EVP WP4 AMAN Operational Functions · Orthogon AG Version: 1.1, final Page 6 3 Referenced Documents...

EVP WP4 AMAN Operational Functions

Version: 1.1 Datum: 26. November 2002 Status: final

Orthogon AG

Hastedter Osterdeich 222 D-28207 Bremen

AMAN Operational Functions

Orthogon AG Version: 1.1, final

Revision history Version 0.1 05. Feb. 2002 First draft Version 0.2 03. May 2002 Second draft, including TRS review and

results of the Stockholm data collection Version 0.3 23. May. 2002 Third draft, including comments from

version 0.2 and comments from the 7th project meeting.

Version 1.0 24. June 2002 Final Version based on comments from version 0.3

Version 1.1 26. November 2002 Additional explanations concerning optimisation and slot handling. Formulas for delay sharing updated.

Approvals Orthogon Gotthard Boerger QA Orthogon Peter Kappertz Eurocontrol Peter Martin Eurocontrol Christie Costello QA Eurocontrol Bjarne Tveit

Copyrights and Trademarks ORTHOGON and ODS TOOLBOX are registered as trademarks of Orthogon AG. UNIX is a registered trademark of X/Open Company Limited in the USA and other countries. Other designations and names used in this document are registered as trademarks or copyrights of the manufacturers or sellers.



Table of Contents

1 ABBREVIATIONS AND ACRONYMS ....................................................................................... 4

2 AMAN GLOSSARY........................................................................................................................ 5

3 REFERENCED DOCUMENTS .................................................................................................... 6

4 INTRODUCTION........................................................................................................................... 7

5 OVERVIEW .................................................................................................................................... 8

5.1 OPERATIONAL CONCEPT.............................................................................................................. 8 5.2 OPERATIONAL BENEFITS.............................................................................................................. 9

6 OPERATIONAL FUNCTIONS................................................................................................... 10

6.1 INPUT SOURCES USED BY AMAN ............................................................................................... 10 6.2 CORE FUNCTIONALITY............................................................................................................... 11 6.3 SPECIAL FLIGHT TYPES AND EVENTS ....................................................................................... 14 6.4 ADVISORIES ................................................................................................................................. 16

7 AIRSPACE CONFIGURATION AND ENVIRONMENTAL DATA DESCRIPTION......... 20

8 CROSS-REFERENCE TO TRS REQUIREMENTS. ............................................................... 21



1 Abbreviations and Acronyms ABI Advance Boundary Information (OLDI message) A/C Aircraft ACC Area Control Center ACE Avenue Compliant Escape ALT Altitude AMAN Arrival Manager AMAN Components Self-contained ESCAPE Server, AMAN Server and the SEQUENCE DS AMAN Server The server component of AMAN APP Approach ATM Air Traffic Management AVENUE Atm Validation ENvironment Used for Eatms BADA Base Of Aircraft Data CALM Computer Assisted Approach and Landing Management System CAS Calibrate Air Speed CDT Calculated Departure Time CFMU Central Flow Management Unit COTS Commercial Off The Shelf CWP Controller Working Position DMAN Departure Manager EATCHIP European Air Traffic Control Harmonization and Integration Program Data Sets ESCAPE component used for managing data records ETO Estimated Time Over FDP Flight Data Processing FMS Flight Management System FPL Flight Plan HMI Human Machine Interface IAF Initial Approach Fix IFR Instrument Flight Rules IIOP Internet Inter-Orb Protocol LoA Letter of Agreement MACH Mach Number MM Message Manager OLDI Online Data Interchange O4D Track prediction component of AMAN ROC Rate Of Climb ROD Rate Of Descent RTO Requested Time Over RWY Runway SE Sequence Engine SEQUENCE DS Data Set component of AMAN SID Standard Instrument Departure SPD Speed STAR Standard Arrival Route TCP/IP Transport Control Protocol / Internet Protocol TMA Terminal Maneuvering Area TOC Top Of Climb TOD Top Of Descent TP Trajectory Predictor WTC Wake Turbulence Category



2 AMAN Glossary Eligibility Horizon Area encompassing flights for which ABI information is available Operational Horizon ( or Active Advisory Horizon) A polygon which defines the area where advisories will be generated. Flights which are not sequenced by ABI information will be inserted by the sequencing process. To perform the initial insertion or to calculate advice, track data must be available within this area. Free Section of the Sequence Includes all flights within the eligibility horizon and flights within the active advisory horizon which are not approaching the IAFs or entering the common path. Frozen Section of the Sequence The constant part of the sequence contains all flights, that have approached the metering fix/IAF up to a configurable distance (this is detected by the O4D monitoring facility) or that will reach their RTO-IAF within a configurable period of time. In addition the controller can manually extend the constant part of the sequence. Final Approach Segment This segment is used to navigate the aircraft to the runway and properly position it to permit a safe landing. This segment begins at the final approach fix and ends at the missed approach point. The final approach segment guides the aircraft to the desired runway utilising a navigation aid located either at the airport or nearby (see Michael S. Nolan, Fundamentals of Air Traffic Control, 3rd edition, p.89) Final Approach Fix The fix where the final approach segment starts. Common Path Horizon This zone is defined by the minimal area which covers the final approach segments of all runways for a given runway configuration Co-ordiantion point A predefined position (Waypoint) for the transfer of flights from one ACC sector to another. This point must be configured before startup, like any other points such as the initial approach fix or the final approach fix. Late Appearing Flight A flights which enters within the operational horizon not necessarily at the boundary, e.g. VFR –IFR transitions Short Route Flights (Flights from Regional Airports) Flights from nearby airports for which AMAN calculates departure times. Letter of Agreement An agreement between two adjacent ATC units that specifies how their respective ATC responsibilities are to be co-ordinated.



3 Referenced Documents 1. AMAN SSDD, Orthogon AG 2. TRS 208/2001 AMAN Task Requirement Specification 3. Fundamentals of Air Traffic Control, 3rd edition, Michael S. Nolan



4 Introduction This description is intended to describe general ideas and functions of Orthogon's arrival manager AMAN from an operational point of view. Chapter 5 gives an overview over the operational concept and benefits. Chapter 6 summarizes the detailed description of the operational functions of AMAN. Chapter 7 describes the required airspace information to configure AMAN. Chapter 8 gives the cross references to the requirements detailed in the TRS2008/2001 for integration of basic AMAN into ESCAPE.



5 Overview

5.1 Operational Concept The general idea of the AMAN concept is to generate advisories for the controller and provide functions (e.g. automatic runway allocation, separation calculation, departure slot allocation for runways in mix mode operation) to reduce the workload of the supported sector controllers. The generated advisories are optimized according to different, selectable goals (e.g. minimum total delay, minimum average delay, or minimum deviation from preferred profile). The AMAN results are mainly presented in the form of the sequence position for a configured set of way points and requested times over (RTOs) these way points. The RTOs could be used directly to guide flights, e.g. as goals to be achieved with the help of the on-board Flight Management System (FMS). In addition AMAN generates specific advice (e.g. speed advice or top of descent) in order to reach the given RTO. Technically the basis for this is the capability of the Trajectory Engine O4D to vary the flight profile with the final RTO as a given constraint. Detailed traffic monitoring is included in AMAN / O4D. AMAN is able to adapt its suggestions according to the dynamic traffic evolution. This automated adaptation and the requested optimization of the suggested planning may contradict the needs of the controller to base his work on a more or less stable plan. It always takes some time to implement the planning in cooperation with the pilots and other sectors if necessary. The advisories generated by an arrival manager should not change too often or at least keep some important parameters stable. AMAN provides a large set of configuration parameters to support such a balance. One could for example configure the system such that the sequence positions of the flights are quite stable (changed only on reception of predefined events) while the RTO is adapted according to the current traffic situation.

Figure 1: Operational Cycle

The cycle presented in Figure 1 shows the important processes when using AMAN. Based on the traffic situation and its continuous monitoring AMAN generates its advisories for the controller. The controller includes these advisories in his planning. He is also able to modify them or introduce additional constraints into the calculations of AMAN. Finally he takes his decisions and sends the corresponding instructions to the pilot. Integration with a departure management (DMAN, either manual or automated) is foreseen in AMAN:



The simplest approach is to send the arrival sequence to a DMAN and let it plan the departures using the remaining slots. The change of the runway acceptance rate / minimum separation for arrivals can be used to prepare the introduction of departures. The obvious problem in this case is that the arrival sequence might already be obsolete when the DMAN is generating its plan.

❧ An improved interface to a departure management is the introduction of reserved slots relative to a given flight or reference time. Updates within the arrival list will update the slot start time as required.

5.2 Operational Benefits The basic idea of AMAN is to sequence and meter the arrival traffic for a target airport far outside the area of responsibility of the APP. Traffic streams from different ACC sectors are organised to enter the TMA in a way that fits the plan for the final approach sequence. A very important aspect of the use of AMAN is to centralize the planning of the arrival traffic and organize the distribution of the results to all related sectors and working positions. Therefore all controllers are informed on the global planning and can avoid contradictory advice from successive sectors due to different local air situations and sector load. The process thus leads to a unified and stable arrival planning for the whole control center. The complete sequence planning for the arrival traffic is automated by AMAN. This includes all local procedures, specific constraints and priorities. The controller may thus concentrate on other tasks. AMAN supports an early planning of the arrival sequence with only basic flight plan information and generates the corresponding precise arrival times for each flight as soon as radar data are available. The pilot can be informed of this arrival planning when entering the operational horizon. With its ability to monitor the traffic continuously AMAN provides notifications for the controller, such as the passage of or the approach towards configured points or boundaries. The detailed configuration of AMAN supports the definition of the extent to which the planning should be adapted automatically to the detected traffic evolution. For departing short route flights from nearby airports specific AMAN functions assist the controller in considering dependencies of the inbound traffic. For these flights departure times are generated to optimise their insertion into the arrival sequence. In general ground delay absorption is the preferred solution over airborne delay.



6 Operational Functions The following sections extend the AMAN description by specifying the important functions in detail. The sections are divided into four parts, the first part contains the description of input sources and manual interaction with the arrival sequence. The second part describes the basic terms, definitions and functions of the sequencing algorithm. The third part gives a list of special flight types that are handled by the sequencer. The last part describes the advice functionality of AMAN.

6.1 Input sources used by AMAN

6.1.1 Flightplan Data AMAN makes use of flightplan data (FPL) and flight status information provided by the FDP and distributes its results to the FDP as these results are accepted and managed by the FDP. The FPL data that are expected to be provided by the FDP are:

Callsign, A/C-Type, WTC-Category, route information, origin and destination aerodrome

The following optional status information will be evaluated, if it is present in the FPL data: FPL elements indicating missed approach status. FPL elements indicating that a flight shall undergo special handling as “late appearing flight”.

These flights will be automatically inserted into the frozen part of the sequence, in order to minimise the need for delay absorption due to the short flight time.

In case of short route flights: actual departure times. If the actual departure time differs from the planned departure time the sequence position for this short route flight will be updated.

Estimated flight over times for entry fixes of the ACC areas of interest (ABI information). The results that are distributed are:

Sequences for metering fixes (IAFs) and RWYs or other configured points, scheduled times (RTOs, Delays), modified slot times (e.g. updated release times for departures) top of descent advice, speed advisories to reach the scheduled times (RTOs) for the IAFs, calculated departure times for short route flights.

6.1.2 Radar data Correlated track data from the radar system are required by the trajectory predictor and monitoring tool of AMAN. These track data must contain at least:

Position, Altitude, A time stamp indicating the time of validity for the data listed above.

6.1.3 Controller Working Positions (HMIs) The following manual inputs may be made at controller working positions. The specific configuration of the HMI should define the explicit authorization for access to different functions and commands.

Manual insertion of flights, Manual sequence changes, Insertion of slots for departures, runway closure or additional separation, Modifications of slot duration, Assignment of No-Delay priority to a flight, Manual setting of arrival runway, Setting missed-approach status (temporarily removing a flight from the arrival sequence), Putting a flight into extensive holding (temporarily removing a flight from the arrival

sequence), Manual re-insertion of flights from extensive holding,



Manual re-insertion of flights in missed-approach status, Cancellation of flights and slots, Update of the estimated flight over time for a flight, Update of the start time for a slot, Update of sequence position including new advice generation based on an updated trajectory

calculation, Update advice generation, Update the constant part of the sequence.

The controller may also set system parameters on-line via the HMI: RWY specific minimal separation and acceptance rate, Select rule for runway allocation (rules can be configured; in the simplest case this

corresponds to the setting of the runway in use).

6.1.4 Departure Management The interface to a Departure Manager (DMAN) consists of the services to insert or update a slot. Based on the mode of operation a slot can be inserted before or after a sequenced flight or by the slot start time (see section Departure Slots).

6.2 Core Functionality

6.2.1 Sequencing Points AMAN generates an optimized arrival sequence for the following types of points:

Runways Metering fixes (IAFs), Coordination points and sector entry/exit points.

The sequence is an ordered list of flights passing the respective sequencing point, to which scheduled passing times (Requested Time Over - RTO) are assigned.

6.2.2 Eligible Flights, Operational Horizon, Sequence Sections AMAN considers the following types of flights:

Inbound flights AMAN recognises two types of inbound flights: Normal inbound flights and short route flights. Short route flights departing from a configured list of airports close to the destination airport. For short route flights a start time can be proposed on request (for ground delay absorption).

Departures, that are sharing a runway with arrival traffic. If a departure time is planned for such a departure a unique slot is assigned.

Normal inbound flights are scheduled within the arrival sequence when trajectory data are available. O4D usually starts its calculation of trajectories and the corresponding ETOs on reception of track data. The operational horizon may be configured to process only flights that are controlled by a particular set of sectors or that have a radar position within a configured area. The eligibility horizon is an extension of the operational horizon. This area is defined by the position of flights which are inserted into the sequence based on flight plan information (ABI messages from adjacent sectors. Short route flights are already scheduled, when a departure time is proposed on request. In this case the expected flight duration is calculated by the trajectory predictor O4D based on FPL data. Departures that are sharing the runway with inbound traffic are scheduled when a departure slot is inserted. Flights no longer eligible for AMAN (e.g. landed, diverting, manual termination, etc.) are removed from the sequence. This can also be done manually. The arrival sequence planned by AMAN is divided into three sections:

1. Free part of the sequence: Normal inbound flights, that enter the operational horizon, are inserted into the free part of the sequence. The insertion position is based on the optimisation criteria, the initial delays of the sequenced flights and the actual delay distribution. Further sequence exchanges are allowed if



an additional constraint has to be fulfilled, e.g. a sequenced flight has become a no delay flight.

2. Constant part of the sequence: Within this part automatic sequence changes are restricted (no automatic exchange of flights, no automatic insertion of normal inbounds). Only RTO shifts are applied to adjust the scheduled times to the most recent data obtained from track monitoring and trajectory prediction. The constant part contains all flights, that are approaching the metering fix/IAF up to a configurable distance (this is detected by the O4D monitoring facility) or that will reach their RTO-IAF within a configurable period of time. In addition the controller can manually extend the constant part of the sequence.

3. Common path section of the sequence: Within the common path horizon automatic sequence changes are forbidden without any exception. A flight is within the common path horizon if it has passed a fix that marks the boundary of the common path area. The passing of the fixes defining the common path horizon is detected by the O4D monitoring facility and may lead to an adjustment of arrival times.

6.2.3 Constraints for Sequencing The sequencing process conform to the following configurable constraints:

An adjustable runway acceptance rate (maximum number of flights per hour, RWY specific) The acceptance rate can be configured on-line by HMI input. The new acceptance rate is applicable to all flights that have not entered the common path.

WTC specific separation minima between successive flights on the same runway or on dependent runways. These separations depend on their WTCs and their runways.

For a dependent parallel runway configuration a staggering separation at a shared fix can be configured.

6.2.4 Runway Allocation, Multiple-Runway Configuration AMAN automatically allocates the runway for inbound flights. The runway allocation is based on a set of pre-configured rules (strategies). Each of these strategies defines a runway allocation scheme that states which runways are allowed. Based on the IAF and the strategy a default runway is assigned. Depending on the strategy one of the additional FPL data listed below can be taken into account for runway selection if configured:

Airline (first three character of the call sign) Wake Turbulence Categories (WTC) Engine type (piston, turboprop, jet, based on the assigned BADA model) Departure airport (to distinguish domestic and international flights, first two characters of the

ICAO code) The strategy that is to be applied can be selected on-line by HMI input. When the strategy is changed the time after which the new rule will be applied can be chosen as well. In the simplest case each pre-configured rule will define one allowed runway for all inbound flights independent of route, WTC, departure airport, engine and airline. In this case the selection of the rule is equivalent to the selection of a single runway in use. When an inbound flight enters the operational horizon of AMAN a runway is allocated according to the configured rules. An extension of the runway allocation rules is the runway balancing function. A runway allocation rule can include, besides the primary, a secondary runway. If flights start building up delays on the primary runway, the runway-balancing algorithm will start allocating flights to the secondary runway. In cases where both runways result in a delay, the flight will be allocated to the runway with the lesser delay. Once a flight is assigned to a runway, this assignment will not be changed by AMAN, but a manual (re)set of the landing runway is possible at any time.



6.2.5 Sequencing When an inbound flight enters the operational horizon of AMAN it is scheduled within the arrival sequence by performing the following steps:

1. A preferred time over the initial approach fix is calculated by the trajectory engine using a preferred profile and the initial conditions extracted from track data or flight plan information (ABI message, natural sequence).

2. The delay is then defined by the difference between the RTO and reference ETO at the initial approach fix. An average delay is calculated sampling all scheduled flights with a positive delay.

3. An initial trial sequence position is given by the sum of preferred landing time and average delay.

4. A range of allowed trial positions around the initial sequence position is calculated. The maximum number of trial positions before and after the initial position is configurable.

5. Each trial position is used to insert the flight into the sequence by taking into account all sequencing constraints. A penalty function is calculated for each of the resulting trial sequences. The penalty function itself depends on the configured optimisation criterion. The following optimisation criteria and penalty functions are available:

• Minimum total delay Corresponding penalty function: ( )∑

>

−ETORTO

ETORTO

(Sum of positive delays). • Minimum total delay (avoiding bias for individual flights).

The corresponding penalty function increases with the sum of positive delays, similar to the penalty function used for the previous criterion. But the penalty also depends on the distribution of the total delay over the inbound flights: If several sequences with the same total delay are compared, the penalty is minimized if the delay distribution is balanced.

• Minimum cost: minimum deviation from preferred profile. Corresponding penalty function: ∑ − ETORTO (Sum of deviations between preferred and scheduled times).

6. The flight is inserted into the sequence with the trial position with the lowest penalty function.

6.2.6 Re-sequencing The arrival sequence is automatically recalculated in a number of cases:

The strategy or acceptance rate has changed, A flight is manually inserted into the sequence (HMI input at CWP), A flight is removed from the sequence (HMI input at CWP), The sequence position of a flight is manually changed (HMI input at CWP), A slot has been created and inserted manually, It is obvious from monitoring (common path entered too early or too late) or from trajectory

calculations (flight envelope), that a flight can not meet its scheduled landing time any more, A slot has been inserted or modified, A slot has been cancelled, A flight has changed its route or runway, The priority of a flight has changed, The CDT for a short route flight has expired, The actual departure time of a short route flight differs significantly from its CDT.

The relative sequence position of manually inserted flights or slots is never overwritten automatically. The permission of automatic sequence changes can be configured (allowed/forbidden depending on flight priority and sequence section) for individual events.



6.2.7 Constant Part of the Sequence The constant part of the sequence is kept stable by a number of restrictions:

New inbounds appearing within the operational horizon are not sequenced within the constant part of the sequence. Exceptions: short route flights and late appearing flights (e.g. flights that are changing from VFR to IFR within the approach area).

No automatic optimization of the sequence position is performed. No insertion or exchange of flights is allowed with the following exceptions:

Manual insertions or sequence changes, diverting flights (removed from sequence due to route change), missed approaches, emergency flights, flights obtaining no-delay-status.

The RTOs may be shifted in order to adjust the sequence as required by ETO updates and track monitoring (e.g. if a flight can not meet its RTO) even within the constant part.

6.3 Special Flight Types and Events

6.3.1 Short Route Flights A set of departure airports can be configured as ‘regional airports’. Flights departing from these airports are classified as ‘short route flight’ and undergo a special handling:

For short route flights departure times can be requested. They are generated based on flight durations calculated by O4D, line-up-times configured for the departure airport, and the average delay within the arrival sequence. These departure times are defined to allow delay absorption on the ground.

A short route flight is inserted into the arrival sequence when the corresponding departure time can be generated (pre-sequencing).

The sequence position of pre-sequenced flights can be changed manually. When track data are available then the sequence position of the short route flight is updated.

Depending on its flight time it may be scheduled within the constant part of the sequence then. If the proposed departure time of a pre-sequenced short route flight has been elapsed for a

configurable time a new departure time for this flight is automatically allocated.

6.3.2 Departure Slots A departure slot can be inserted relative to (i.e. before or after) a sequenced inbound flight or by a slot start time for a given runway. The slot duration gives the required separation between the predecessor and successor of the departure flight. On any update in the arrival sequence, e.g. if a short route flight was sequenced in the constant part, the start times for the slots (RTOs for slots) are updated as well: The departure slots are shifted if this is required by the constraints that are imposed by the arrival sequence. A shifted departure slot will relax towards its preferred start time that is defined at the initial insertion whenever this is possible. If a departure slot has been inserted using a reference flight, the slot and the reference flight will not be exchanged automatically as long as no of them is manually inserted into another sequence position. If a DMAN is available, the DMAN will use the departure slot functionality provided by AMAN as an interface to the arrival manager:

The DMAN (or controller) can insert departure slots as described above If AMAN has changed the start times for the departure slots based on RTO updates of the

arrival flights the DMAN has to update the calculated departure times as well. The DMAN can update the slot start time or the slot duration at any time, AMAN will update

the RTOs for all the inbound flights which are affected. In cases where a departure slot should not be shifted in time by AMAN the DMAN can

allocate Runway closure or runway blocking slots (see section Slots).

6.3.3 Slots As well as the departure slots AMAN can distinguish two other types of slots:

Runway closure slots: These slots are fixed in time, i.e. arrivals cannot shift these slots in the sequence. Arrivals will automatically skip the slot entry in the sequence if required.

Additional separation slots: These slots are inserted with reference to a sequenced flight (before or after a flight). The slot start time is the RTO of the preceding inbound flight. The



start time of an additional separation slot is automatically adjusted if the RTO of the preceding inbound flight has been changed. If a separation slot has been inserted, the slot and the reference flight will not be exchanged automatically as long as no of them is manually inserted into another sequence position. A separation slot is not automatically exchanged with neighboured inbound flights that have normal priority. Despite of the coupling between a separation slot and its predecessor, it is possible to insert an inbound flight between a separation slot and its predecessor.

In general all types of slots can be cancelled, repositioned or modified in the sequence by manual input or DMAN interaction.

6.3.4 Late Appearing Additional Flights Late appearing flights (e.g. VFR –IFR transitions) may be detected by AMAN via FPL information or manual input. Such flights are allowed to enter the sequences within the constant part.

6.3.5 Re-routing Route changes are received via FPL updates. If the destination of an inbound flight changes (diverting flights) the flight is removed from the sequence. The remaining sequence is adjusted and optimized. All other route changes trigger a new trajectory prediction and a corresponding re-sequencing.

6.3.6 Missed Approaches If a flight is labelled as a ‘missed approach’ by manual input or within the FPL it is removed from the arrival sequence. This flight has to be re-inserted manually.

6.3.7 Extensive Holding If an aircraft cannot make an approach (e.g. due to bad weather conditions and insufficient navigation equipment) it may be sent into an extensive holding by a manual controller input. This flight is removed from the sequence and can to be re-inserted manually.

6.3.8 Special Arrival Procedures In some cases the arrival sequencer has to handle flights which are not using the runways that are currently served by the arrival sequencer, e.g. for short take off and landing. If an inbound flight, which is subject to the sequencing process, changes to one of these exceptional arrival procedures it will be removed from the sequence. The flight may be manually inserted into the normal inbound sequence at any time.

6.3.9 Priority Flights and Emergency Flights A no-delay-priority can be assigned to a flight either manually (e.g. for ambulance or governmental flights) or via automatic detection of an emergency code. If a flight has changed to the no-delay-status it is re-sequenced so that its scheduled landing time equals its ETA (ETO for runway). Insertion into the constant part of the sequence is allowed. If there are any additional delays within the sequence, e.g. due to slot insertion, a re-sequencing of no-delay-priority flights will be performed. By doing so the sequencing process will ensure that the no-delay flight is scheduled at its preferred landing time. Another set of priority flights ('standard priority') may be configured (identified via call sign) for AMAN. The average delay will not be considered for such flights when inserting them into the arrival sequence. For all following operations these flights are treated as standard inbound flights. By considering different levels of priorities the sequence engine of AMAN ensures that a flight with a given level of priority will not be delayed by flights with lower priority. Nevertheless specific configuration parameters are provided to stabilize the re-sequencing result. With the help of these parameters the application of the priority rules may be switched off for different sequence parts or events (e.g. within the constant part of the sequence or when a late appearing flight is inserted).



6.4 Advisories

6.4.1 Time, speed and top of descent advisories For a configurable set of metering fixes (IAF) and co-ordination points AMAN calculates advisory times (time to lose, time to gain). These advisories are based on the comparison between the RTOs and the ETOs given by the preferred flight profile. Together with the time advisories corresponding speed advisories are generated via speed profile variation within AMAN trajectory prediction. These speed advisories are re-calculated whenever the RTO of a flight has changed. Besides the automatic speed re-calculation performed on RTO changes there are three special events to trigger speed advice updates:

A controller requests a speed advice calculation, The flight has passed the entry fix (can be switched off by configuration), The control sector of the flight has changed (can be switched off by configuration).

The flight envelope provided by the AMAN trajectory predictor (trajectory with minimum clean speed profile) is used to check, whether a given RTO can be met by a speed reduction. If the RTO can not be met even with minimum clean speed a holding advice is generated. Additionally, a top of descent advisory is generated to indicate the start of the descent phase for the given flight.



A C C 1

A C C 3

A C C 2

A C C 4A P P

C O P (i1) = E n try F ix

C O P (i2)

C O P (ik -1)

C O P (ik) = IA F

C O P (k )C O P (l)

C O P (m )

6.4.2 Delay Sharing Constraints If a flight enters the operational horizon of AMAN the initial trajectory within this area is used to determine the preferred arrival times over the metering and coordination points. The time difference between scheduled arrival time and preferred arrival time over the metering fix (initial approach fix) gives an overall delay which has to be absorbed before the flight enters the approach area. Based on the maximum allowed delays defined in the LoAs for each sector a delay distribution will be calculated, i.e. the scheduled time over the coordination points will be generated and distributed. Two possible strategies are provided:

Delay absorption as late as possible Delay absorption evenly spread.

Figure 2: ACC sectors and coordination points for a given airspace

The delay distribution is defined as followed: Assume that the operational horizon is divided into m ACC sectors, )(),...,1( mACCACC . Let further the maximum allowed delay for each sector based on the letter of agreement (LoA) be

( ) ( ))(,...,)1( mACCLoAACCLoA . There are n coordination points )(),...,1( nCOPCOP between these ACC sectors. For each )( jCOP which is not on the border of the operational horizon there exists an ACC sector ACC(k) where )( jCOP is the exit fix. Therefore a delay absorption capacity can be assigned for each )( jCOP :

( ) ( )airspace observed theoffix entry is )( if)( offix exit is )( if

0)(

)(jCOP

kACCjCOPkACCLoAjCOPLoA

=

Let the route of a flight f include k coordination points: )(),...,1( kCOPCOP . Thus the total delay absorption capacity for this particular flight f is given by the sum of the single LoAs for each coordination point that is to be passed by the flight:



( )∑=

=k

j

jCOPLoAfLoA1

)()(

The trajectory prediction with a preferred profile for the flight gives the estimates for the coordination points { }k

jjCOPETO 1))(( = , where the transfer point to the approach sector is given by ))(()( kCOPETOIAFETO = . The sequencing process calculates a planning time for the initial

approach fix )(IAFRTO . The total delay which should be absorbed within the ACC sectors reads

)()( IAFETOIAFRTODTotal −= .

The residual delay is given by the difference between total delay and delay absorption capacity

)(Re fLoADD Totalsidual −= .

Since the total delay TotalD is independent of the delay absorption capacity )( fLoA two cases has to be distinguished. First where the total delay is larger or equal the delay absorption capacity and second where the total delay is smaller than the delay capacity.

Total Delay larger than delay absorption capacity 0Re ≥sidualD

In this case the whole delay will be proportioned based on the given LoAs and the residual delay is assigned to the ACC sector which is adjacent to the approach sector. The formula for the RTOs of the coordination point reads:

( )( ) ( ) ( )

( ) ( ) ( ) ( )

=+≡++

<<+=

∑

∑

=

=

kjDkCOPETODlCOPLoAkCOPETO

kjlCOPLoAjCOPETOjCOPRTO k

lTotalsidual

j

l

1Re

1

)()()(

0)()()(

Total Delay lesser than delay absorption capacity 0Re <sidualD

Two strategies are provided in this case, the “delay absorption as late as possible” and the “delay absorption evenly spread” strategy. Delay absorption evenly spread To calculate a RTO for a given coordination point a normalized delay absorption capacity α is used. For a coordination point )( jCOP the normalized delay absorption capacity is defined as:

( ) ( )kjfLoA

jCOPLoAj ≤<= 0;

)()(α

By using the normalized delay absorption capacity the RTO reads:

( ) ( ) ( )kjDjCOPETOjCOPRTOj

lTotall ≤<+= ∑

=

0;)()(1α

Delay absorption as late as possible



Since the total delay is lesser than the total delay absorption capacity than there exists an index q with

kq ≤≤1 where ∑=

≤k

qiTotal iCOPLoAD ))(( and ∑

+=

>k

qiTotal iCOPLoAD

1

))(( . At Coordination points

before COP(q) no delay has to be absorbed: All the delay is absorbed at COP(q) and the following

points COP(j) for which 0))((1

>− ∑+=

k

jiTotal iCOPLoAD holds.

The formula for the RTOs of the coordination points reads:

( )( ) ( )

( ) ( ) ( )

>−−+

≤−

=

∑∑

∑

+=+=

+=

k

jlTotal

k

jlTotal

k

jlTotal

lCOPLoADlCOPLoADqCOPETO

lCOPLoADjCOPETOjCOPRTO

11

1

0)()()(

0)()()(



7 Airspace configuration and environmental data description The environmental data and the internal configuration parameters consist of the following main data sets:

airspace data, including − IAFs, − final approach fixes, − coordination points, − airports, − SIDs, − approach routes, S-curves, STARS − runways, − regional airports.

operational procedures, including − operational horizon (given as a polygon), − default values for RWY-in-use, minimum separation or acceptance rate, − priority flights, − WTC table, − line up times.

sequence configuration − sequencing and metering points, − sequencing constraints, − sequence horizons, − delay sharing constraints and sector by sector rules − optimization parameters.



8 Cross-reference to TRS requirements. Reference Description Remark/OPS functions

document reference 2 Functional Requirements 2.1.1 General and Overall Requirements AMAN-1-M AMAN shall support the controllers' work, the

utilisation of the ATC system’s capacity and efficiency and increase and smooth the inbound traffic flow accordingly while maintaining air traffic safety. (Mission Statement)

Mission Statement, proved in CALM project

AMAN-2-M AMAN shall provide services to planning and executive controllers.

ESCAPE environment requirement

AMAN-235-M AMAN shall provide services to Tower, Approach and Area Control Centre controllers.


AMAN-236-M AMAN shall provide a Basic Arrival Manager. All flights within the Eligibility Horizon shall be considered by the AMAN. It shall provide controllers with an optimised sequence and strategic (time to lose/gain) advisories and holding advisories within the Active Advisory Horizon.

See SSDD

AMAN-4-P AMAN shall provide services to external Systems (adjacent FIR/UIR System)

Mission Statement

AMAN-5-M AMAN shall serve one or several airports/runways. IPAS configuration AMAN-237-M AMAN shall serve independent, dependent and

mixed-mode runways. IPAS configuration

AMAN-7-M AMAN shall manage all eligible flights approaching the served runways, while taking into consideration flights departing from them.

ADES field in the flight plan (see SSDD)

AMAN-164-M AMAN shall delete a flight from sequence if the flight becomes ineligible.

Termination of the flight plan (see SSDD)

AMAN-12-M AMAN shall interface to the Environmental Data base.

Environmental data is given by the IPAS system

AMAN-14-M AMAN shall interface to FDPD and Trajectory Prediction.

See SSDD

AMAN-15-M AMAN shall interface to the Human Machine Interface.

See SSDD

AMAN-16-P AMAN shall interface to the Departure Manager (when this function is available)

See SSDD, Section Departure Management and Departure Slots

AMAN-17-M AMAN functions shall be modifiable and configurable by a set of parameters that can be adjusted manually by using a dedicated HMI. These parameters shall be finalised during the execution of the contract.

See SSDD

AMAN-18-M AMAN shall allow certain parameters being examined and changed on-line by system users, e.g. input of runway acceptance rates. These parameters shall be finalised during the execution of the contract.

See SSDD and Section Controller Working Positions (HMIs)

AMAN-238-M The AMAN shall be configurable to correspond to the airspace and ground configuration, traffic patterns and local ATC procedures and controller behaviours at different airports.

IPAS (STAR, SID configuration)



Reference Description Remark/OPS functions document reference

AMAN-249-P The AMAN eligibility, active advisory and common path horizons shall be configurable to be time or geographically-defined.

IPAS (Passing of waypoint configuration) Technical configuration (frozen horizon)

2.1.2 AMAN Data Sources 2.1.2.1 Environmental Data AMAN-20-M AMAN shall accept environmental data and their

on-line up-dates. AMAN requires data for airspace and airport description, aircraft performance and rules and requirements. These data shall be finalised during the execution of the contract. The minimum likely shall be as defined in section 3 below.

No IPAS configuration updates during simulation

2.1.2.1 Dynamic Data AMAN-165-M AMAN shall accept eligible system trajectory data

as established by FDPD Trajectory Prediction. See SSDD

AMAN-25-P AMAN shall accept departure constraints (slots) as established by DMAN.

See SSDD and section Departure Slots

AMAN-26-M AMAN shall accept controller instructions as supported by the HMI.

See SSDD, section Departure Slots and section Slots

2.1.3 AMAN Sequencer AMAN-27-M AMAN shall start flight arrival planning, when an

eligible system trajectory is available from FDPD/TP.

See section Eligible Flights, Operational Horizon, Sequence Sections

AMAN-28-M AMAN shall accept different runway acceptance rates. (manual input)

See SSDD and section Controller Working Positions (HMIs)

AMAN-29-M AMAN shall establish the sequence according to the different runway acceptance rates.

See SSDD

AMAN-30-M AMAN shall issue results related to a system trajectory (time to lose or gain) to the AMAN interface manager for further processing.

See SSDD

2.1.3.1 Natural sequence (AMAN) AMAN-31-M AMAN shall establish and maintain one natural

arrival sequence per constraint point (AMAN). See SSDD and section Flightplan Data

AMAN-32-M AMAN shall use System trajectories which are eligible for AMAN processing for establishing and maintaining the natural arrival sequence.

See SSDD

AMAN-33-M AMAN shall use the rule first-come-first-served for establishing and maintaining the natural arrival sequence per constraint point (AMAN).

See SSDD

AMAN-34-M AMAN shall use the rule adjustable runway acceptance rate and separation minima.

See SSDD

AMAN-35-M AMAN shall use the rule priorities (ATC and Aircraft).

See SSDD

AMAN-36-M AMAN shall use the rule individual airport constraints (runway change, runway acceptance rate, airport capacity).


2.1.3.2 Optimised sequence (AMAN) AMAN-37-M AMAN shall establish and maintain one optimised

arrival sequence per constraint point (AMAN). See SSDD and section Sequencing

AMAN-38-M AMAN shall execute metering (AMAN) of the See SSDD and section




optimised arrival sequence and use the needs for adopted runway allocation.

Sequencing

AMAN-39-M AMAN shall determine required time constraints in order to meet the optimum arrival times resulting from the metering (AMAN) process.

See SSDD and section Sequencing

AMAN-41-M AMAN shall use System trajectories and AMAN trajectories which are eligible for AMAN processing for establishing and maintaining the optimised arrival sequence.

The Escape trajectory is used for the O4D profile calculation (see SSDD)

AMAN-42-P Establishing and maintaining the optimised arrival sequence, AMAN may use the rule for wake turbulence category.

The WTC separation tables are included in IPAS configuration

AMAN-43-P Establishing and maintaining the optimised arrival sequence, AMAN may use the rule for choice of optimum runway.

Specific runway allocation rules will be defined. The controller can adjust the runway manually(see section Sequencing also)

AMAN-44-P Establishing and maintaining the optimised arrival sequence, AMAN may use the rule for minimum total delay (AMAN), maximum use of available runway capacity.

See SSDD and section Sequencing

AMAN-45-P Establishing and maintaining the optimised arrival sequence, AMAN may use the rule for maximum allowed changes of slots. (Refer to Part B Non-functional Requirements)

See section Sequencing

2.1.3.3 Re-sequencing (AMAN) AMAN-46-M AMAN shall use the specified rules for re-

sequencing (AMAN) the natural and optimised arrival sequence per constraint point (AMAN).

See SSDD and section Re-sequencing

AMAN-48-M AMAN shall re-sequence an aircraft, if a dynamic adjustment is made to match the actual demand for arrival and departure slots. (This may be derived from DMAN data or from manual controller inputs).


AMAN-49-M AMAN shall re-sequence an aircraft, if it performs a missed approach.


AMAN-50-M AMAN shall re-sequence one or more aircraft in case of manual re-sequencing input by the controller.


2.1.3.4 Sequence, Constant Part AMAN-54-M AMAN shall make the optimised landing sequence

constant for all approaching flights having passed the point(s) defined as the constant part (AMAN) (VSP).

See SSDD, section Eligible Flights, Operational Horizon, Sequence Sections, and section Constant Part of the Sequence

AMAN-251-M The constant parts shall be defined by distance or time from a point, by aircraft type and/or by sector boundaries.


AMAN-55-M AMAN shall allow exceptions to the constant sequence (AMAN) for manual intervention by the controller.

See SSDD, section Eligible Flights, Operational Horizon, Sequence Sections, and



Reference Description Remark/OPS functions document reference section Constant Part of the Sequence

AMAN-56-M AMAN shall allow exceptions to the constant sequence (AMAN) for diverting traffic.

See SSDD

AMAN-57-M AMAN shall allow exceptions to the constant sequence (AMAN) for late appearing of additional flights.


AMAN-58-M AMAN shall allow exceptions to the constant sequence (AMAN) for aircraft performing missed approach procedures.


AMAN-59-P AMAN may allow exceptions to the constant sequence (AMAN) for systematically repeated optimisation e.g. for flights at TMA entry.

Not included

AMAN-60-M AMAN shall allow exceptions to the constant sequence (AMAN) for any type of emergency. (Refer to ICAO definition of emergencies)

See section Priority Flights and Emergency Flights

AMAN-168-P AMAN should sequence any type of emergency in accordance with ETA.


AMAN-169-P AMAN may allow exceptions to the constant sequence (AMAN) for any type of special status flight (Government, Ambulance etc.)


AMAN-170-P AMAN may sequence any type of special status flight in accordance with ETA.


2.1.3.5 Holding Information AMAN-61-M AMAN shall accommodate orbital holding (AMAN)

for absorbing required delay. See section Time, speed and top of descent advisories

AMAN-62-M AMAN shall accommodate orbital holding (AMAN) for temporary bad weather conditions by aircraft that cannot meet the required non-visual precision approach criteria.

See SSDD and section Extensive Holding

AMAN-63-M AMAN shall accommodate orbital holding (AMAN) for temporary closure of runway or airport.

Updated RTO calculated based on the slot insertion

2.1.3.6 Runway Allocation, Multiple-Runway Configuration

AMAN-64-M AMAN shall allocate the appropriate runway to the arriving flights in case of multiple runway configurations.

See SSDD and section Runway Allocation, Multiple-Runway Configuration

AMAN-65-M AMAN shall take into consideration mutual runway occupation duration in case of multiple runway configurations.


AMAN-66-M AMAN shall be able to handle runway balancing in case of multiple runway configurations.





AMAN-67-P AMAN shall consider and establish a ratio between landing and departing traffic for given runway(s) (e.g. one departure after two landings)

See SSDD

2.1.3.7 Accommodating Short-Route Flights (AMAN) AMAN-68-M AMAN shall include and optimise the sequence for

short route flights upon reception of the System trajectory indicating late appearance of this flight.

See SSDD and section Short Route Flights

AMAN-69-P AMAN should place the short-route flight into a position in the sequence as if it were "scheduled" for this position.


AMAN-70-M If accommodation of short-route flights causes significant (parameter) re-positioning (delay) for the other aircraft in the optimised sequence, AMAN shall position the short-route flight outside the constant sequence.


AMAN-71-M If accommodation of short-route flights causes significant re-positioning of the other aircraft in the optimised sequence, AMAN shall issue information to the HMI for manual re-positioning of the short-route flight.


2.1.3.8 Handling of Re-routings, Go-arounds and Diversions

AMAN-72-M AMAN shall detect re-routings or diversions due to the appearance of correspondingly changed system trajectories.

See SSDD

AMAN-73-M AMAN shall delete the flight from the sequence the flight was included and re-include it into the sequence for the new constraint point (AMAN). (in case of re-routing)

See SSDD

AMAN-74-M AMAN shall place the aircraft into a position of the sequence as if it were "scheduled" for this position.

See SSDD

AMAN-75-M AMAN shall issue information to the HMI for manual re-positioning of the aircraft if this flight causes severe (parameter) re positioning of other aircraft.

CWP requirement

2.1.3.9 Change of Runway-in-use AMAN-76-M AMAN shall, upon manual input of change of

runway for the eligible trajectories, re-sequence the arrival flow to the newly assigned runway based on the natural sequence.

See SSDD

AMAN-77-M AMAN shall, after a manual input of change of runway configuration re-calculate the affected sequence based on the natural sequence.

See SSDD

2.1.4 AMAN Interface Manager AMAN-79-M AMAN shall be able to distribute delay sharing

constraints. See section Delay Sharing Constraints

AMAN-80-P AMAN shall be able to accept and process delay sharing constraints.

See section Delay Sharing Constraints

AMAN-82-M AMAN shall distribute all AMAN related System and AMAN trajectories to the AMAN Sequencer and - advisory generator.


AMAN-83-M AMAN shall submit the delay data to flight data processing for ground-ground distribution to appropriate ATC units.





AMAN-84-M AMAN shall determine, based on the system trajectory position which rules are to be applied.

Not applicable

AMAN-85-M AMAN shall determine the sectors involved for advisory (AMAN) generation and the types of advisories to generate.


AMAN-87-M AMAN shall accept system trajectories containing sequence changes as submitted by the AMAN Sequencer.

Not applicable

2.1.4.1 Make AMAN Trajectory (AMAN) a System Trajectory

AMAN-106-P After AMAN advisory (AMAN) acceptance has been received, AMAN shall submit the AMAN trajectory (AMAN) (as returned by AMAN advisory generator) to Flight Data Processing and distribution to transform this AMAN trajectory (AMAN) into a system trajectory.

Not applicable

2.1.5 AMAN Advisory Generator AMAN-107-M AMAN shall generate advisories (AMAN). See SSDD and section

Time, speed and top of descent advisories

AMAN-108-M AMAN shall generate advisory (AMAN) based on the AMAN trajectory (AMAN).

See SSDD and section Advisories

AMAN-109-M AMAN shall transmit the advisory (AMAN) to HMI.


AMAN-240-P AMAN shall generate advisories that are sequentially consistent and are consistent with typical controller actions in the same circumstances.

Requirement on the algorithm (see section Sequencing)

AMAN-241-P The advisories in use shall be configurable. ESCAPE environment requirement

2.1.5.1 Advisories – Active Advisory Horizon AMAN-242-M The AMAN shall provide strategic advisories (time

to lose or gain). See section Advisories

AMAN-243-P The AMAN shall provide departure release advisories if DMAN is configured.

AMAN will update departure slot times based on arrival sequence changes

AMAN-244-M The AMAN shall provide estimates of the actions that the controller must take to meet these strategic advisories (speed, level, track extension (turn-to-heading), holding stack, time of top-of-descent, waypoint route) and these shall be passed to the HMI Interface (AMAN) for controller decision.

AMAN provide speed and holding advice, TOD advice. Waypoint route is given by Escape TP (See section Advisories also)

2.1.5.2 Sharing of Times to be Absorbed AMAN-245-M The AMAN shall distribute delays across sectors

and pass them to the HMI and FDPD interface for forwarding if appropriate. The delay sharing shall be based on Letter of Agreement and strategies shall avoid demanding inefficient and inconsistent actions by aircraft.

See section Delay Sharing Constraints

2.1.5.3 Accept Handling upon Controller Decision AMAN-119-M The event "re-sequencing (AMAN)" shall be

returned to the AMAN Sequencer for re-calculation of the sequence.


2.1.6 Manual Inputs




AMAN-130-M AMAN shall allow the change of the established arrival planning results by means of dedicated manual input messages moving an aircraft's position in the sequence.


AMAN-131-M AMAN shall allow the change of the established arrival planning results by means of dedicated manual input messages adding or cancelling a runway slot for an arriving - or departing (if applicable) - flight.


AMAN-132-M AMAN shall allow the change of the established arrival planning results by means of dedicated manual input messages allocation of priority to a flight.


AMAN-133-M AMAN shall allow input of such traffic changing messages from any designated position in the system.


AMAN-134-M AMAN shall allow the change of the actually used operational conditions (change of runway, changing of landing rate, closure/re-opening of runway(s) or airport(s)) by means of dedicated manual input messages.


AMAN-135-M AMAN shall allow input of such condition changing messages from corresponding authorised HMI only.


2.1.6.1 Manual Input of System Control Commands AMAN-136-M AMAN shall allow tuning of the system behaviour

by means of dedicated manual input messages for the lead times for operational changes (e.g. RWY-chg. in 15 minutes).

See SSDD

AMAN-137-M AMAN shall allow tuning of the system behaviour by means of dedicated manual input messages for the traffic flow as runway occupation time, wake turbulence separation, noise abatement, etc.

See SSDD

AMAN-138-M AMAN shall allow tuning of the system behaviour by means of dedicated manual input messages for the overall system management and others.


AMAN-139-M AMAN shall allow input of system control commands from corresponding authorised HMI only.


2.2 Interface requirements 2.2.1 Data Exchange with the other System Functions 2.2.1.1 Environmental/Aircraft Performance Data Base AMAN-140-M AMAN shall receive required airspace and airport

data incl. updates as specified by corresponding requirements.

IPAS configuration

AMAN-141-M AMAN shall receive required aircraft performance data.

AMAN uses BADA

2.2.1.2 FDPD and Trajectory Prediction AMAN-143-M AMAN shall accept system trajectories and up-dates

to them. P4D and FD

2.2.1.3 Ground Ground Data Exchange AMAN-145-M AMAN shall transmit advisory data related to units

served by AMAN to FDPD for further distribution. Not applicable (ESCPAE environment)

2.2.1.4 Controller Working Position (CWP) AMAN-246-M AMAN shall transmit sequence and advisory data to ESCAPE environment




the CWP interface to enable its display to controllers.

requirement

AMAN-247-M AMAN shall receive controller instructions from the CWP interface.


2.2.1.5 DMAN AMAN-120-P AMAN shall be able to insert departures into the

landing sequence upon corresponding manual request or request by DMAN.

See SSDD, section Departure Slots and section Slots

AMAN-121-P AMAN shall be able to submit departure slots for inbound flights departing from adopted airports (AMAN) within the AMAN operational horizon (AMAN)

Regional flight handling (IPAS configuration and flight plan data fields)

2.2.1.6 Other Additional Interfaces AMAN-148-P AMAN shall be provided with an interface that

allows all AMAN configuration data to be examined and changed by other automated functions.

IPAS configuration changes

AMAN-149-P AMAN may be provided with an interface to apron management that allows AMAN to determine the rule for 'choice of optimum runway'.

Preconfigured runway allocation rules, runway assignment

AMAN-150-M AMAN shall record every action/activity. Detailed logging in an ASCII readable file

AMAN-151-M AMAN shall be connected to the data recording facility that enables recorded AMAN data to be retrieved for off-line analysis.


AMAN-248-M AMAN shall be provided with a HMI to support test and verification of the delivered product.


AMAN-250-M The AMAN will be required to provide interfaces for technical system supervision and (separately) applicative supervision.

Interface to ESCAPE Supervision

2.3 Safety Requirements Note in these requirements “reasonably probable”

means a probablility of less than 1 in 10-3 per hour and per sector of operation.

Not applicable for OPS functions document

2.3.1 Natural, optimised, re calculated and consolidated sequence

AMAN-S-01-P The probability of a total loss, partial loss or corruption of providing the HMI with the sequence shall be no more than reasonably probable.


AMAN-S-02-P The appropriate CWP(s) and supervisory position shall be warned of any corruption in providing HMI with the sequence.


2.3.2 Delay strategy AMAN-S-05-P The appropriate CWP(s) and supervisory position

shall be warned of any total loss, partial loss or corruption in providing HMI with a delay strategy.


AMAN-S-06-P The probability of a corruption of providing the HMI with a delay strategy shall be no more than reasonably probable.


2.3.3 ASC message AMAN-S-07-P The appropriate CWP(s) and supervisory position

shall be warned of any total loss, partial loss or corruption in issuing an ASC message.

Not applicable for EVP project

AMAN-S-08-P The probability of a corruption of issuing an ASC message shall be no more than reasonably probable.

Not applicable for EVP project




2.3.4 Input of Commands AMAN-S-09-P The probability of a total loss, partial loss or

corruption in inserting a command shall be no more than reasonably probable.


AMAN-S-10-P The appropriate CWP(s) and supervisory position shall be warned of any corruption in inserting a command.


3 Non-functional Requirements 3.1 Performance Indicators 3.1.1 Trajectory Prediction AMAN-P-001-P The accuracy of any trajectories calculated by the

AMAN should be at least: lateral: 0,25NM vertical: 300ft longitudinal: 0,25NM

TP prediction limits are determined by ESCPAE TP precision

3.1.2 ATM-System Monitoring Function AMAN-P-002-M AMAN shall transmit own status information

(running, terminating) to system monitoring. ESCAPE Supervision Interface

3.1.3 Sequencing Criteria 3.1.3.1 Exceptions to the Sequence AMAN-P-004-M The environmental database shall contain a table

indicating the events (emergency) and the admissible actions to it.


3.1.3.2 Natural sequence AMAN-P-005-M AMAN shall establish a natural sequence for flights

which are eligible to AMAN and are within the ETSEQ parameter (0-300 min).


AMAN-P-006-M The maximum time to establish the natural sequence shall not exceed 1/10 sec. per constraint point.


3.1.3.3 Optimised sequence AMAN-P-007-M The maximum time to establish optimised and/or re-

sequencing shall not exceed 15 sec. Not applicable for OPS functions document

AMAN-P-008-M The time indicated (delay, positive or negative, if any) for the individual aircraft shall be expressed in mm:ss.


3.1.3.4 Recognition of Short Route flights AMAN-P-003-M AMAN shall determine such airport(s) related to

short-route-flights as defined in the table of the environmental data base.

IPAS configuration

3.1.4 AMAN Interface Manager AMAN-P-009-M AMAN shall monitor internal interfaces and

negotiations with Trajectory Prediction and further processing to internal AMAN functions which shall not exceed 250 msec. for a single trajectory.


AMAN-P-010-M The internal processing shall not exceed 100 msec. for a single flight.


3.1.5 AMAN Advisory Generator 3.1.5.1 Issuance of Advisories AMAN-P-012-M Calculation of advisories shall not exceed 120 msec.

for a single flight. Not applicable for OPS functions document

3.1.5.2 Sharing of Times to be Absorbed AMAN-P-013-M Calculation of advisories and generating respective

message shall not exceed 2 sec. Not applicable for OPS functions document




3.2 Technical System Performance 3.2.1 Time-Critical Functions (Timing) AMAN-P-014-M In all cases the system response times below shall

not exceed twice the 95th percentile times. Not applicable for OPS functions document

AMAN-P-015-M Preview Response Time (AMAN) shall be less than 100ms for the 95th percentile


AMAN-P-016-M Message Acknowledge Time (AMAN). This time will be measured from the end of the entering action to the complete receipt of the acknowledgement and shall be less than 550ms for the 95th percentile.


AMAN-P-017-M Transaction Response Time (AMAN). This time will be measured from the end of the entering action to the completion of all relevant responses and shall be less than 1.0 second for Priority 1 transactions and 2.5 seconds for Priority 2 transactions, both for the 95th percentile.


3.2.2 Display of Sequence AMAN-P-018-M AMAN shall support the HMI function to meet the

response time for display of the sequence, 500 ms for the 95 percentile times.


3.2.2.1 Display of Advisory AMAN-P-019-M AMAN shall support the HMI function to meet the

response time for display of the advisory, less than 2.0 sec. for the 95 percentile times.


3.2.3 External Interfaces AMAN-P-020-M The maximum time for generating a message to

external functions shall be 120 msec. Not applicable for OPS functions document

AMAN-P-021-M The maximum time for receiving a response on generated messages shall not exceed 500 msec.


3.3 Quality of Service Requirements 3.3.1 Availability AMAN-P-022-M The availability of the AMAN function shall be not

less than that of the overall system. Not applicable for OPS functions document

3.4 Flexibility Requirements AMAN-P-023-M AMAN shall be able to adjust its AMAN operational

horizon (AMAN). See section Eligible Flights, Operational Horizon, Sequence Sections

AMAN-P-024-M AMAN shall allow on-line modifications of variable system parameters as manually initiated by means of corresponding input messages.

See SSDD

3.5 Specific Constraints AMAN-P-025-M The processing times shall be met under the AMAN

Full Load. Not applicable for OPS functions document

4 Implementation requirements 4.2 Specific Requirements AMAN-I-01-M AMAN shall be integrated with the

EUROCONTROL Experimental Centre EAT platform complying with component interfaces and middleware. The detailed interfaces shall be agreed during the project on the basis of the EAT platform.


AMAN-I-02-M The Arrival Manager described in this document shall function such that it will work in various





architectures, e.g. server or distributed environment. AMAN-I-04-P For performance reasons the AVALON Advanced

Arrival Manager should use a Trajectory Predictor integrated directly with, and dedicated to the AMAN to minimise inter-component communication via CORBA. This should be the existing TP of the product. The internal interface to this AMAN TP shall be published to enable replacement in future upgrades and full information about the AMAN TP provided. In addition the interaction between the FDPD TP and AMAN trajectories shall be clearly defined.


AMAN-I-05-M AMAN shall run in the EEC EAT software and hardware environment.


EVP WP4 AMAN Operational Functions · Orthogon AG Version: 1.1, final Page 6 3 Referenced Documents...

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Transcript of EVP WP4 AMAN Operational Functions · Orthogon AG Version: 1.1, final Page 6 3 Referenced Documents...