optimise En-Route Queue | Optimise Flight Route | Optimise Terminal Area Exit Queue | Plan Traffic and Airspace Requirements | Re-Schedule Flights | Revise RBT | Schedule Aircraft Operations | Schedule Flights | Switch Airspace Operational Rules | Switch Operational Rules | Validate RBT Changes | Validate SBT

F.3.2 - Trajectory Based Operations in Managed Airspace

Is referred by Adjust Flight Route | Adjust Resources and Traffic Demand | Adjust Resources Dynamically | Adjust Traffic and Airspace Requirements | Assess Traffic Complexity | Build/Refine Reference Traffic Demand | File/Refine SBT | Identify Demand Capacity Imbalance | Implement Arrival Queue | Implement En-Route Queue | Implement Terminal Area Exit Queue | Manage Airport Departure Queue | Manage Arrival Queue | Manage En-Route Queue | Manage Execution Phase | Manage Medium/Short Term Planning Phase | Manage Terminal Area Exit Queue | Manage Traffic Queues | Optimise Arrival Queue | Optimise Departure Queue | Optimise En-Route Queue | Optimise Flight Route | Optimise Terminal Area Exit Queue | Plan Traffic and Airspace Requirements | Re-Schedule Flights | Revise RBT | Schedule Aircraft Operations | Schedule Flights | Switch Airspace Operational Rules | Switch Operational Rules | Validate RBT Changes | Validate SBT

F.3.2.1 - Complexity Management

Is referred by Adjust Resources and Traffic Demand | Adjust Resources Dynamically | Assess Traffic Complexity | Identify Demand Capacity Imbalance | Manage Execution Phase | Switch Airspace Operational Rules | Switch Operational Rules

F.3.2.2 - The Temporal Nature of Operational Complexity

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Is referred by Adjust Resources and Traffic Demand | Assess Traffic Complexity | Identify Demand Capacity Imbalance | Manage Execution Phase

F.3.3 - High Complexity Terminal Operations

Is referred by Adjust Resources and Traffic Demand | Adjust Resources Dynamically | Assess Traffic Complexity | Identify Demand Capacity Imbalance | Implement Arrival Queue | Implement Terminal Area Exit Queue | Manage Arrival Queue | Manage Execution Phase | Manage Terminal Area Exit Queue | Manage Traffic Queues | Optimise Arrival Queue | Optimise Terminal Area Exit Queue | Switch Airspace Operational Rules | Switch Operational Rules

F.3.4 - En-Route High Complexity Operations

Is referred by Adjust Resources and Traffic Demand | Adjust Resources Dynamically | Assess Traffic Complexity | Identify Demand Capacity Imbalance | Implement En-Route Queue | Manage En-Route Queue | Manage Execution Phase | Manage Traffic Queues | Optimise En-Route Queue | Switch Airspace Operational Rules | Switch Operational Rules

F.3.5 - Medium/Low Complexity Operations

Is referred by Adjust Resources and Traffic Demand | Adjust Resources Dynamically | Assess Traffic Complexity | Identify Demand Capacity Imbalance | Implement En-Route Queue | Manage En-Route Queue | Manage Execution Phase | Manage Traffic Queues | Optimise En-Route Queue | Switch Airspace Operational Rules | Switch Operational Rules

F.3.6 - In Unmanaged Airspace

Is referred by Implement En-Route Queue | Manage En-Route Queue | Manage Execution Phase | Manage Traffic Queues | Optimise En-Route Queue

F.3.7 - Integration of Diverse Airspace Use Requirements

Is referred by Adjust Resources and Traffic Demand | Adjust Resources Dynamically | Adjust Traffic and Airspace Requirements | Adjust User Airspace Requirements Dynamically | Balance Planned Demand and Capacity | Initiate Traffic and Airspace Demand Planning | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Optimise Capacity Usage | Plan Long Term Airspace Reservation Demand | Plan Traffic and Airspace Requirements | Refine Airspace Reservation Demand | Switch Airspace Operational Rules | Switch Operational Rules

F.4 - Executing And Managing The Business Trajectory

Is referred by Adjust Traffic and Airspace Requirements | Calculate, Validate and Publish RBT | De-conflict and Separate Traffic | Detect Conflict in Managed En-Route Airspace | Detect Conflict in the Terminal Area | Execute Aircraft Trajectory | Handle Surface Movement for Arrival Traffic | Handle Surface Movement for Departure Traffic | Manage Execution Phase | Manage Medium/Short Term Planning Phase | Prepare Flight for Departure | Provide Separation in En-Route Airspace | Provide Separation in Managed En-Route

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Airspace According to the Separation Mode | Provide Separation in Terminal Area | Provide Separation in Terminal Area according to the Separation Mode | Provide Separation on Airport Surface | Solve Conflict in Manage En-Route Airspace | Solve Conflict in the Terminal Area

F.4.1 - Airspace User Originated Changes

Is referred by Adjust Flight Route | Adjust Traffic and Airspace Requirements | File/Refine SBT | Manage Execution Phase | Manage Medium/Short Term Planning Phase | Optimise Flight Route | Plan Traffic and Airspace Requirements | Re-Schedule Flights | Revise RBT | Schedule Flights

F.4.2 - Queue Management

Is referred by Balance Planned Demand and Capacity | Manage Medium/Short Term Planning Phase | Manage Pre-departure Sequence | Plan Arrival Queue | Plan Departure Queue | Plan En-route Queue | Plan Traffic Queues

F.4.2.1 - Initial Assumptions

Is referred by Implement Arrival Queue | Implement Departure Queue | Implement En-Route Queue | Implement Terminal Area Exit Queue | Manage Airport Departure Queue | Manage Arrival Queue | Manage En-Route Queue | Manage Execution Phase | Manage Terminal Area Exit Queue | Manage Traffic Queues | Optimise Arrival Queue | Optimise Departure Queue | Optimise En-Route Queue | Optimise Terminal Area Exit Queue

F.4.2.2 - Queue Management Process


F.4.2.3 - Aircraft Capabilities Related to Queue Management


F.4.2.4 - ATM System Capabilities Related to Queue Management

Is referred by Implement Arrival Queue | Implement En-Route Queue | Implement Terminal Area Exit Queue | Manage Arrival Queue | Manage En-Route Queue | Manage Execution Phase | Manage Terminal Area Exit Queue | Manage Traffic Queues | Optimise Arrival Queue | Optimise En-Route Queue | Optimise Terminal Area Exit Queue

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



F.4.2.4.1 - Departure Management (DMAN)

Is referred by Implement Departure Queue | Implement Terminal Area Exit Queue | Manage Airport Departure Queue | Manage Execution Phase | Manage Terminal Area Exit Queue | Manage Traffic Queues | Optimise Departure Queue | Optimise Terminal Area Exit Queue

F.4.2.4.2 - Arrival Manager (AMAN)

Is referred by Implement Arrival Queue | Manage Arrival Queue | Manage Execution Phase | Manage Traffic Queues | Optimise Arrival Queue

F.4.2.4.3 - Precision Support to Final Approach Spacing

Is referred by Implement Arrival Queue | Manage Arrival Queue | Manage Execution Phase | Manage Traffic Queues | Optimise Arrival Queue

F.4.2.4.4 - SMAN

Is referred by Implement Departure Queue | Manage Airport Departure Queue | Manage Execution Phase | Manage Traffic Queues | Optimise Departure Queue

F.4.3 - ANSP Originated Changes to the RBT

Is referred by Adjust Flight Route | Adjust Traffic and Airspace Requirements | De-conflict and Separate Traffic | Manage Execution Phase | Provide Separation in En-Route Airspace | Provide Separation in Terminal Area | Re-Schedule Flights | Revise RBT | Solve Conflict in Manage En-Route Airspace | Solve Conflict in the Terminal Area

F.5 - Operations On And Around Airports

Is referred by Adjust Resources and Traffic Demand | Adjust Resources Dynamically | Balance Planned Demand and Capacity | De-conflict and Separate Traffic | Define/Refine Airport Catalogue of Solutions | Define/Refine Catalogue of Solutions | Handle Surface Movement for Arrival Traffic | Handle Surface Movement for Departure Traffic | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Manage Traffic Queues | Optimise Capacity Usage | Perform Long Term Demand Capacity Balancing | Propose a DCB Solution | Provide Separation on Airport Surface | Select/Refine/Elaborate a DCB solution | Select/Refine/Elaborate a Short Term DCB Solution | Select/Refine/Elaborate a Short Term DCB Solution at Airport Level | Select/Refine/Elaborate an DCB Solution at Airport Level | Switch Airport Operational Rules | Switch Operational Rules

F.5.1 - High Level Operational Processes

Is referred by Adjust Resources and Traffic Demand | Balance Planned Demand and Capacity | De-conflict and

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Separate Traffic | Initiate Traffic and Airspace Demand Planning | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Manage Traffic Queues | Optimise ATM resources | Perform Long Term Demand Capacity Balancing | Plan Traffic and Airspace Requirements | Refine ATM Resources

F.5.1.1 - Airport Resource Planning Process

Is referred by Adjust Resources and Traffic Demand | Assess Capacity Load | Assess Long Term Resource Available Capacity Plan | Assign Airport Resources | Balance Planned Demand and Capacity | Define Airport Available Capacity Plan | Define Resource Available Capacity Plan | Define/Refine Airport Infrastructure | Define/Refine Infrastructure | Define/Refine Possible Airport Configurations | Define/Refine Possible Resource Configurations | Detect Airport Demand Capacity Imbalance | Detect Demand Capacity Imbalance | Identify Demand Capacity Imbalance | Identify Network Target Capacity | Identify Target Airport Capacity | Initiate Traffic and Airspace Demand Planning | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Optimise ATM resources | Perform Long Term Demand Capacity Balancing | Refine Airport Resource Available Capacity Plan | Refine ATM Resources | Refine Possible Airport Configurations | Refine Possible Configurations | Refine Resource Available Capacity Plan | Request Airport Slots

F.5.1.2 - Airport Resource and Capacity Plan Management Process

Is referred by Adjust Resources and Traffic Demand | Assess Capacity Load | Assess Long Term Resource Available Capacity Plan | Assign Airport Resources | Balance Planned Demand and Capacity | Define Airport Available Capacity Plan | Define Resource Available Capacity Plan | Define/Refine Airport Usage Rules | Define/Refine Resource Usage Rules | Detect Airport Demand Capacity Imbalance | Detect Demand Capacity Imbalance | Identify Demand Capacity Imbalance | Identify Network Target Capacity | Identify Target Airport Capacity | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Optimise ATM resources | Optimise Capacity Usage | Perform Long Term Demand Capacity Balancing | Refine Airport Resource Available Capacity Plan | Refine Airport Usage Rules | Refine ATM Resources | Refine Resource Available Capacity Plan | Refine Resource Usage Rules

F.5.1.3 - Airport Resource and Capacity Plan Execution

Is referred by Adjust Resources and Traffic Demand | Adjust Resources Dynamically | Balance Planned Demand and Capacity | Coordinate Temporary Airport Resource Closure | Coordinate Temporary Resource Closure | Detect Demand Capacity Imbalance | File/Refine SBT | Manage Execution Phase | Manage Medium/Short Term Planning Phase | Manage Pre-departure Sequence | Optimise Capacity Usage | Plan Departure Queue | Plan Traffic and Airspace Requirements | Plan Traffic Queues | Schedule Aircraft Operations | Switch Airport Operational Rules | Switch Operational Rules

F.5.1.4 - Airport Operations and Interactions with Queue Management

Is referred by Adjust Resources and Traffic Demand | Adjust Resources Dynamically | Assess Capacity Load | Balance Planned Demand and Capacity | Coordinate Temporary Airport Resource Closure | Coordinate Temporary Resource Closure | Detect Airport Demand Capacity Imbalance | Detect Demand Capacity Imbalance | File/Refine SBT | Identify Demand Capacity Imbalance | Implement Arrival Queue | Implement Departure Queue | Implement Terminal Area Exit Queue | Manage Airport Departure Queue | Manage Arrival Queue | Manage Execution Phase | Manage Medium/Short Term Planning Phase | Manage Pre-departure Sequence | Manage Terminal Area Exit Queue | Manage Traffic Queues | Optimise Arrival Queue | Optimise Departure Queue | Optimise Terminal Area Exit Queue | Plan Arrival Queue | Plan Departure Queue | Plan Traffic and Airspace Requirements | Plan Traffic Queues | Schedule Aircraft

Episode 3



Date: 30-08-2007

N°: 1.0

Status: draft



Operations | Switch Airport Operational Rules | Switch Operational Rules

F.5.1.4.1 - Managing the Runway Resource

Is referred by Adjust Resources and Traffic Demand | Adjust Resources Dynamically | Balance Planned Demand and Capacity | Implement Arrival Queue | Implement Departure Queue | Implement Terminal Area Exit Queue | Manage Airport Departure Queue | Manage Arrival Queue | Manage Execution Phase | Manage Medium/Short Term Planning Phase | Manage Terminal Area Exit Queue | Manage Traffic Queues | Optimise Arrival Queue | Optimise Departure Queue | Optimise Terminal Area Exit Queue | Plan Arrival Queue | Plan Departure Queue | Plan Traffic Queues | Switch Airport Operational Rules | Switch Operational Rules

F.5.1.4.2 - Turn-round Process

Is referred by Check Aircraft Requirements | Manage Medium/Short Term Planning Phase | Obtain Flight Briefings | Prepare Flight for Departure

F.5.1.4.3 - Runway Operations


F.5.1.4.4 - Increased Runway Throughput


F.5.1.4.5 - Increased Runway Utilisation


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F.5.1.4.6 - Minor Airport Utilisation

F.5.1.4.7 - Surface Movement Operations

Is referred by De-conflict and Separate Traffic | Handle Surface Movement for Arrival Traffic | Handle Surface Movement for Departure Traffic | Manage Execution Phase | Provide Separation on Airport Surface

F.5.2 - Remotely Provided Aerodrome Control Service

Is referred by Adjust Resources and Traffic Demand | Adjust Resources Dynamically | Assess Capacity Load | Assign Airport Resources | Balance Planned Demand and Capacity | Coordinate Temporary Airport Resource Closure | Coordinate Temporary Resource Closure | De-conflict and Separate Traffic | Define/Refine Airport Infrastructure | Define/Refine Airport Usage Rules | Define/Refine Infrastructure | Define/Refine Resource Usage Rules | Detect Airport Demand Capacity Imbalance | Detect Demand Capacity Imbalance | Handle Surface Movement for Arrival Traffic | Handle Surface Movement for Departure Traffic | Identify Demand Capacity Imbalance | Identify Network Target Capacity | Identify Target Airport Capacity | Implement Departure Queue | Manage Airport Departure Queue | Manage Execution Phase | Manage Long Term Planning Phase | Manage Medium/Short Term Planning Phase | Manage Pre-departure Sequence | Manage Traffic Queues | Optimise ATM resources | Optimise Departure Queue | Perform Long Term Demand Capacity Balancing | Plan Departure Queue | Plan Traffic Queues | Provide Separation on Airport Surface | Refine Airport Usage Rules | Refine ATM Resources | Refine Resource Usage Rules | Switch Airport Operational Rules | Switch Operational Rules

F.6 - The Application Of Conflict Management And Separation

Is referred by De-conflict and Separate Traffic | Detect Conflict in Managed En-Route Airspace | Detect Conflict in the Terminal Area | Handle Surface Movement for Arrival Traffic | Handle Surface Movement for Departure Traffic | Manage Execution Phase | Provide Separation in En-Route Airspace | Provide Separation in Managed En-Route Airspace According to the Separation Mode | Provide Separation in Terminal Area | Provide Separation in Terminal Area according to the Separation Mode | Provide Separation on Airport Surface | Solve Conflict in Manage En-Route Airspace | Solve Conflict in the Terminal Area

F.6.1 - Airport Operations

Is referred by Adjust Resources and Traffic Demand | Adjust Resources Dynamically | Check Aircraft Requirements | De-conflict and Separate Traffic | Handle Surface Movement for Arrival Traffic | Handle Surface Movement for Departure Traffic | Implement Arrival Queue | Implement Departure Queue | Manage Airport Departure Queue | Manage Arrival Queue | Manage Execution Phase | Manage Medium/Short Term Planning Phase | Manage Traffic Queues | Obtain Flight Briefings | Optimise Arrival Queue | Optimise Departure Queue | Prepare Flight for Departure | Provide Separation on Airport Surface | Switch Airport Operational Rules | Switch Operational Rules

F.6.2 - Terminal Area Operations

Is referred by De-conflict and Separate Traffic | Detect Conflict in the Terminal Area | Implement Arrival Queue | Implement Terminal Area Exit Queue | Manage Arrival Queue | Manage Execution Phase | Manage Terminal Area Exit Queue | Manage Traffic Queues | Optimise Arrival Queue | Optimise Terminal Area Exit Queue | Provide Separation in Terminal Area | Provide Separation in Terminal Area according to the

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Separation Mode | Solve Conflict in the Terminal Area

F.6.2.1 - During Periods of High Complexity

Is referred by Implement Arrival Queue | Implement Terminal Area Exit Queue | Manage Arrival Queue | Manage Execution Phase | Manage Terminal Area Exit Queue | Manage Traffic Queues | Optimise Arrival Queue | Optimise Terminal Area Exit Queue

F.6.2.2 - During Periods of Medium/Low Complexity

Is referred by Implement Arrival Queue | Implement Terminal Area Exit Queue | Manage Arrival Queue | Manage Execution Phase | Manage Terminal Area Exit Queue | Manage Traffic Queues | Optimise Arrival Queue | Optimise Terminal Area Exit Queue

F.6.2.3 - Terminal Area Separation Modes and their Application

Is referred by Decide on Appropriate Separation Mode in Terminal Area | De-conflict and Separate Traffic | Manage Execution Phase | Provide Separation in Terminal Area

F.6.3 - En-Route Managed Airspace

Is referred by De-conflict and Separate Traffic | Detect Conflict in Managed En-Route Airspace | Implement En-Route Queue | Manage En-Route Queue | Manage Execution Phase | Manage Traffic Queues | Optimise En-Route Queue | Provide Separation in En-Route Airspace | Provide Separation in Managed En-Route Airspace According to the Separation Mode | Solve Conflict in Manage En-Route Airspace

F.6.3.1 - During Periods of High Complexity


F.6.3.2 - During Periods of Medium/Low Complexity


F.6.3.3 - Self-Separation in Managed Airspace

Is referred by De-conflict and Separate Traffic | Manage Execution Phase | Provide Separation in En-Route Airspace | Provide Separation in Managed En-Route Airspace According to the Separation Mode | Solve Conflict in Manage En-Route Airspace

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F.6.3.4 - En-route Separation Modes and their Application

Is referred by Decide on Appropriate Separation Mode in Manage En-Route Airspace | De-conflict and Separate Traffic | Manage Execution Phase | Provide Separation in En-Route Airspace

F.6.4 - Unmanaged Airspace


F.7 - Collision Avoidance

Is referred by Avoid Collision | Manage Execution Phase

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7 APPENDIX A: MODELLING DECISIONS AND ASSUMPTIONS

7.1 NOP AND SWIM

The NOP is “a set of applications providing access to a set of data related to the traffic demand, airspace and airport capacity and constraints and scenarios and the a/c themselves to assist in managing diverse events representing the ATM”.

The NOP is continually accessible to ATM partners (mainly ANSPs, Airports and AIRSPACE USERS in the execution Phase). Access is transparently provided through a “middleware” layer (SWIM). The NOP evolves during the planning and execution phases. So, Airspace users will utilise NOP applications so that potential changes to schedules can be evaluated (refined schedules, changes of aircraft type etc.). Likewise ANSP and Airports will be able to refine their capacity and airport resources. Thus, agreements, changes to resources, change proposals for trajectories etc coming from ATC are entered via the appropriate NOP applications and are accessible to all concerned partners and particularly the AIRSPACE USERS. Conversely, Airspace Users will declare their intentions through Reference Business Trajectories possibly including the requirement for airspace reservations.

Finally, during the execution phase the NOP will continue to reflect updated information, including data from aircraft, ensuring access to the most up to date situation. Once aircraft are airborne, trajectories attain high precision in the time dimension. This data is also shared and is available via the NOP.

In the ATM Process Model, the NOP/SWIM access and management is considered as an underlying process hidden behind each arrow in the diagrams (i.e. we did not represent the NOP/SWIM as a particular process in the Process Model), so implicitly the existence of an arrow generally means by itself that the information is stored, shared and disseminated through NOP/SWIM.

7.2 TRAJECTORY BASED OPERATIONS

Trajectory based operations are central to the SESAR concept. This includes sharing the trajectories and managing these all along the process in order to facilitate collaborative decision making and so to accommodate evolving needs and capabilities of the different airspace users operating in Europe.

The model is aligned on the phases corresponding to the trajectories life-cycle and layered planning as described in the COnOps (See ConOps Figure 2: Collaborative Layered Planning), i.e. Long-term Planning Phase , Medium/Short-term Planning Phase and Execution Phase (Cf. A0 – Manage ATM diagram).

7.3 COMPLEXITY MANAGEMENT

According to the SESAR CONOPS v14 §F.3.2.1, we have assumed that complexity Management can be separated in two main aspects: one related to (D-)ATFCM and coping with use of route structure – or not – and sectorisation optimisation to manage the complexity

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of traffic flows (will be treated in the Dynamic ATFCM processes for the execution Phase within the Model), and the other one concerning the “modification of individual trajectories to reduce complexity if it is considered that the efficiency of separation provision might be compromised”. The latter will fall in the scope of Conflict management (and possibly also sequence complexity within queue management processes).

7.4 EXECUTION PHASE ASSUMPTIONS

The SESAR key aspects appearing in the SESAR Concept for the execution phase are the following ones (See A3 – Manage Execution Phase):

• Queue management.

• Conflict management and Separation assurance (with separation modes).

• Collision Avoidance.

All of these may have an impact on the Trajectory based operations. There are two important remarks with regard to the Process Model:

• The queue management is performed according to a downstream metering constraint. Trajectory changes related to queue management may thus take place in a portion of airspace which is located quite upstream of the constraint (e.g. E-TMA or en route sectors for the AMAN). According to the time-horizon, the actors may be different but the purpose of the action is the same.

• Similarly, for Conflict Management: with more accurate and shared information about the trajectories, more planning and more anticipation, we can detect a conflict occurring e.g. in the Terminal Area before the Flight to enter the Area and so we can manage the Conflict far in advance (eventually involving Strategic de-confliction thanks to e.g. dynamic route allocation).

7.5 AIRSPACE USERS, TRAJECTORY BASED OPERATIONS AND INTERACTIONS

The operations related to the Airspace Users has been modelled thanks to the following categories:

• Airspace Users Operations level, which is the wider collaborative process involving all the concerned Airspace Users to provide trade-off decisions on demand and capacity. This process requires look-ahead time to be achievable.

• Airlines Operations level, which is related to the operations of a single airline e.g. to make some prioritisation between its own flights, and/or pilot requests co-ordinated with the AOC.

• Flight Operations level, which are the operations related a single flight. It encompasses the RBT revision/update and the piloting processes (including FMS computations and tactical on-board decisions).

We have identified the following possible interactions between these 3 levels of Airspace Users operations management and the ANSPs/Airport processes in the execution phase:

• At the highest level (possibly with the longest look ahead time): - ATC Constraints to be taken into account by the Airspace Users. Mainly, they

are new constraints necessitating reactions and decisions from the Airspace

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Users in a collaborative manner to maintain the level of global satisfaction. Time is needed to dynamically adapt the operations to the new constraints.

- Or conversely Airspace Users constraints/preferences to be considered by ANSPs

• When a trajectory revision is needed or considered, and sufficient look ahead time exists for the CDM processes to take place:

- RBTs Revision requests, which reflect ANSP-originated requested changes to Aircraft trajectories to be approved by the CDM or Airspace Users. Prioritisation (if time permits) or only concerned Airline involvement are possible.

- RBT revisions, reflecting Airspace Users originated trajectory changes, or following an RBT revision request, and agreed in the frame of a CDM process.

• Trajectories Changes, which are changes on Aircraft Trajectories (e.g. action for sequencing or for separation) in medium or near-term horizon. These could be ATC instructions, or pilot requests, and are generally closed loop.

• Tactical (time critical) interventions, which can be be ATC instructions e.g. for separation or collision avoidance, or ad hoc pilot requests, and are generally open loop.

Note: Revised RBTs are a result from any of the triggers above according to the inputs (reaction to new constraints, to requested amendments and trajectory changes – when appropriate following CDM processes).

Eventually, RBT revisions (triggered by ATC or by Airspace Users) are calculated by the a/c onboard FMS (provided the a/c has this capability).

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END OF DOCUMENT

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ATM Process Model - Guide V1.0...ATM PROCESS MODEL - GUIDE WP2 Document information EC project title EPISODE 3 EC project N 037106 Project / Work package WP2 EPISODE 3 WBS WP2 Document