Operational Context and Use Case Focus Group

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

2. Agenda • Document Delivery Schedule • Flow Use Case Document – Closeout • Meteorological Use Case Document – Draft Document

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

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

5. Closeout Flow Use Case

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

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

8. Feedback • No comments received

9. Use Case Document Meteorological Use Case

10. Meteorological Use Case Document Table of Contents 1 Introduction 1.1 SWIM Meteorological Information Services 1.2 Overview of Use Case 2 Problem Statement 2.1 Current State 2.2 Perspectives 2.3 Current State Operational Example • Future State 3.1 Data Exchanges 3.2 Future State Operational Example 3.2 Benefits 3.3 Conclusion Appendix A – STDDS APDS, STDDS TDES, and ITWS Messages Appendix B – Acronym Listing

11. Decomposition of Meteorological Domain Data Elements • Data Currently Available • Broadcast ATIS • Forecasts • Weather radar • Data Available in Future • Gust front movement • WS/MBA data for each runway • Storm location and movement data • Precipitation intensity • Hail • Tornado data • RVR data • Digital ATIS • Wind profile data • Cloud tops En Route Arrival Departure Cruise/En Route/ Oceanic

12. 1 Introduction • ITWS: Integrated Terminal Weather System • ITWS receives data from a variety of weather radars and sensors. • It converts binary data into XML format. • Weather displays are presented in graphic and/or text formats. • Clients select the products they wish to receive using message service filtering capability. • APDS: Airport Data Service • Publishes RVR data from all available runway sensors at an airport. (touchdown, mid-point, rollout) • RVR data is published in XML format every 60 seconds and upon change of any value. • TDES: Tower Departure Event Service • Publishes departure events (e.g. taxi start, takeoff time) • Publishes Digital Automatic Terminal Information System (D-ATIS) data.

13. 1.1 SWIM Meteorological Information Services • Deeper dive into each information service and the products each provides to give more background information

14. 1.2 Overview of Use Case • Explain broadly how weather adversely affects operations

15. 2 Problem Statement • Briefly outline how weather affects operations • Enforce how advanced alerting of weather impacts can lead to improved decision making

16. 2.1 Current State • When severe weather occurs at an airport, mitigation options are fewer. • It is not possible to “re route” aircraft around severe weather when it occurs at the airport. • Uncertainty with these events raises questions for AUs. • Unreliable reports and predictions adds uncertainty to time-critical decisions made by stakeholders, often resulting in less-than-optimum responses to weather events.

17. 2.2 Perspectives • Dispatchers and pilots • Safety, performance, fuel, and duty limitations • Airline Operations Management • Systems have information about crew limitations, time limits, high-value customers, connecting passengers, and international connections that are negatively affected by severe weather. • Airline Hub Control Centers • Changing gate information, delay status, and expected push times • Airport Operators • Airfield maintenance schedules that are based on weather conditions, availability of assets, and AU/ATC schedules • Traffic Flow Management (TFM) • efficient use of airspace and runways, effective strategic planning, minimizing the impacts of weather constraints, and maintaining smooth throughput in the NAS. • ATC • Maintaining safety during weather events for efficiently balancing demand and capacity and for returning operations to normal following a severe weather event. • Service providers • Deicing operators, and data service providers all furnish vital services to airports and AUs

18. 2.3.1 Departure Operations in the Current State • An aircraft taxies to the runway for departure. • The flight crew observes severe weather approaching the airport but they have no actionable data to determine the severity. • When they reach the runway the visual cues continue (blowing dust, etc..) but they have no data concerning an approaching gust front. • Soon the controller begins issuing WS alerts to departing pilots, but complete understanding of the Wx picture is lacking • The WS alerts soon become MBAs and no aircraft depart. • The aircraft holds with engines running, not knowing the expected duration of the event • After 20 minutes, the WS/MBAs dissipate and aircraft begin to depart • Throughout the event, the flight crew had no actionable data upon which to gain understanding of the event. • Without actionable data, the flight crew is less-informed and unable to make optimum decisions about managing the flight.

19. 2.3.2 En Route Operations in the Current State • Forecasts predict severe weather at the destination. • Detailed data about specific storm threats is lacking. • Due to late departure, the crew flies at higher cost index to make up time. • When aircraft is 200 miles from the airport the controller issues a descent clearance and instructions to hold with a 30 minute EFC.

20. 2.3.3 Arrival Operations in the Current State • A flight is 200 miles from destination. • Aircraft weather radar shows severe weather in the area but impacts from the weather (gust fronts, WS/MBA, etc..) are unknown. • The ATIS states WS/MBAs alerts are in progress but details about which runways and the severity are not included. • Controllers are delaying aircraft due to MBAs on the arrival runways • The aircraft receives a speed reduction and delay vectors • The impacts from the storm and the duration of the delays are unknown. • The flight crew does their best to understand the event and make a plan, but data is limited. • After holding for 20 minutes and uncertainty about the length of the delay, fuel state dictates a diversion is necessary. • The aircraft climbs back to altitude and diverts.

21. 3 Future State • Discuss how advanced planning with dispatch and ATC leads to better results

22. 3.1 Data Exchanges

23. 3.2.1 Departure Operations in the Future State • Aircraft taxies to the runway for departure • Severe thunderstorms are in the area • The flight crew monitors the EFB ITWS “Gust Front TRACON Map Product” data and observes a gust front approaching the airport • The “Gust Front ETI Product” shows the gust front will reach the airport near their departure time • Knowing WS/MBAs are likely, they monitor the Ribbon Display Terminals to watch the WS/MBAs as they impact their runway and the surrounding area. • Knowing the aircraft is heavy and the temperature is high, this will be a max performance takeoff and will use a lot of runway • They observe the most severe WS/MBAs are off the departure end of their runway and elect to delay departure until the gust front has passed and the MBA/WS have completely dissipated. • Understanding of the situation is improved by viewing the graphic presentation of the gust front movement and the WS/MBA alerts • With informed decision making capability, safer flights result.

24. 3.3.2 En Route Operations in the Future State • Late departure causes crew to fly at high cost index to make up time. • Forecasts indicate the presence of severe weather all afternoon at destination. Flight crew and dispatcher monitor the “Gust Front TRACON Map Product” and observe a line of severe weather approaching the airport. • Storm motion product shows the storm will reach the airport before arrival time, so with a delay likely, and the aircraft is slowed to conserve fuel. • When the aircraft is 200 miles out, holding instructions are received. • Storm motion shows thunderstorm has reached airport. D-ATIS data confirms MBAs at airport. RBT shows WS/MBAs on all runways. • Storm Motion display shows the storm is 10 miles wide and moving at 20 knots. Gust front has reached the airport with a change in wind direction and an increase in velocity. • Using all the data sources combined it appears the event will pass in 30 minutes. With adequate fuel state, the decision to hold is made. • After 30 minutes, storm passes, arrivals are resumed, and aircraft proceeds inbound to airport. • Using a combination of several data sources, improved decisions were made.

25. 3.3.3 Arrival Operations in the Future State • A flight is ninety minutes from destination. • D-ATIS does not yet report WS/MBAs or severe weather at airport • Flight crew checks the ITWS product and observes a line of severe thunderstorms with associated gust front approaching the airport. • When 200 miles out a descent clearance is received. The Gust Front ETI product predicts the airport will be impacted ten minutes before the ETA. The LLWAS Ribbon Display Terminals (RBT) do not show WS/MBA activity yet. • When 15 minutes from landing, WS alerts are observed on the RBT. • When 10 minutes from landing, MBA alerts are observed on RBT. • Arrivals are stopped due to MBAs, wind shift, and heavy precipitation. • The storm motion feature shows the storm is 8 miles wide and moving at 20 knots. Knowing that, and considering the fuel state of the aircraft, the decision to hold is made. • After a short hold, the storm passes as predicted, and the aircraft lands, avoiding a diversion.

26. 3.3 Benefits • Sharing Met data will allow AUs to better understand weather impacts. This facilitates: • Improved operational decisions • Improved business decisions • Improved diversion management • Improved fuel management • Improved flight crew management • Improved ground crew management • Improved delay management • Improved fleet management • Improved customer experience

27. 3.4 Conclusion • Full suite of SWIM meteorological information products provide value in making operational decisions • Automatically share this data and filter it for usability that will provide improvements during severe weather events at airports • When only one or two data sources are used, the confidence and accuracy of decisions are reduced • Comparing data from several products showing real-time impacts and predictions shows the situation more clearly and adds confidence to the decision-making process

28. References • SWIFT Focus Group Website • http://connect.lstechllc.com/index.cfm/main/opconfocusgroup • Please review Meteorological Use Case Document and provide feedback by April 15th, 2019 • http://connect.lstechllc.com/files/SWIM%20Meteorological%20Use%20Case%200.3_2019_03_28.docx • Next meeting will be April 23th, 2019 • Will close out Meteorological Use Case Document • Will present Aeronautical Storyboard • Please have Meteorological and Aeronautical SMEs available for comment • Contacts • Jay Zimmer (jay.zimmer@lstechllc.com) • Felisa White (felisa.white@faa.gov)

29. Backup

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

31. TFMS Messages

32. TBFM Messages

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

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

35. ITWS Messages

36. ITWS Messages

37. APDS Messages

38. TDES Messages

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

40. Microburst DepictionTailwind at Exit Point is Hazardous

41. MBA DetectionRed Circles are MBAs. Numbers indicate strength of MBA

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

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

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

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

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

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

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

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

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