Integrated Tower Working Position - Eurocontrol Airport Layout..... 43 2.3.2 Roma Operations..... 43 2.3.3 Control TWR positions..... 44 ... ATCO Air Traffic Controller ATD Actual

ITWP Integrated Tower Working Position

Date: August 20, 2006 Version: 1.0 Status: Final

ITWP – WP1 (Initial Study) - Page i Approved

Integrated Tower Working Position

INITIAL STUDY REPORT

Reference: ITWP – Initial Study Report Status: Approved Edition No: 1.0 Date: 20/08/06

Manager(s) Stephane Dubuisson

Visa :

Support

Endorsement:

Director(s) Peter Eriksen

Visa :



ITWP – WP1 (Initial Study) - Page ii Approved

TABLE OF CONTENTS

1 INTRODUCTION ..................................................................................................................... 4 1.1 PROJECT CONTEXT................................................................................................................ 4 1.2 DOCUMENT PURPOSE AND SCOPE .......................................................................................... 4 1.3 STRUCTURE OF THE DOCUMENT.............................................................................................. 4 1.4 ACRONYMS............................................................................................................................ 4 2 DESCRIPTION OF AIRPORTS ENVIRONMENT.................................................................... 8 2.1 STOCKHOLM ARLANDA AIRPORT .................................................................................... 8

2.1.1 General description....................................................................................................... 8 2.1.2 Surveillance Characteristics ........................................................................................ 14 2.1.3 Organisation of the TWR workspace........................................................................... 14 2.1.4 Clearance Delivery (CLD) ........................................................................................... 15 2.1.5 Ground Controller ....................................................................................................... 18 2.1.6 Flight Data Assistant controller.................................................................................... 22 2.1.7 Runway controller ....................................................................................................... 26 2.1.8 Supervisor controller ................................................................................................... 30 2.1.9 Departure process ...................................................................................................... 32 2.1.10 Arrival process ............................................................................................................ 33 2.1.11 Summary of main technological systems in Arlanda TWR .......................................... 34

2.2 LONDON GATWICK AIRPORT ......................................................................................... 39 2.2.1 Operational Positions .................................................................................................. 39 2.2.2 Equipment................................................................................................................... 39 2.2.3 Ground Movements Planner ....................................................................................... 39 2.2.4 Ground Movements Control ........................................................................................ 40 2.2.5 Air (runway) position ................................................................................................... 41 2.2.6 Lighting assistance position ........................................................................................ 43 2.2.7 Supervision position .................................................................................................... 43

2.3 ROMA FIUMICINO AIRPORT ............................................................................................ 43 2.3.1 Airport Layout.............................................................................................................. 43 2.3.2 Roma Operations........................................................................................................ 43 2.3.3 Control TWR positions ................................................................................................ 44

2.4 NAPOLI CAPODICHINO AIRPORT................................................................................... 51 2.4.1 Airport Layout.............................................................................................................. 51 2.4.2 Operations .................................................................................................................. 51

2.5 SYNTHESIS....................................................................................................................... 59 2.5.1 Workspace organisation.............................................................................................. 59 2.5.2 Equipment and Input/Output Devices.......................................................................... 60

3 PROBLEM UNDERSTANDING............................................................................................. 61 3.1 PAPER STRIPPING ISSUES..................................................................................................... 61 3.2 ELECTRONIC FLIGHT STRIP ISSUES....................................................................................... 62 3.3 PROLIFERATION OF DISPLAYS AND ASSOCIATED DEVICES........................................................ 62 3.4 CONTROL POSITION ISSUES.................................................................................................. 62 3.5 OTHER ISSUES..................................................................................................................... 63

3.5.1 SMGCS issues............................................................................................................ 63 3.5.2 Lightning system issues .............................................................................................. 63



ITWP – WP1 (Initial Study) - Page iii Approved

4 PROPOSED SOLUTION....................................................................................................... 64 4.1 ITWP OBJECTIVES............................................................................................................... 64 4.2 ITWP DELIVERABLES ........................................................................................................... 64

4.2.1 ITWP requirements ..................................................................................................... 64 4.2.2 An ITWP Solution........................................................................................................ 65 4.2.3 An ITWP Prototype ..................................................................................................... 65

4.3 ITWP SCOPE....................................................................................................................... 65 4.3.1 ITWP roles and positions ............................................................................................ 65 4.3.2 ITWP supported functions........................................................................................... 65

4.4 ITWP STRATEGY ................................................................................................................. 66 4.4.1 Project team................................................................................................................ 66 4.4.2 Iterative Process ......................................................................................................... 66 4.4.3 ITWP evaluation.......................................................................................................... 67

4.5 HIGH-LEVEL BENEFITS.......................................................................................................... 67 4.5.1 Coping with identified issues ....................................................................................... 67 4.5.2 Evaluation of future concepts...................................................................................... 68

4.6 ITWP METHODOLOGY .......................................................................................................... 69 4.6.1 ITWP Functional Model............................................................................................... 69 4.6.2 ITWP Functional Decomposition ................................................................................. 70 4.6.3 HMI solution ................................................................................................................ 72

4.7 THE EDEP PLATFORM.......................................................................................................... 73 4.7.1 ATC system ................................................................................................................ 73 4.7.2 TWR system ............................................................................................................... 73 4.7.3 Pilot system ................................................................................................................ 75 4.7.4 Operational Evaluation Environment ........................................................................... 75

4.8 ITWP SUPPORTING DOCUMENTATION.................................................................................... 75



ITWP – WP1 (Initial Study) - Page 4 Approved

1 INTRODUCTION

1.1 Project Context

Information management and system integration are key enablers for the development of airports in the future. The ATC TWR environment is often characterised by a number of individual systems all having their own interface, without any common information management. It is anticipated that a greater number of systems will even provide more information to the controller in the near future. Therefore there is a need to study the integration of the various Airport Airside System Components into an Integrated Tower Working Position.

1.2 Document Purpose and Scope

This document is the first deliverable of the ITWP project. The objectives of the initial study are to establish a good comprehension of the need to conduct the project, choose a solution and identify the excepted benefits as well as to identify the other projects that are linked to the current activities. This initial study is based on:

• The analysis of TWR working environments, detailing issues and areas of improvements that the project is aiming to tackle;

• The identification of a solution which will lay the ground for the development of commonly agreed operational, technical, human factors and safety ITWP requirements.

1.3 Structure of the document

The content of this document is organised as follows:

• Section 2 addresses the description of different TWR environments (Stockholm Arlanda, London Gatwick, Roma Fiumicino and Napoli Capodichino airports), providing information about existing positions, controller roles, tasks, equipment and applications.

• Section 3 addresses the identification of problems and issues collected through observations and interviews.

• Section 4 provides initial thoughts about a possible ITWP solution.

1.4 Acronyms

ACARS Aircraft Communications Addressing and Reporting Systems

ACC Area Control Centre




ADS-B Automatic Dependent Surveillance Broadcast2

AFTN Aeronautical Fixed Telecommunication Network

AGL Airport Ground Light

AMD Advisory Map Display

ARN Arlanda airport IATA code

A-SMGCS Advanced Surface Movement Guidance and Control System

ATA Actual Time of Arrival

ATC Air Traffic Control

ATCAS ATC Automated System

ATCO Air Traffic Controller

ATD Actual Time of Departure

ATFM Air Traffic Flow Management

ATM Air Traffic Management

ATS Air Traffic Services

AWOS Automated Weather Observations System (I-ACS)

CCTV Closed Circuit Television

CFMU Central Flow Management Unit

CTOT Claculated Take Off Time

DCL Departure Clearance

DEP Departure

ESOS Stockholm ACC

ESSA Arlanda airport ICAO code

ETA Estimated Time of Arrival

ETD Estimated Time of Departure

FDA Flight Data Assistant

FDPS Flight Data Processing System

FIAT Flight Information Airport Time

FMS Flight Management System

FMP Flow Management Position 2 ADS-B is an enabling technology whereby a vehicle (airborne or ground) broadcasts its position, at regular time intervals, for receipt by some application.




FPB Flight Progress Board

FPL Flight Plan

GND Ground

I-ACS Integrated Air Traffic Control Systems

IFR Instrument Flight Rules

ILS Instrument Landing System

IMC Instrument Meteorological Conditions

I/O Input / Output

ITV Internal TV network


LLZ (ILS) Localizer

LFV Luftfartsverket

LVO Low Visibility Operations

LVP Low Visibility Procedures

MOR Meteorological Optical Range

OCVM European Operational Concept Validation Methodology

REA REAdy message (CFMU)

RFL Requested Flight Level

RVR Runway Visual Range

RWY Runway

SAFIR Swedish Aviation Flight Information Resources

SAM Slot Allocation Message (CFMU)

SAS Scandinavian AirlineS

SID Standard Information Departure

SIGMET SIGnificant METeorological information

SMGCS Surface Movement Guidance and Control System

SMR Surface Movement Radar

SRM Slot Revision Message (CFMU)

TIS-B Traffic Information System Broadcast3

3 TIS-B is a service providing current aircraft surveillance information to airborne systems (and usually the pilot). This is a broadcast service from ground stations, sending surveillance information from ground to air.




TMA Terminal Maneuvring Area

TMC TerMinal Control centre

TTT Time To Threshold

TWR Tower

TWY Taxiway

UHF Ultra High Frequency

VDL VHF Digital Link

VDL/4 VDL Mode 4

VFR Visual Flight Rules

VHF Very High Frequency

VMC Visual Meteorological Conditions




2 DESCRIPTION OF AIRPORTS ENVIRONMENT

2.1 STOCKHOLM ARLANDA AIRPORT

The scope of information gathered covers operational, technical, functional and human factors aspects, in particular:

• Identification of ATCO roles and tasks within the team of controllers responsible for providing Aerodrome Control Service at the airport.

• General organisation of the TWR workspace and layout of working positions.

• Identification of TWR controller tools and equipment: for each controller position, identification / information about displays, input/output devices, screens / panels, remote controls, communication means, stripping facilities, other devices.

• Identification of TWR applications / systems and main related information (data flows) for each controller position.

• Identification of related future developments and projects.

• Controller feedback (interviews) on current working environment issues and possible improvements that should be considered in the ITWP project, e.g. regarding organisational, operational, functional, human factors aspects.

2.1.1 General description

2.1.1.1 Aerodrome layout

With three runways, Arlanda airport (ARN) is a complex category airport, characterised by: • Three runways, two of which are normally used simultaneously; • A very large manoeuvring area makes orientation and navigation on taxiways and aprons in low

visibility conditions demanding. • After landing, flights frequently have to cross the taxiway used by departing flights to reach the

parking.

The general airport layout is described below and illustrated below. There are two parallel runways 01L-19R (3,301M) and 01R-19L (2,500M). The distance between these runways is 2,300M and threshold of runway 01R is displaced 800M to the south. • A converging runway 08-26 (2,500M) is located north of runway 01R. • High-speed exits can be found at all runways. There are some high-speed entries to the RWY 08 and

01R/19L.




• A limited number (4-5) of push- and hold positions4 are available.

Figure 1: Arlanda Airport map

2.1.1.2 Traffic characteristics

With an hourly peak traffic reaching 80 movements and an annual number of movements of 245,000 (2004), Arlanda is a heavy traffic density airport, ranking as the 13th busiest airport in Europe. Pre-allocation of departure and arrival times is compulsory for all flight at Arlanda in order to achieve a maximum degree of utilisation of airport resources and to avoid undue delay in flight operations.

Four airlines together account for more than 50 percent of the traffic. The major part of the traffic consists of domestic flights which are not affected by ATFM regulations. In addition they have a shorter turn around time (<30 minutes) compared to international flights (>30 minutes).

Aircraft mix can be categorised by two characteristics: wake turbulence5 and performance6 category.

4 A hold position on the ramp or the manoeuvring area which is not blocking other traffic, used when an aircraft is waiting for a particular event, such as de-icing, a calculated take-off time (CTOT) or an occupied stand to become available. 5 In 2001, the traffic was split as follows: heavy (4%), medium (94%), and light (2%). 6 Such as Heavy Cargo, Long-distance, Propeller, Charter, Domestic, European and others.




Planned maximum capacity in different RWY configurations and specified meteorological conditions are described in table below. The table states the maximum planned runway capacities for different runway configurations, IMC/VMC7 and wind directions.

WIND VMC/ IMC RWYS CAPACITY

(Dep+Arr) total NOTE

mix 01L (22+22) 44 6,5 NM spacing between arriving flights

IMC 2,2% mix 01R (22+22) 44 = 88

mix 01L (28+28) 56 5 NM spacing between arriving flights

NW

280-350°

9,6% VMC 7,4% mix 01R (28+28) 56 = 112

Arr 01R 32

IMC 12,1% Dep 08 32

Regards taken to M/A

01R when departing 08

mix 01L (22+22) 44 = 108 4 NM spacing between arrivals 01R

Arr 01R 32

VMC 21,9% Dep 08 32

Regards taken to M/A

01R when departing 08

NE

350-100°

34%

mix 01L (22+22) 44 = 108 4 NM spacing between arrivals 01R

mix 19R (22+22) 44 6,5 NM spacing between arrivals

IMC 18,0 % mix 19L (22+22) 44 = 88

mix 19R (28+28) 56

SE-SW

100-280°

55,4% VMC 37,5 % mix 19L (28+28) 56 = 112 5 NM spacing between arrivals 01R

000-360°

1 %

IMC-VMC 1 % 1-bana mix 22+22 = 44

Table 4-1 ARN. Planned runway capacity under specified conditions

Estimated maximum capacity is 90-100 movements per hour within the next 3-8 years. Balancing of arrivals/departures can be made to meet peak demand by allowing more than scheduled (slotted) arrival or departure movements while reducing the not needed scheduled capacity for departures or arrivals.

The airport is open 24 hours with maximum peak hours from 06:30 to 09:30 and 15:00 to 20:00 (local time) .

Currrent utilisation of runways is described as follows.

7 IMC: Instrument Meteorological Conditions, VMC: Visual Meteorological Conditions.




note: the configuration just below will only be used in very low traffic and in VMC. During off-peak and IMC with such wind conditions (10%), the RWY configuration will be 01R for landing and 01L for take-off.

Off Peak Flow – Segregated Operations

Figure 2: Arlanda Runway Configurations

Wind 10 %

1 0

26 Wind 30%

01L

08

Wind 40 % 19R 26

Wind 20 %

19R 08

Wind 40 %

Wind 20 % 19R

1

Wind 30%

01L 01R

08

Peak Flow 0630-0930 and 1500-2000 Independent approaches and departures

01R01L

Wind 10 %

Off peak flow – Segregated Operations




2.1.1.3 Air Traffic Control

Tower controllers manage all aircraft movements on the entire movement area at Arlanda airport, i.e. on runways, taxiways, aprons and stands.

The responsibility of the apron control unit is restricted to stand allocations and management. The service provided to apron traffic is restricted to the issuance of taxi instructions and information to flight crews about known traffic. Vehicle traffic on the aprons and on the vehicle roads connecting the different aprons is not monitored by the tower.

Pushback is generally required for all jet aircraft. Engine start-up, pushback and taxiing are subject to prior permission from ATC. When delayed by the Calculated Take-Off time (CTOT) assigned by the Central Flow Management Unit (CFMU), an aircraft may be ordered by ATC to push and hold due to shortage of stands.

The tower is divided into five different control sectors as shown in figure below. The runways are assigned to control sectors as follows: RWY 01L/19R to TWR W and 08/26 and 01R/19L to TWR E. The taxiways and aprons are assigned to three ground (GND) controllers. When the traffic is low, the three taxiway sectors may be merged and managed by one or two controllers. Pilots are instructed to change GND frequency when crossing sector boundaries.

Figure 3: TWR and GND controllers responsible areas

TWR W 118,5

TWR E 125,125

GND-W 121,7




2.1.1.4 Low visibility operations

Low visibility operations mainly occur from September to December. CAT II operations are used approximately 15-20 days per year and normally only during the early morning hours. Runway 01R/19L will be equipped for CAT II and CAT III operations.

Stockholm-Arlanda has about 15-20 days of LVPs. Low visibility procedures8 are put into effect when RVR is below 600M and/or ceiling/vertical visibility is less than 200FT. In these conditions, any vehicle using the vehicle road(s) shall advise to the Tower their position and intended destination. UHF/radio shall be monitored and amber rotation lighting shall be used. Assigned escort -coordinated by the security centre- can accommodate vehicles without radio.

Red stoplights are activated at all vehicle road entry points to alert all vehicles when LVP conditions are enforced.

The capacity at Arlanda is further reduced from 35 to 22 arrivals when CAT II/III procedures are in use. The underlying reason is that the sensitive area (area to protect ILS LLZ) must be free when an arriving aircraft is inside 2NM on final approach. This requires extra spacing between arrivals, resulting in fewer landings per hour. Departing flights are not affected by such restrictions.

CAT II operations are used approximately 15-20 days per year and normally only during the early morning hours. Runways available for CAT II operations are 01L/R and 19L. 7NM spacing is assigned between arrivals in order to keep the ILS critical and sensitive areas free for every landing. RWY 01R/19L is equipped for CAT III operations.

2.1.1.5 Communication Characteristics

Vehicles on apron areas are not required to be radio equipped. Mobiles authorised to operate on the manoeuvring area must be UHF-radio equipped to communicate with the control tower voice communications between the control tower and aircraft / pushback trucks is made using VHF.

Preparations are being made for implementing departure clearance (DCL) by data link service over ACARS.

2.1.1.6 Navigation Characteristics

The ARN runways are ILS-equipped as follows:

• RWY 01R: ILS Cat IIIA; • RWY 01L: ILS Cat II; • RWY 19R: ILS CAT I; • RWY 19L: ILS CAT IIIA ; • RWY 08: None; • RWY 26: ILS CAT I.

Cat II approach and landing is restricted to RWY 01L, 01R and 19L. Low visibility take-off with localiser guidance is available on all runways.

8 Mainly enforced during September to December period.




2.1.2 Surveillance Characteristics

Surveillance by ARN Tower controllers is supported by an SMGCS which provides coverage throughout the airport movement area..

The current display system supports automatic labelling, but the use of this feature requires vigilance by the controller as label swaps occur occasionally

A number of the vehicles are equipped with VDL/4 transponder that allows them to transmit ADS-B information. A limited number of vehicles are also equipped to receive and display ADS-B and TIS-B information. However, the tower display system does not currently support the display of ADS-B information.

There are no prescribed separation standards in surface operations, but ATCOs visually monitor traffic using SMGCS and provide information and instructions to aircraft as appropriate to minimise collision hazards.

Approximately 60 % of departing traffic is automatic identified9. The apron management manually pushes a button at off block time. A radar gap is created at the gate where the aircraft is standing. The ground radar correlates with the first echo it can find in the radar gap. The rest of the traffic (for example traffic at remote stands) is identified manually by drag and drop from flight lists.

2.1.3 Organisation of the TWR workspace

The Tower activity is divided in the following positions:

• Tower West (TWR-W) • Tower East (TWR-E) • Tower Supervisor • Ground Control West (GND-W) , • Ground Control North (GND-N), • Ground Control East (GND-E), • Clearance Delivery (CLD), • Flight Data Assistant (FDA).

The figure below depicts the different Arlanda TWR positions and monitors. Supervisor is responsible for opening or merging positions

9 The automatic identification identifies about 98% of arriving traffic; this is achieved through a correlation between the approach radar and the ground radar. Call sign is transferred between the two radar systems.




Figure 4: TWR workspace organisation

A team of up to nine controllers at the same time is responsible for managing departures and arrivals.

2.1.4 Clearance Delivery (CLD)

2.1.4.1 Description of main activities

Main activities encompass:

• Issuance of ATC clearance for departure flights; ATC clearance specifies the SID (local path away from the airport and level to climb to), airway (route to destination), squawk (transponder code or SSR

STRIPSPRINTER

STRIPSPRINTER

GND-W

SPV

GND-E

TWR-E

CDFDA

GND-N

TWR-W COMMRCARWY

CNFRDP

SMGCS

LIG

HTIN

G

SMG

CS

RD

PAW

OS

CO

MM

EMER

G.

CARS

MAP

AWOS/

AMPE2K

SAFIR

COMM

AWOS/AMP E2K

SAFIR

COM

MTWR-C AWO

SSM

GC

SLIG

HTING

COMM

AWOS

RDP

SMGCS

LIGHTING

COMM

EMERG.

AWOSSM

GCSLI

GH

TIN

G

LIGHTIN

G

SMGC

SCO

MM

ARLANDATWR workspace

AWO

SSTRIPS

PRINTERSTRIPSPRINTER

GND-W

SPV

GND-E

TWR-E

CDFDA

GND-N

TWR-W COMMRCARWY

CNFRDP

SMGCS

LIG

HTIN

G

SMG

CS

RD

PAW

OS

CO

MM

EMER

G.

CARS

MAP

AWOS/

AMPE2K

SAFIR

COMM

AWOS/AMP E2K

SAFIR

COM

MTWR-C AWO

SSM

GC

SLIG

HTING

COMM

AWOS

RDP

SMGCS

LIGHTING

COMM

EMERG.

AWOSSM

GCSLI

GH

TIN

G

LIGHTIN

G

SMGC

SCO

MM


AWO

S

GND-W

SPV

GND-E

TWR-E

CDFDA

GND-N

TWR-W COMMRCARWY

CNFRDP

SMGCS

LIG

HTIN

G

SMG

CS

RD

PAW

OS

CO

MM

EMER

G.

CARS

MAP

AWOS/

AMPE2K

SAFIR

COMM

AWOS/AMP E2K

SAFIR

COM

MTWR-C AWO

SSM

GC

SLIG

HTING

COMM

AWOS

RDP

SMGCS

LIGHTING

COMM

EMERG.

AWOSSM

GCSLI

GH

TIN

G

LIGHTIN

G

SMGC

SCO

MM


AWO

S




code) and weather information, frequency of the ground controller to contact for pushback/taxi, confirmation of departure runway.

• Issuance of start-up clearance, i.e. instruction to start engines and then contact the Ground controller; At Arlanda airport, ATC and start up clearances are given simultaneously by the Clearance Delivery ATCO.

The first flight strip is printed on clearance delivery position 30 minutes before EOBT (Estimated Off Block Time).

CLD manually adds on the strip:

• Stand number for departure by looking at the SAFIR display, • A mark if the wake vortex type is ‘Heavy’, • A special mark (black cross) if departure is going to DEP-EAST sector, • A note if a DEP MSG is sent via AFTN.

The call for start-up, which also states stand number and aircraft type, is generally received between 10 and 15 minutes before EOBT. CLD checks if the stand number and aircraft type are correct by looking onto SAFIR display. E2K display is used to check for delay times and CTOT times.

CLD transmits start-up and ATC clearance (including SID10 and ATC-route, transponder code and CTOT (if any). CLD is also responsible for that the read back clearance is correct and manually adds a ‘ ’ character on the strip. After a correct read back aircraft (and strip) is transferred to GND for pushback or taxi clearance.

During normal operations, the first aircraft to call is the first to start-up. In case of congestion, the start-up sequence is established taking into account the start-up call time (first to call first to start-up) and the ATFM slot time (the most urgent ATFM slot is to start-up).

If the start-up call is too late to comply with the CTOT, CLD will ask the aircrew to get a new CTOT through its airline or the handling agent or the FMP. New CTOT times are marked with a green pen. Red pens are used to update strips when a departure message is sent (e.g. for the runway controller). ‘SIG’ is written if significant weather.

2.1.4.2 Equipment

2.1.4.2.1 Displays

Four displays are made available to this position, from left to right:

• VCS (Voice Communications System);

• AWOS (Air Weather Observations System); can be switched with AMP (local FDPS application).

• E2K (ACC system);




• SAFIR (Swedish Aviation Flight Information Resources) CLD Ctrl - Displays VCS AWOS/AMP E2K SAFIR Type of Display11 LCD / flat LCD / flat LCD / flat LCD / flat Dimensions ~ 25cm x 15 cm ~ 20 inch ~ 18 inch ~ 20 inch Colour mainly grey can be configured mainly white on black

background see photo

Slope ~ 30° ~ 80° ~ 80° ~ 80° Type of representation12 alphanumeric /

pushbuttons Graphical and alphanumeric

Alphanumeric Alphanumeric (lists)

2.1.4.2.2 I/O devices

A keyboard and associated mouse (3 buttons) are dedicated to each of AWOS/E2K/SAFIR displays. Mice are labelled to avoid confusion. VCS is a touch screen.

Keyboards are used whenever necessary and are placed just anywhere. Mice are often horizontally lined up on the right side of the position (right handed people).

2.1.4.2.3 Communication means

VCS (Voice communication System) touch screen is the main communication means. Two telephones (emergency (red), normal communications) supplement VCS.

2.1.4.2.4 Stripping

A strip panel is inserted in the centre of each position’s furniture.

A strip printer is installed on the left side of clearance delivery’s position.

2.1.4.3 Applications / Systems

The following applications / systems are used by the clearance delivery controller:

• AWOS (Air Weather Observation System); AWOS is mainly used to give weather / ATIS information to flight crew. The flight crew gives weather information to the CD, who updates it into AWOS. AWOS is the most often used tool by the CD (therefore it may be more useful as the centre screen).

• E2K (ACC system display); E2K is mainly used to check delays and CTOT information as well as to print strips. The following information is displayed, from the left to the right: callsign, slot time, sector indicator (next sector), CFL (cleared flight level), ADES (destination airport), ATYP (aircraft type), ASSR (SSR code), SID and departure runway). May highlight Heavy aircraft into E2K (as ‘H’) if the a/c needs to depart from the longer runway. In this case the CD will hand-write a new strip, so that both departure controllers have a strip.

• SAFIR (Swedish Aviation Flight Information Resources), which is mainly used to write, check or update information about aircraft stand. If not already written or in case of updating need, CLD manually writes it onto the strip before giving it to the GND position (e.g. update strip with the abbreviation of the aerodrome the aircraft is going to). The flight data assistant may serve as a human relay between clearance delivery position and ground position. 11 type of display : raster, digital, analog, … 12 alphanumeric, graphical, windows …




AWOS / AMP(weather obs. system image

can be switched with local FDPS) E2KSAFIR

VCS (Voice comm. System)

paper strips printer

comms

Headphone sockets

AWOS / AMP(weather obs. system image

can be switched with local FDPS) E2KSAFIR

VCS (Voice comm. System)

paper strips printer

comms

Headphone sockets

Figure 5: Clearance Delivery control position (right side)

note: notepads are sometimes used and the presence of handbooks has been observed very often (see other pictures in this document). Controllers sometimes search for a specific information but their size is not unimportant (difficult to find a suitable place).

2.1.5 Ground Controller


• Departure aircraft:

The GND controller receives strips by hand from the clearance delivery position, relayed by the flight data assistant. Departures occupy the left side of the strip panel and organised along main phases (from up to down: a/c which have received start up and ATC clearance, a/c which have received their pushback clearance, aircraft which have received taxi clearance). When a flight is transferred via voice to TWR controller, the GND controller walks up and gives her/him the physical strip, sometimes relayed by the flight data assistant.

The GND controller establishes the push-back and the departure sequence taking into account the following parameters:

• The start-up sequence as established by the Clearance Delivery controller, • Restrictions from FMP,




• The time of the call for push-back, • Stand conflict, • Aircraft type, • Departure routes (SIDs), • Possible intersection takeoff, • Traffic pattern on TWYs.

When the aircraft is ready for pushback (e.g. all doors are closed and the pushback tractor - ordered by the handling agent - is in position), the aircrew contacts GND for pushback. When the pushback and start-up are completed, aircrew requests taxi clearance from GND.

If pushback clearance is not required (e.g. when an aircraft is parked on a remote stand) the aircrew calls for taxi clearance after start-up.

The ground controller (GND) approves push-back requests and issues taxi clearances (along standardised routes) and instructions to aircrew, from stand to holding position of the departure RWY. Aircraft is transferred to TWR when approaching the RWY. • Towed aircraft:

The GND controller identifies the towed aircraft and labels them on the SMGCS display. A trace of this operation is kept on a pre-printed aide-memoire (writing pad), with the following information (4 columns): tractor number, from (stand), to (stand), via (taxiway). • Arrivals:

Arriving traffic, transferred to GND when vacating the RWY, is given taxi clearance from RWY-exit to stand (normally by standardised routes). On certain remote stands (lacking docking system) a follow-me-car takes over on apron. Arrivals (resp. departures) occupy the right (resp. the left) side of the strip panel. When a flight arrives at its stand, the controller checks it visually, then removes the strip from the strip panel and put it into a pile in front of the strip panel.

Note (a): rearranging the order of flight strips on panels has been observed as an important controller activity for all controllers.

Note (b): the frequency GND controllers look outside the window seems higher compared to TWR controllers. GND controllers scan the overall surface field (in all directions) whereas TWR RWY controllers concentrate their attention on specific surface areas around the runways.

2.1.5.2 Equipment

2.1.5.2.1 Displays

Five displays are made available to this position, from left to right:





• AWOS (Air Weather Observations System);

• SMGCS,

• Lighting / control of stop bars display (see remote controls section). GND Ctrl - Displays VCS AWOS SMGCS Lightning Type of Display13 LCD / flat LCD / flat LCD / flat LCD / flat Dimensions ~ 25cm x 15 cm ~ 20 inch ~ 20 inch ~ 15 inch Color mainly grey can be configured see photo Mainly green (black

background) Slope ~ 30° ~ 80° ~ 80° ~ 80° Type of representation14 alphanumeric /

pushbuttons mixed mixed Mixed

note (a): SMGCS display is seen as the most important screen for the ground controller.

note (b): ground Controller is missing approach radar that would be used for planning one step ahead of situation. Even a small window you can call up would be found suitable.


A keyboard and associated mouse (3 buttons) are dedicated to each of AWOS/ SMGCS displays. Mice are labelled to avoid mix-up. VCS and lightning control displays are touch screens; formerly lightning control was performed by using a joystick, which is considered easier to use by ATCOs.

Keyboards are used whenever necessary and are placed just anywhere. Mice are often horizontally lined up on the right side of the position (right handed people).

note: Controllers mentioned that they would prefer a pen-pointer.

2.1.5.2.3 Remote controls

Lightning and stop bars control (AGL application) are accessed through a specific display on the right side of the position (hinged arm). The lighting system is not used that often, as it is not very sophisticated. It is used to ‘guide’ aircraft which are not familiar with the airport; is used for ‘taxi-all’ or is used during de-icing at the apron to guide pilot where to go. There are only four buttons for the whole area. You can press the ‘WUM’ button and light-up all four sections.


There are two line phones handsets, headphone/microphones (majority are not cordless, four connecting possibilities on the position), radio frequency.

2.1.5.2.5 Stripping

The strip panel is integrated into the furniture’s position (middle).

13 type of display : raster, digital, analog, … 14 alphanumeric, graphical, windows …




2.1.5.2.6 Other devices

Binoculars can be found.


The following applications / systems are used by the GND controller:

• VCS: is the application for voice communication system, accessed through a touch screen.

• AWOS: is the automatic meteorological information system enabling the acquisition, processing and distribution of sensor data in real-time. AWOS automatically performs scheduled updating of meteorological messages and allows manual updating. It is mainly used by GND controller. AWOS is not used much by GND except for checking wind and when pilot asks for breaking-action figures.

• SMGCS: Surveillance by ARN Tower controllers is supported by SMR which provides coverage throughout the airport movement area. The current display system supports automatic labelling (arrivals). Around 50% of the departures are automatically labelled. Others are manually labelled (no MLAT at the moment) when pushback. The GND ATCO can either label it or select it between different possible labels which are presented via a menu. Controllers mentioned that it is better to look out of the window (if you can), as it is quicker than looking at the SMGCS (as it updates more slowly). If the controller is looking outside, they make the size of the SMGCS smaller so that they can see more of it. Normally they would check the SMGCS as well as look out of the window (although students may not always do that extra check). When a runway or taxi-way is closed (e.g. for summer maintenance), it is possible to colour it red. Controllers write names of tow tractors in order to remember them (the other cars go too fast, and you loose the names too quickly).

Note (a): some vehicles will be shortly equipped with VDL/4 transponder that allows them to transmit ADS-B information.

Note (b): controllers mentioned that it would be useful for them to have the APPROACH RADAR to know the air situation, in order to be one step ahead of the situation, and to find the gaps. It could be a small window that could be called up when needed.




AWOSdisplay

SMGCSdisplay

AWOSdisplay

SMGCSdisplay

Figure 6: GND North position

2.1.5.4 Human factors / safety issues (GND)

If there is change in the configuration of the runways, then GND controllers may not be in such a good position. It would be better if they could sit at any position.

Controllers felt they needed more reliable information on missed approaches in order to job effectively.

2.1.6 Flight Data Assistant controller


Main activities encompass:

• Collecting flight strips, checking data and distributing outbound flight strips to clearance delivery ATCO and inbound flights to TWR RWY air traffic controller.

For dealing with departures (resp. arrivals), she/he distributes the strips from clearance delivery to GND (resp. directly to TWR) position. This workspace area in the TWR is quite crowded because of a lot of movements, between FDA and CLD/GND, FDA/TWR controller for arrivals, and circulation of people between TWR East and GND North.

The flight strips are printed • For departures: 30 minutes before EOBT; • For arrivals: between 30 and 90 minutes before ETA (Estimated Time of Arrival).

The printed flight strips contains the following data (from Flight Plan System):




• Callsign, airspeed, type of flight (IFR/VFR), aircraft type, wake turbulence category, departure and destination airport and transponder code,

• EOBT, SAM-msg – if any, • SID, including altitude, exit point from the TMA, ATS-route and RFL (Requested Flight Level), • Not FMS equipped.

However the aircraft stand is not automatically provided on the strip, thus the flight data assistant writes on strips the parking stand on arrival strips by looking at SAFIR display; then distributes the arrival strip to the arrival TWR position. For dealing with departure flights, she/he relays strips from clearance delivery position to GND position.

• Ensuring telephone liaison with vehicles, coordinating with supervisor whenever necessary (e.g. runway sweeping, runway inspection). The position of vehicles is then reported on the magnetic car map placed at the left side of this position.

Flight data assistant is also called ‘the runner’ due to its main role of distributing strips from one position to another (e.g. between CD and RWY). She/he is mainly standing up.

As this position does not support SMGCS display, the ATCO often has a look on SMGCS display if necessary on the supervisor position just behind.

In case of heavy traffic or snow, a person can be dedicated to ensure communication with cars. FDA is also in charge of answering to phone calls on the supervision position if the supervisor is not available for any reason.

2.1.6.2 Equipment

2.1.6.2.1 Displays

Four displays are made available to this position, from left to right:


• AWOS (Air Weather Observations System); can be switched with SIGMA/AMP (providing local flight plan information, connected with the strip printer).

• E2K (ACC system);

• SAFIR (Swedish Aviation Flight Information Resources). FDA Ctrl – Displays VCS AWOS/AMP E2K SAFIR Type of Display15 LCD / flat LCD / flat LCD / flat LCD / flat Dimensions ~ 25cm x 15 cm ~ 20 inch ~ 18 inch ~ 20 inch Color mainly grey can be configured mainly white on black

background see photo

Slope ~ 30° ~ 80° ~ 80° ~ 80° Type of representation16 alphanumeric /

pushbuttons Graphical and alphanumeric

Alphanumeric Alphanumeric (lists)





Note: At current, SAFIR display is seen as the most important screen for the FDA controller.


A keyboard and associated mouse (3 buttons) are dedicated to each of AWOS/E2K/SAFIR displays. Mice are labelled to avoid mix-up. VCS is a touch screen. Keyboards are used whenever necessary and are placed just anywhere. Mice are often horizontally lined up on the right side of the position (right handed people).

Magnetic cars map allows remembering where the cars are supposed to be.



2.1.6.2.4 Stripping


A strip printer is installed at the left side of flight data assistant position


The following applications / systems are used by the clearance delivery controller:

• AWOS (Air Weather Observation System); AWOS is mainly used to obtain weather information. FDA updates AWOS when there are changes or errors (e.g. during snow clearance). Also bird activity? Breaking action may also be written into AWOS (or this information is passed on to the MET Observer (1 floor down) who writes it into the MET report). It is usually faster for the FDA to write it in themselves than to phone the MET observer.

• SIGMA/AMP is used to search for flight information if you do not already have it.

• E2K (ACC system display); E2K is mainly used to check delays and CTOT information as well as to print strips. When E2K fails, FDA has to get SIDs from books. The FDA only uses E2K if there is a problem (e.g. with the flight plan), but it is not used often (e.g. may need to write altitude, or update sequence)

SAFIR (Swedish Aviation Flight Information Resources), which is mainly used to capture information about aircraft stand.




Figure 7: FDA control position (right side)

Figure 8: FDA control position (left side) – Magnetic cars map




2.1.6.4 Human factors / safety issues

It can become very busy on the runway / taxiway with vehicles, and need to decide whether the vehicles can go into certain areas. Sometimes may even miss their request for access.

2.1.7 Runway controller


The Runway controller manages the departures and/or the landings. Generally one position is devoted to arrivals and one for departures, but positions can be merged in case of low traffic.

For departures, the RWYcontroller: • Establishes the final departure sequence, • Ensures the correct separation between dep/arr, dep/dep and arr/dep aircraft, • Controls the state of aerodrome and delivers the take-off clearance, • Sends a DEP MSG if required, • Then, when about 1500-2000 ft climbing, the aircraft is transferred to DEP controller.

The paper strip arrives from the GND controller with the stand hand written in the right hand side of the strip. The R/T used is line up in sequence RWY 19R – the controllers placed the strip below the RW indicator –no strip marking.

Clear to take off – controller marks the strip with a small dash near the time. If the flight has a CTOT it is marked in the top right hand side of the strip and also appears in the label on SMGCS. When airborne the controller checks the altitude and correct squawk / call sign before transferring to ACC.

When the transfer is complete a line is marked in the left had box the controller takes the strip out of the holder and places the paper strip in a pile of strips and the holder to the side.

The role of flight progress strips in the TWR is central as it represents the mental picture of the traffic. Observations show that controllers use them as memory aid and means of communication through the large use of written marks.

Low performance aircraft such as dash 8 request low speed departure, this means that after take off they turn off the SID early. DEP requests with ACC 2-3 minutes before for approval and the clearance is written on the strip and passed to the aircraft.

The vehicle that does the RWY inspection does not change to Runway Controller frequency, it is coordinated with the FDA who controls all of the vehicle movements using a magnetic board (ASMGCS will help with equipped vehicles.) The red strip for the vehicle is passed to the Runway Departure controller who puts it in the RWY bay.

For arrivals, the RWY controller: • Checks separation on final approach and gives the required information; Controller uses the air situation display to identify the inbound flights and place them in the order they should arrive. The CCTV monitors the order and displays the image to the airport partners (CDM). The controller updates the order as they establish final and the flights contact at about 4 miles out. The controller issues taxi in clearance normally to the transfer point with GND (either W or UE).




• For landing aircraft, TWR delivers the landing clearance after a wind check and checking that the RWY is free. This task takes the most time for the RWY controller.

• After landing, the controller passes the strip to the appropriate GND controller often losing temporary awareness of the runway movements (they have their back to the runway). SMGCS has the option to have a zoom window and the air situation display but the controllers don’t seem to use it (sometimes used when band boxed and they need to see both runways). In low visibility it is also possible to select the sensitive areas on the map menu.

note: sometimes the radar predicts false go-around, where they think the aircraft will carry on (more reliable data is required).

2.1.7.2 Equipment

2.1.7.2.1 Displays



• AWOS (Air Weather Observations System);

• APP (Approach) radar - most important for RWY controller;

• SMGCS - most important for RWY controller;

• Lighting and Stop bar display;

• In addition, an emergency and alarms display (used to start emergency actions, e.g. coordination with fire brigade) is placed between air and SMGCS displays in horizontal position in the position’s furniture. RWY Ctrl - Displays VCS AWOS Air Radar Emergency SMGCS Lightning /

Stop Bars ctrl Type of Display17 LCD / flat LCD / flat LCD / flat LCD / flat LCD / flat LCD / flat Dimensions ~ 25cm x 15 cm ~ 20 inch ~ 20 inch ~

20cmx10cm ~ 20 inch ~ 15 inch

Color mainly grey Configurable See photo Monochrome see photo Mainly green (black backgnd)

Slope ~ 30° ~ 80° ~ 80° ~ 10° ~ 80° ~ 80° Type of representation18 Alphanum. /

pushbuttons mixed mixed Alphanum.

mixed Mixed

note: APP radar is seen as most important screen for runway controllers but they scan SMGCS screen before issuing landing clearance (sometimes visual scan). 2.1.7.2.2 I/O devices

A keyboard and associated mouse (3 buttons) are dedicated to each of AWOS/Air Radar/SMGCS displays. 17 type of display : raster, digital, analog, … 18 alphanumeric, graphical, windows …




Mice are labelled to avoid mix-up. VCS and Emergency / Alarm displays are touch screen displays.


VCS (Voice communication System) touch screen is the main communication means. Three phones (red is for emergency purpose) supplement the communication devices.

CCTV cameras are installed on the ceiling which distribute image of strips (departure and arrivals) to airport partners.

2.1.7.2.4 Stripping



The following applications / systems are used by the tower controller.

• AWOS (Air Weather Observation System); RWY controllers uses AWOS mainly just to check the wind direction and speed for each runway. They may use visibility information to adjust the lighting if you have VFR and QNH. It could be possible to just have a wind ‘window’ on the radar screen.

• Radar Data Processing; The RWY controller looks at the 2 radars most often. At the Approach radar they check the altitude and speed

• SMGCS; the SMGCS map is filtered so that you may miss a car on the runway. Transponders on vehicles could help improve safety

• Lighting and alarms system – this is a touch screen, which only some controllers found easy to use (generally the newer controllers). Some controllers mentioned that for dimming and raising the lights the touch screen requires more attention (you have to watch what percentage you raise the lights) than the joystick they used in the old tower, where they did not need to look at the screen, they could do it by touch. There is a delayed reaction to dim the lights, as the right button has to be found. It is easy to dim the wrong runway. The stop bars are easy to manage (there are defined rules about the stop bars).




Figure 9: RWY control position (right side)

Figure 10: RWY control position (left side)

2.1.7.4 Human factors / safety issues

Depending on the position of the controller, the RWY08 controller may have to look behind them to see the aircraft depart. Controllers would prefer if they could sit in any position, depending on the runway configuration. RWY controllers tend to look more that the screen than outside, as it is easier.




2.1.8 Supervisor controller


The supervisor is responsible for the following tactical activities:

• Taking operational decisions and coordinating with the ACC, ESOS FMP and TWR controllers about modification of runway configuration, applying local regulations to protect the airport if necessary, landing separations and rates, enforcement of LVPs.

• Providing ACC with traffic forecasts and delay information,

• Coordinating with the CFMU (e.g. for RDY, SSR messages),

• Accepting or denying slot extension (few cases),

• Opening/Closing/Merging operational positions.

• Distributing via email/fax operational forecast (e.g. runway configuration change, expected delays) or unexpected changes to airport partners.

2.1.8.2 Equipment

2.1.8.2.1 Displays



• RCA terminal (TWR / CFMU dialogues)

• Lightning / Control of runway configuration

• Air Radar display

• SMGCS display Supervisor Ctrl - Displays VCS RCA RWY Config. Air Radar SMGCS Type of Display19 LCD / flat CRT CRT LCD / flat LCD / flat Dimensions ~ 25cm x 15 cm ~ 20 inch ~18 inch ~ 20 inch ~ 20 inch Color mainly grey can be configured See photo See photo see photo Slope ~ 30° ~ 80° ~ 80° ~ 80° ~ 80° Type of representation20 alphanumeric /

pushbuttons mixed mixed mixed mixed


A keyboard and associated mouse (3 buttons) are dedicated to each of RCA/Runway Configuration/Air Radar/SMGCS displays. Mice are labelled to avoid mix-up. VCS is a touch screen display.








The following applications / systems are used by the tower controller.

• RCA (Remote Control Access), which is a CFMU terminal;

• Software to manage RWY configuration,

• Radar Data Processing;

• SMGCS;

Figure 11: SPV control position (centre)

Note: interface with CFMU display is located on the left (not visible on the above picture).




Figure 12: SPV control position (right side)

2.1.9 Departure process

Four controllers are involved in the departure process at Arlanda airport: FDA (Flight Data Assistant), Clearance Delivery, Ground and RWY controllers.

• The Flight Data Assistant:

a) Collects strips on the printer and sort them (arrivals from departures),

b) Checks strips information,

c) Distributes the strips to the clearance delivery controller.

• The Clearance Delivery Controller:

d) Receives strips from the flight data assistant,

e) Update strips, i.e. writes information on the strip: stand number using SAFIR, CTOT for regulated flights using E2K; she/he also can put various notes/ marks on the strip (e.g. black cross if departure towards east - that may cross arrivals’ stream), sign after correct pilot read back, ‘H’ for ‘heavy’ aircraft category, abbreviation of the aerodrome the a/c is going to, etc.).

f) Prints strips if necessary (via E2K interface).

g) Answers to flight crew first call (generally 10 minutes prior to ETD);




h) Gives start-up and ATC clearance, checking CTOT validity if any (using E2K) or asking flight crew to get a new CFMU slot in case of non-compliance. She/he provides MET information (using AWOS). The clearance is then read back by the flight crew. During normal operations, the start-up sequence is based on a first to call, first to start up principle, taking into account compliance of regulated flights with CFMU slot time.

i) Transfers aircraft / distributes strip to ground position.

• The Ground Controller:

j) Receives strips from the clearance delivery position

k) Arranges strips on her/his strip board,

l) Writes specific marks on the strips (e.g. a black cross if departure towards east if not already done, sign, etc.)

m) Receives pushback / taxi requests from flight crews

n) Gives pushback and taxi clearance (performing start-up and/or taxi sequence);

o) Monitors flight progress (using outside view or SMGCS)

p) Transfers a/c and distributes strip to TWR controller (or another ground controller whenever necessary) before holding point.

• The Runway Controller:

q) Receives strips from the GND controller;

r) Performs an optimal RWY sequence order taking into account all constraints;

s) Gives line-up clearance (checking separation between a/c (outside view / SMGCS)

t) Gives take-off clearance (checking separation between a/c (outside view / SMGCS)

u) Transfers the a/c to APP controller;

v) Dumps strip.

2.1.10 Arrival process

Three controllers are involved in the arrival process at Arlanda airport: FDA (Flight Data Assistant), RWY and Ground Controllers.

• The Flight Data Assistant:

a) Collects strips on the printer and sort them (arrivals from departures),

b) Checks information on strips, writing the arrival stand and specific marks (e.g. when a/c weight category is heavy (‘H’)).

c) Distributes the strips to TWR controller.




• The Runway Controller:

d) Receives paper strips from the flight data assistant,

e) Arranges strips in sequence (confident order) on the strip board, screening approach radar; CCTV (Closed-Circuit Television) cameras distribute strip board image to airport partners.

f) May write on strips specific marks / notes such as:

• A sloping line (bottom to top) on the left side of the strip if the a/c has received clearance to land, providing on-stand indication (taxi-in is about 5 to 8 minutes).

• A sloping line (bottom to top) on the right side of the strip to remember that contact has already been established with the a/c.

• ‘Z’ if the aircraft is planned to taxi via taxiway Z.

• Aircraft landing time

g) Gives landing clearance, encompassing wind information (via AWOS),

h) Transfers a/c to GND controller, distributes paper strip.

• The Ground Controller:

i) Receives paper strips from TWR controller,

j) Gives taxi instructions,

k) Monitors the progress of the flight on the surface,

l) Dumps strip once the aircraft is on-stand.

2.1.11 Summary of main technological systems in Arlanda TWR

2.1.11.1 SAFIR

SAFIR is the Arlanda’s central database. SAFIR allows the management of traffic data and time estimates during day of operations. It centralises data and feeds all airport systems with real time information from various sources. Its configuration and access rights depend on the user rights. Main data that can be accessed through SAFIR for departures and arrivals include aircraft registration, flight status, aircraft type, flight type (schengen / non schengen, domestic, etc.), number of passengers, handling agents. Specific arrival fields include ATC call sign, airport of departure, estimated flight time, landing time (estimated, actual), stand, gate number. Departure fields include airport of destination, SID, flight type, boarding gate, off block time (scheduled, estimated, actual), IATA delay codes.




Figure 13: SAFIR (Swedish Aviation Flight Information Resources)

2.1.11.2 E2K

E2K is an ACC system which is mainly used to display information and to print strips.

The available displayed information includes: ATC callsign, estimated time of departure, slot time (i.e. CTOT if the flight is regulated), sector indicator, CFL, airport of destination, aircraft type, SSR code, SID, runway.




Figure 14: Zoom on E2K and SAFIR

2.1.11.3 AWOS

Figure 15: AWOS (Automated Weather Observations System)




Sensor data feed the system with real-time data; displayed data include wind direction, speed atmospheric pressure, air temperature precipitation, humidity cloud base and amount, weather visibility (RVR / MOR)21. In addition reports such as METARs are automatically generated. It is also possible to input and send AFTN messages and snowtams.

2.1.11.4 SMGCS

Figure 16: SMGCS image display

note: TTT (Time To Threshold) on the picture above indicates to RWY arrival controller the remaining time of the next aircraft for landing (countdown), with its associated call sign and planned arrival gate.

21 RVR: Runway Visual Range, MOR: Meteorological Optical Range




2.1.11.5 Lightning / control of stop bars

Figure 17: Lightning Panel




2.2 LONDON GATWICK AIRPORT

2.2.1 Operational Positions

The different operational positions are: GMP (ground movement planner), in charge of planning departures and giving the ATC clearance; GMC (ground movement control), in charge of start-up, push -back, and taxi clearances and routing. Runway Control position (only one runway for arrivals and departures). There is a supervision position and lighting assistance position.

2.2.2 Equipment

In terms of devices, equipment and screens, the EFPS (electronic flight strips) is central to each position. It is displayed on a LCD touch screen (20’’) in the middle of each position (~ 45degrees slope). Since paper strips disappeared, the tower is a silent place. Control and coordination between controllers is ensured through the extensive use of EFPS, thus, controllers do not have to stand or run between positions. Controllers have the choice between 3 input devices: finger, rubber pen or pen-like pointing (both are used). It is also possible to use a mouse but nobody uses it.

There is no keyboard except an electronic one which can be used to write short messages. ATC controllers also use a noting pad and pen on duty.

The number of screens on each position is not reduced compared to other TWR places. For instance, GMC controller screens include Electronic Flight Strips (EFPS), communication touch screen, SMGCS screen (on the right), weather/ATIS screen etc. In addition, a GMP screen (not usable for inputs) is installed on the left side of active EFPS to give an idea of future traffic, check situations where arrival parking is occupied (and so manage the situation or coordinate with GMP).

2.2.3 Ground Movements Planner

The GMP controller is mainly in charge of organising the departing traffic for the GMC controller who is located on his right. GMP uses EFPS as main input/output screen. The screen is organised in two main sections: ‘cleared’ and ‘ready’.

Flights call 5-10 minutes before ‘ready’. They request ATC Clearance and the controller clicks the call sign box and a pop up appears with the FPL details. The controller then taps RWY box and the active runway appears as does the associated SID and ATIS. The controller reads the DEST/SSR/SID/CTOT (if any) ATIS and QNH and also confirms the stand which should appear automatically (but can be input manually). The flight is then placed into the GMP Cleared bay. Some flights do use the CPDLC facility for departure clearance. When ready the flight calls and the controller will either say standby - if there is an outbound delay - or hold position and contact GMC. If they hold the flight goes into the far right bay of GMP in the order they called ready. GMP will also monitor CTOTs and put in REA messages (+1, +5 +10, +15min). In that case, the word ‘REA’ appears under the CTOT in the far left box with a white background. Departing flights are surrounded by a blue edging ribbon while arriving flights are surrounded by a orange one.




Figure 18: Electronic Flight Strips (departures)

Information on strips (above) include from left to right:

a) CTOT information if any, i.e. for regulated flights, plus specific information under the CTOT (for instance, if a ready message has been issued (REA)).

b) EOBT c) Flight call sign d) Wake Category / aircraft type; SSR code is displayed below. e) Holding point f) TC (for Terminal Control) g) Destination Airport, ATOT, IFR (I) or VFR (V) code h) QNH (here, 1010) i) SID (here, DVR8M).

Note: the content of fields on strips depends on the position and phase of flight.

2.2.4 Ground Movements Control

GMC seems the busiest position, as the ground movements including start up and pushback are managed by only one controller.

GMC position includes EFPS screen, IDAHO screen (arrivals displayed in lists), COMM Screen, SMGCS screen (on the left of the position) and GMP screen.

GMP screen is used as a read-only screen (LCD 20’’) to assess the next future departing traffic from stands. There is no approach screen (IDAHO screen allows to assess the next future arrival traffic). SMGCS screen is seldom used and situated between GMC and Runway Position. During observations, one controller used it to locate incoming traffic from exit runway to taxiway Juliet (situated on his back). RIMCAS is installed and in operation. It triggers visual (not auditory) information alarms and alerts since departing and arriving traffic on the runway are very intricate to make the best use of the available capacity in a safe manner.

GMC position is geographically situated in front off parking/stands traffic, the Runway is on her/his right, some part of the traffic (taxiway Juliet) being to her/his back.

There are sometimes up to 10 aircraft in the runway departing queue since there is no waiting at the stand policy. This is due to airlines’ pressure, their departing punctuality being measured through AOBT.

The EFPS screen is organised in 6 sections. On the upper part, from left to right, Start-Up, Pushback and Arrival sequence sections display according flights. On the lower part, three sections address taxiing, one is for inbound traffic (taxi 1), one for outbound taxiing (taxi 2), one is mainly used for towing a/c (taxi 3).




note: Controllers can mark an aircraft (reminder or aide-memoire). Then the strip is displayed in orange on blue background for that purpose.

2.2.4.1 Arrivals

When an aircraft arrives, its associated call sign blinks (orange colour) in the arrival sequence section. After landing, the flight is transferred from the RWY controller to the GMC controller and the flight appears in the Taxi2 section on the EFPS. The controller gives taxi instructions and controls the aircraft until its stand. Once arrived at stand, the controller performs a visual control before hiding the strip (‘Hide’ region at the right side of the strip). Then the corresponding strip disappears.

In case of parking conflict between arrival and departure, the parking is displayed on red background on the arrival flight strip (not departure). The controller then takes appropriate coordinating action to resolve the conflict (for instance by giving taxi clearance to corresponding departing a/c whenever possible) or to limit a/c waiting.

2.2.4.2 Departures

A departing flight appears in the top left side section after ready indication input by GMP controller. When the controller gives start up clearance (voice and strip action), the strip goes in the pushback section (if the a/c is at a stand that requires pushback) or in taxi2 section (if pushback is not necessary). The controller gives taxi and holding point instructions to the flight crew (voice and EFPS input). The holding point mainly depends on the SID. After taxiing, the flight is transferred to the runway controller (voice and EFPS input). The flight then disappears from GMC screen.

2.2.5 Air (runway) position

The RWY position includes lighting, SMGCS, APP radar, EFPS, stop bars control, Weather and Communications screens. The EFPS is also central to the runway position, organised in five sections.

2.2.5.1 Arrival flights

On the top right side are displayed the pending arrivals. The controller (with the help of the APP radar) will organise the arrival sequence (when she/he finds time to do so) and move arriving flights from ‘pending arrivals’ section to the ‘arriving sequence section’ situated in the middle (top) of the EFPS screen. There is no landing order provided, controllers have to work it out themselves from the radar screen and in terms of the (ETA) Estimated Time of Arrival.

In order to organise the mixing between arriving and departing aircraft, the controller often contacts the arriving aircraft for adjusting speed.

The strips are organised as a FIFO (first in, first out) stack. The order of strips can be easily modified by clicking on the strip to move, then click on the position when the controller wants to move it (no drag and drop).

When reaching the stack bottom, this means that the flight will be the next one to land.

Strips appear top right of screen 30 minutes before ELDT. Controller picks the flight out of this bay according to the order the flights are being vectored onto final approach (using the ASW) and place them in the middle top bay of screen. When the flight calls AIR the controller touches call sign zone and selects




the RWY which appears in the right hand box. When the flight is on final and is given continue it is placed above the RWY divider.

Figure 19: Electronic Flight Strips (arrivals)

note: The RWY bay is divided in two zones (see figure above) via a yellow strip indicating the RWY in use. The management runway between departures and arrivals is ensured by the movement of strips from the upper zone to the lower zone. The order of strips in the zone under RWY in use strips indicate the order in which the aircraft will depart or land (runway occupation).

When cleared to land, it is placed below the runway in use strip divider and if a conditional line up is given to a departure it is positioned between the Arrival which is at the bottom and the RWY divider. On landing the controller clicks the box to the left of the call sign which puts the landing time in and the box flashes for 10-15 seconds. When the runway is cleared the flight is transferred to GMC by tapping the flight and then tapping the next sector box to the left. VFR over flights like helicopters can be created easily and appear with a purple FDE. A ‘V’ appears instead of the usual ‘I’ on the strip for VFR or IFR (see figure below).

Figure 20: Electronic Flight Strips (VFR flight)




2.2.5.2 Arrival flights

On the left hand section of electronic strips are displayed the departing flights at holding points in the order provided by the GMC. The RWY controller can then position the flight in the order she/he desires.

When cleared to line up they position the flight on in the RWY bay situated on the right (bottom) and when cleared to take off they click the DEST box which highlights the strip with green background.

When airborne they tap the far left box where the ATOT appears as minutes and seconds (10:34:35) for VW departure separation spacing. The flight then moves to the airborne departure bay (bottom right).

When a standard transfer performed the far right box (SID) is tapped and the FDE will disappear into the hide box. If the controller wants to transfer the flight but still see the strip they do the R/T and tap the QSY box which highlights green. They normally do this for VW spacing. The next sector frequency is available for display in the 4th from right Upper box.

note: stop bars are not used during the day.

2.2.6 Lighting assistance position

A larger screen is used by the lighting operator who controls the traffic lights by day and the taxi way lights during the dark periods. She/He also monitors the GMC frequency to know where the taxiing flights are and also as an extra pair of ears for GMC.

2.2.7 Supervision position

The supervision position is in charge of monitoring and controlling the overall situation. She/he is provided with an EFPS screen divided in 4 sections, i.e. VFR arrivals, ARR sequence, Runway and Taxi. She/he ensures phone coordination and manages with the over flight VFR flights (for instance helicopters).

2.3 ROMA FIUMICINO AIRPORT

2.3.1 Airport Layout

The Tower has typical positions controlling three runways: RWY 25/07 (3,300M), RWY 16R/34L and RWY 16L/34R (3,900M).

note: if needed the RWY 16C/34C can be used instead of RWY 16L/34R (NOTAM activation).

2.3.2 Roma Operations

Roma Fiumicino airport recently passed a new record of 1004 movements per day. A CDM project planned for 2007. The TWR was built for the Rome Olympics 1960 and was designed by a famous architect hence it is now a listed building and cannot be removed or redesigned. A new tower would be necessary in order to accept the latest technology and to increase the visual range over the east side of the manoeuvring area (RWY 16L/34R – 16C/34C).

RWY 16L is normally used for landing with minimum separation of 3 miles and whenever necessary it is possible to use a “land after” procedure. In that case RWY25 is used for departures. RWY 16R can be




requested depending on aircraft type or parking position and according to the traffic peak hours. If 16R is used a departure must be airborne from RWY25 before the arrival is three miles final (as 16R crosses RWY 25). RWY25 can be used with the rule ‘with the departure ahead in sight, take off after’. This can mean that similar aircraft types flying different SIDs (basically northbound/southbound) can depart with less than a minute of separation.

note: crosswinds higher than 20 knots and.or tailwind higher than 10 knots lead to change the runways layout..

2.3.3 Control TWR positions

There are six positions in the control TWR from left to right:

a) PLN: the planner controller (delivery) b) GND-W: the ground controller West c) GND-E: the ground controller East d) TWR-A: TWR controller (arrivals) e) COO: the coordinator f) TWR-D: TWR controller (departures) g) TWR supervisor.

Coordination between TWR positions is ensured via voice with the support of paper strips. Fig. 21 and Fig.22 show strips examples.

Figure 21: RWY 25 (arrivals & departures) Figure 22: Ground Flight Strips

note: yellow paper strips are used for arrivals




Fig. 23 describes all departure strip parameters. The strips format is standard for all Italian Tower Control

ADES RFL a/c category a/c type start up pushback/taxi Route initial request times (manual) elements climb time

LFPG

340 0957 P77 ELB 10:03

GIS5A 40

0955

M A320

AFR405N

130.9 25 504 1262 01-06-06

EOBT ATD CTOT call sign frequency RWY stand SID SSR code date

Figure 23: Example of departure strip format

2.3.3.1 PLN: The Planner controller position

The planner is in charge of checking flight readiness and providing clearance delivery by voice (no data link). Initial departure information provided consists of departure runway, initial route, SID, SSR code and frequency to contact the ground controller at hand over (Ground West or Ground East). Information systems include departure information screen, meteorological / ATIS screen, and flight plan information (EUROATMAS) screen. Communication means and paper strips printer, used as back-up or during start-up sequencing, complete the planner controller environment. 2.3.3.1.1 Departure information screen

The departure information screen (EDAP for departures, see Fig. 24) presents for each flight the following information:

a) flight status b) departure sequence (01 to 04) c) flight call sign d) stand e) aircraft type f) ETD (estimated time of departure) g) SLT (CTOT in case of regulated flight) h) DEST (destination airport) i) SID j) ALV (initial height altitude) k) SSR (SSR code) l) PLV (RFL requested flight level) m) DRW (Departure Runway) n) Route (initial flight plan route)




Figure 24: Departure information screen

2.3.3.1.2 Weather/ATIS screen

The meteorological/ ATIS screen (see Fig. 25) displays for each runway:

a) Runway identification and use (take off, landing, unused) b) Wind direction (digital face) supplemented by its value (0° to 360°) c) Wind speed in knots d) Tail wind (or head wind) in knots e) Crosswind in knots f) Runway visibility values (meters) and RVR at runway touchdown, middle and end (meters) g) Present weather information, including information about clouds (altitude and assessment, for

instance ‘SCT 2500’), h) Weather report i) Temperature in °C j) QNH / QFE (hPA and in/Hg) k) Transition level l) Dew point temperature (°C)




Figure 25: Weather/ATIS screen (Roma Fiumicino airport)

2.3.3.1.3 Flight Data Management screen

The flight data management screen (see Fig. 26) displays:

a) aircraft call sign b) EOBT c) Departure airport d) Arrival Airport e) CTOT (in case of regulated flight) f) Delay time g) Last message from CFMU (SAM (slot allocation message), SRM (slot revision message), etc.)

Figure 26: Flight data management screen




2.3.3.2 GND: The Ground controller position

The Ground controller manages all of the start up, push and taxi .The ground controller is in charge of providing pushback instructions (if necessary) and guides the a/c until the holding point where the ground controller hands over the flight to the TWR controller (departure). She/he writes on the strips the start up request time, the push back time and the taxi start time. Due to some cul-de-sacs, it is only possible to push one a/c at a time (solutions are being studied).

In case of heavy traffic (e.g. at peak hours), two ground controller positions (ground west and ground east) are in charge of guiding the aircraft onto the surface (two specific sectors). Ground West and Ground East seat side by side.

note: The GND controller didn’t seem to get a copy of the inbound strips from 19L and just remembered them until they were on block. She/he helps her/himself by using the SMR for the traffic still on the manoeuvring area and the arrival information display. Information systems available to the ground controller include: a) Weather/ATIS screen (identical to planner control position, see above) b) Airport arrival list (similar to departure information screen, see above) which displays status, flight

call sign, stand, arrival runway, aircraft type, ETL (estimated landing time), ETO (estimated time over final fix), t (aircraft weight category), next departure airport with CTOT (if any) information.

c) SMR screen (see Fig. 27), which locates and detects all the a/c moving on the apron or the a/c standing on the stands.

note: SMR screen is shared between Ground east and Ground west (labelled a/c)). d) departure information screen, (identical to planner controller, see above). e) Ground lighting system control screen (see Fig. 30).

Figure 27: SMR screen




2.3.3.3 TWR-A: TWR controller position (arrivals)

The TWR controller position controls arrivals on 16L (first position on the right); ATC controllers use from right to left SMR, ASW (APP radar image, see Fig. 29), and weather/ATIS screen (see description above).

Figure 28: TWR arrival position

Figure 29: ASW (APP radar image)




2.3.3.4 TWR-D: TWR Controller position (departures)

The TWR Controller position (departures) manages the integration of 16R landing aircraft with 25 departures

Available systems include SMR, ASW (air situation display), weather/ATIS screen and ground lighting system control screen.

Figure 30: Ground Lighting System

2.3.3.5 COO: Coordinator position

A coordinator position is located between arrival and departure controller positions. She/he helps the arrival and departure controller to coordinate with approach (for departure/arrivals) and handling (landing aircraft).

Available information systems include weather/ATIS information screen (shared with TWR controller (arrivals)), departures/arrivals list screen and flight data management (EUROATMAS).

note: the TWR supervisor has a variable position, communicating via phone with approach, airport authorities etc. and coordinating with all TWR staff.

2.3.3.6 TWR Supervisor

The TWR supervisor has the responsibility of everything happens in the TWR, he usually, communicates via phone with approach, the Airlines’ offices, airport authorities etc. and coordinates with all TWR staff.




2.4 NAPOLI CAPODICHINO AIRPORT

Napoli Capodichino airport manages an average daily traffic of 250 movements. There are two traffic peaks during the day, one in the morning around 09:00 a.m. and one in the afternoon around 6.00 p.m. Napoli traffic is busy during the week end with the presence of charters coming from Germany and United Kingdom. There is a significant VFR traffic (helicopters, hospital flights, flying club).

Figure 31: Napoli TWR

2.4.1 Airport Layout

There is a single runway (06/24, 2,600M). There are two military aprons (Apron 1 is an Italian military area, Apron 2 is a US military area) and civil apron near the terminal building with 13 pushback stands (11 to 23), 9 self manoeuvring parking stands (31 to 33, 41 to 43, 44L, 44 and 44R) and six more parking stand recently opened.

2.4.2 Operations

There are three operating positions:

• TWR: Tower Position (only one runway for arrivals and departures);




• COO: Coordination position;

• GND: Tower Ground Control, in charge of start-up, push back, and taxi clearances and routing. Runway Control position.

During contingency, only two operational positions are opened: GND and TWR positions (no coordination position).

note: lighting assistance and command PC screen (see fig.32) is located in the centre of the TWR operational room .

Figure 32: Lighting system

The aa/mm transfer control between ATC positions, is currently achieved via paper strips in a standard way. Paper strips are used Yellow for IFR arrivals and White for IFR departures. VFR flights strips have the same colours, yellow and white, but they are written by hand. Pink/magenta colour is used for over flights.

A lot of manual indications are noted by the controller on the strips. Some time information are not automatically provided or even manually entered in the system. For instance, ATAs (actual times of arrivals) are noted by TWR controllers on a specific document that is sent by fax to Airport Reporting Office (ARO) on duty.

Regarding ATC Controllers generally do not use headsets but hand microphones, ground/air/ground and ground/ground communications being heard on loudspeakers.

2.4.2.1 TWR Air position

The TWR position is in charge of speaking directly with pilots and to give clearances for take off , landing and IFR/VFR separation.

The TWR position (see fig.33) includes the following information devices:




a) Weather/ATIS screen b) Communication touch screen c) APP radar screen

Figure 33: Napoli TWR air position

2.4.2.1.1 Weather / ATIS screen

The weather/ATIS screen (see fig.34) is similar to the one used at Roma Fiumicino airport (more simple due to the management of a single runway). It displays the following information: RWY in use and configuration, runway wind orientation and speed, cross wind, front wind, RVR (touchdown and middle point), air temperature, dew point, QNH, QFE, etc.




Figure 34: Napoli TWR weather/ATIS screen

2.4.2.1.2 APP Radar Screen

The APP radar screen located in the Control Tower is a replica of APP radar screen located in the APP sector.

The APP Radar screen (see fig.35) is used by TWR controller only to have a better situation awareness.

The APP radar image displays the air situation on the right (arrivals, departures, over flights in different colours), and electronic flight strips on the left.

The APP radar display is customizable. Configuration and access to other functionality can be accessed through buttons on the bottom right.

TWR controllers use a very low range to display the air situation: generally equal to the final 15 miles.

The electronic strips (see fig.36) are checked by TWR controllers in order to have information from APP, paper strips being in use for coordination between GND and TWR positions.

If there is a need to communicate with APP, there is a possibility to write and send a text message, but usually the coordination between TWR and APP occurs by phone.




Figure 35: APP radar screen

Figure 36: Zoom on Electronic Flight Strips (TWR air radar screen, read only access)




2.4.2.2 TWR Ground position

The GND position has mainly in charge of start up, push back, taxi clearances and routing.

GND position screens include:

a) AOIS (Aeronautical Operational Information Service) screen (see Fig.37): the flight data management automated system (EUROATMAS) displays information about airport traffic (common application to Roma and Napoli airports). It includes the following information (see below) regarding departures: aircraft call sign, EOBT, departure airport, arrival airport, delay (if any), aircraft type, aircraft category, stand, level, initial route, CTOT (if any), last CFMU message title, ATD, ATA.

Figure 37:AOIS screen

a) CDS radar /departure list screen (identical to TWR position, see fig.38) When necessary, a departure list can be displayed on request on the APP radar (screen bottom, see below). It displays call sign, EOBT, aircraft type, runway, initial route elements, destination airport, SSR code, SID, initial height altitude. White color is for “activated” departure aircraft ; yellow color is for “non activated” departure flight.




Figure 38: Departure list displayed on the APP radar image

b) Weather/ATIS screen (identical to TWR position) c) Communication touch screen.

note: each screen has its own input/output devices (mouse and keyboard).

2.4.2.3 TWR Coordination position

The coordination position is mainly in charge of planning and coordinating departures with handlers, and coordinating with APP for arrivals.

The following information systems are available to the TWR coordination controller:

a) APP radar screen b) Communications touch screen c) AMP/FDPS screen d) Screen with departure/arrivals information (linking on aircraft registration).

Figure 39: Information system linking arrivals & departures




Planning departures is provided via a specific interface shared between TWR controllers and handling. It should help the controller in getting the most accurate information about flights, linking arrivals and departures through the registration number.

This system includes two lists (arrivals on the left, departures on the right), linked on aircraft registration number. It allows the gathering of information about flights at stands and benefits from the support of ground handling operations.

It is possible through this interface to know if a flight is released by the handling for departure (CDM The released aircraft are highlight in green colour. (see Fig.39). The same screen is also used to pick up the stand number for landing aircraft.

note: a strip printer and strip bay are also available on each position.




2.5 SYNTHESIS

2.5.1 Workspace organisation

a) The general organisation of the TWR workspace is organised in four groups, i.e. displays and associated devices, communication means, control of remote devices and stripping. The layout and setting of these different elements depends of local TWR organisation.

b) 4 up to 6 number screens / displays are generally installed on each control tower position.

• Clearance Delivery Position:

Arlanda CD position includes four displays (see section 2.1.4.3): AWOS (weather observations system), E2K, SAFIR (information about flights), and VCS (voice communication system) with dedicated mouse and keyboard. Strip panel and strip printer supplement the controller’s working environment.

Gatwick GMP (ground movement planner) position seems more integrated and organised around EFPS (electronic flight strips) touch screen which provides real time information about flights and ensures coordination with GND positions. Communication means and weather/ATIS screen complete ATCO’s environment. There is no keyboard (except an electronic one, accessed through EFPS), input/output device is ensured by finger, rubber pen or pen-like pointing (see section 2.2.2).

Roma planner position includes departure information screen, flight plan information (EUROATMAS), and meteorological / ATIS screen, as well as communication means and paper stripping (stripping bay and printer).

At Napoli airport, the Ground Position is also in charge of clearance delivery and may be assisted in this task by coordination position (see section 2.4.2). For achieving her/his tasks, the ATCO position includes FDPS screen (EUROATMAS), APP radar (which includes a departure list window), weather/ATIS scren and communication touch screen. Her/his position is supplemented by paper strips bay and strip printer.

• Ground Position includes the different displays:

• at Arlanda aiport: the surface radar screen is the main one, completed by AWOS (weather observation system), remote control (lightning) and VCS screen (communication). Coordination between positions is mainly ensured via paper flight strips.

• at Gatwick airport: EFPS screen, IDAHO screen (used to assess next future arrival traffic, there is no approach radar screen)), communication screen, SMGCS screen and additional GMP screen (used to assess next future departing traffic, read only access) .

• at Roma airport: meteorological screen, SMR screen, arrival information screen (similar to the one used for departures), departure information screen.

• at Napoli airport: FDPS screen, APP radar screen (which includes information about departures and arrivals), weather ATIS screen and communication touch screen.




• RWY (local) Position includes the different displays:

• at Arlanda aiport: VCS (Voice communication system), AWOS (weather observation system), APP radar, SMGCS, lightning / stop bars control, emergency/alarms displauy (see section 2.7.1.2). Coordination is ensured via paper strips.

• At Gatwick airport (Air position, see section 2.2.5): EFPS (electronic flight paper strips) screen, communication scren, weather screen, APP radar screen, SMGCS, lightning / control screen.

• At Roma airport: communication screen, APP radar screen , surface radar screen, weather/ ATIS screen and ground lighting system/control.

Observations suggest that:

a) an average of 4 to 6 different screens /displays are generally available on each TWR position. These can be categorised under:

• Remote control and ligthning screen,

• Weather/ ATIS screen,

• Surface Radar screen,

• APP radar screen,

• Information screen(s): FDPS screen, arrival/departure screens, etc.

• Electronic Flight Strips screen (or paper strips bay / strips printer ).

b) Despite of technology (SMGCS, EFPS), the number of screens in Control Tower does not decrease. As a consequence information needed by the controller is often distributed across several displays.

2.5.2 Equipment and Input/Output Devices

a) Tools in survey sites, with the exception of London Gatwick airport, use traditional input devices such as keyboards, keypads and dedicated mouse (i.e. one keyboard and one mouse for each display). All radar systems use mice, communication displays use touch displays, information systems use mice excepted London Gatwick: electronic flight strips touch screen can be accessed via pen finger, rubber pen or pen-like pointing (both are used)22. b) Coordination within the TWR is performed (exception of Gatwick) using traditional paper strips but general stated tendency is to move towards electronic flight strips in the next future.

22 It is also possible to use a mouse but nobody uses it.




3 PROBLEM UNDERSTANDING

Issues have been addressed through site observations and individual interviews were completed, addressing operational, human factors and safety aspects. Results are summarised below.

3.1 Paper stripping issues

• Circulation of paper strips:

Circulation of paper strips within a TWR is seen as the number one issue, as their movement can interfere with other activities. If paper strips can be found adequate for control towers with close space between controller positions, their use in control towers where controllers must leave their position and walk to distribute or hand over flight strips raise issues.

As an example, the main FDA position can be quite central and this can cause problems when several people are standing and trying to pass strips at the same time, they are also near to the supervision position.

In particular the long distance between different control positions has been observed as an important issue. And the more the surface traffic is, the more controllers have to walk and leave their positions, rearrange the strips board and look outside to check the correctness between the SMGCS screen information with reality (aircraft or ground vehicle with correct label).

Despite the quite long distance between positions, controllers do not benefit from cordless headsets23 so they have problems with the length of the wires; the movement of one controller between positions may even induce problems for other controllers’ movement.

From a safety point of view when controllers stand up they can lose situational awareness (loss of representation of the situation) for several seconds as they are no longer facing the area of responsibility. Possible problems about missing (or loss) of flight strips have been seldom observed.

• Stripping information

All required information is available to the controller. However, the paper strips are not integrated with other software applications, which means that any update of information is not shared with other controllers or external partners. Likewise when external data changes it has to be manually updated on the strips i.e. such as the stand number which has to be accessed from the airport system and hand written as does the actual landing and take off time.

The stand is one of the biggest issues as sometimes there is no stand and it takes time for the controller to write and pass the strip. An electronic flight strip system would resolve the movement of strips and should be configured so that the stand and landing/departure times are automatically annotated.

23 A very few cordless headsets have been installed; however the vast majority of controllers are still connected to their desk by cabled headsets.




3.2 Electronic Flight Strip Issues

It is important not to make the information on the EFS too small as it will be hard to read and even harder for controllers to make inputs on. The best input device was considered to be a pen/pointer instead of a mouse or finger, the mouse being too fiddly (except for resizing windows) and the finger has a contact area that is too large. Inputs should be single click as double click is too sensitive and drag and drop should be avoided as contact with the screen can often be lost.

Screens can need to be calibrated to make sure input is accurate. This fault does not occur often and could be part of a maintenance contract.

One screen angle and position has been accepted by controllers but sometimes light reflection can cause problems. With modern non reflective glass panels this should not be a problem in a modern tower.

Some positions have a slave screen of the position so that controllers can maintain situational awareness.

There is currently no view of the current capacity which would be useful for some controllers.

Some processes that could be automated such as the actual landing time appearing on the strip when the aircraft is detected on the runway, has not been incorporated as it was seen to be part of the controller’s tasks and a useful aide memoire to have to click on the strip to initiate the landing time display.

3.3 Proliferation of displays and associated devices

• Proliferation of screens:

Generally in a busy tower there are too many screens on each position. In addition there can be a different selection of applications on screens which can be swapped.

• Dedicated I/O devices and co-existence of different operating systems:

Most of the screens have in general an associated dedicated keyboard and mouse. Although these may be clearly labelled they tend to be always in the way of each other and cables get crossed and the mice get mixed up. A single mouse and keyboard that could access each screen would be seen as a big improvement. Although the position looked large the controllers mentioned that there was limited space to put anything near the controller such as a notebook or manual.

Today in an ATC Tower, the controller is surrounded by a number of individual applications and displays under different operating systems (i.e. Unix and Windows at Arlanda airport), requiring their own interface that can cause confusion.

The general positioning of mice on the right side of each position results from the fact that it is not possible to configure the 3-button mice to left-handed people.

3.4 Control Position issues

• Physical location of controller positions in the TWR:

Physical distance between positions is sometimes considered to be too far (circulation of paper strips).




• Adverse effects from the number of displays available for one control position:

These adverse effects include:

a) The distance of screens from the controller can vary and can cause difficulty for people with glasses with different focal length. With an average of four screens located in a semicircle with different focal distances, variations of brightness and display colours require constant adaptation of controllers’ vision and discomfort.

b) The position of screens can block downward facing view, requiring controllers to stand up even if the height of positions can be electronically adjusted. In addition standing up makes difficult the reading of screens whose slope cannot be adjusted (possible reflection and modification of focal distance).

• Absence of commonality of control positions:

All controller positions should have the same working environment which should be configurable depending on the working position (unmarked position).

3.5 SMGCS issues

SMGCS label swapping is considered as an issue, but controllers tend to accept it. In addition, it sometimes occurs that labels can be attached to elements such as piles of snow, etc. Thus controllers must often check the correctness of the association aircraft or ground vehicle with its label. This can be performed either by looking outside in case of correct visibility or by asking for a position report from the pilot or vehicle driver.

Vehicles/towers are not labelled unless manually. Arrivals are normally activated at threshold when calibrated with approach radar and departure labels appear when flight pushes back.

3.6 Lightning system issues

Stop bars are controlled from the lighting panel and could be incorporated on the A-SMGCS screen. The Lighting system should be more sophisticated (for guidance purpose), but would require one person to operate it.

In addition it is not easy to use, not user friendly, and reaction time for changing intensity is slow.




4 PROPOSED SOLUTION

4.1 ITWP objectives

The objective of the ITWP project is first to provide solutions to the issues identified during the site survey. Furthermore, the project is to support future developments foreseen in the tower in the time horizon of 2012.

4.2 ITWP deliverables

To achieve its objectives, the ITWP will deliver the following main deliverables:

• ITWP Requirements

• An ITWP Solution

• An animated ITWP prototype

4.2.1 ITWP requirements

The ITWP requirements will cover the following aspects:

• Functional requirements;

• HMI requirements;

• Human factors and Safety Recommendations.

The Functional requirements are requirements associated to Operational ATC Functions (e.g. Surveillance, Safety Nets etc.) and CWP functions (e.g. Display Setting, CWP configuration etc.) that will be identified and agreed by the project team.

One or several HMI Requirements are associated to each Functional Requirement. They describe the required features needed on the controller position to perform the associated function. HMI will be identified and developed during the project life cycle.

Level of details description for the above HMI requirements will permit the development of an ITWP Solution to be designed and then prototyped during the project.

In order to support our stakeholders for the development of new Tower Working Environment, the project will provide Human Factors and Safety Recommendations. These recommandations are to highlight the potential Human Factors and Safety issues and areas to address when designing new Tower Working Positions. They will be generic but will take into account the airport airside environment and its constraints. EUROCONTROL Airport projects that have already delivered Human Factor and Safety considerations for Airport systems will be reviewed to extract useful information in the context of ITWP (e.g. A-SMGCS EATM/DAP project, Runway Safety project).




4.2.2 An ITWP Solution

Past EUROCONTROL experience on HMI projects for Controller Working Position indicates that several solutions can be designed from a single source of HMI requirements.

Due to local constraints, culture or local preferences, the look and feel and layout of a solution for a Controller Working Position may differ from one country to another. Nevertheless, each solution has to support and fulfil the HMI requirements defined at a higher level.

Consequently it will be important to distinguish the requirements level from the solution level.

For the ITWP, the project team will design a solution that will be prototyped and evaluated during the project to assess the developed HMI requirements.

4.2.3 An ITWP Prototype

Another deliverable consists in a prototype that supports the ITWP requirements. Its is an EEC instance of a possible solution and is technically built upon the EEC eDEP (Early Demonstration & Evaluation Platform) platform.

The prototype will serve as a means to animate and demonstrate the requirements captured by the project team. It will also support the evaluation activities of the project as described in the PMP.

The eDEP platform is also seen as a communication means toward the outside project world in order to promote and show to other stakeholder such as ANSPs, industries the project outcome.

4.3 ITWP scope

4.3.1 ITWP roles and positions

Activities, configurations and operations at ATC Control TWR may depend on the airport considered, inducing specific staffing needs24. They generally include runway controller(s), ground controller(s), clearance delivery, but also other positions (supervision, flight data assistant etc.).

It is proposed in ITWP to initially concentrate on the runway control, ground control and clearance delivery positions.

4.3.2 ITWP supported functions

The identification of the functions that will be supported by ITWP (e.g. surveillance; control, monitoring, planning, etc.) shall be agreed by the project team.

As stated in section 4.4, ITWP will provide an improved working environment to satisfy today’s working methods but also face to the situation foreseen in a medium-term future, i.e. horizon 20012.

24 Configuration may depend on the size of the airport considered or the time period (rush hour).




The functions supported by ITWP are mainly what is called “ATC Functions” complemented by “CWP functions”. The list of functions will be further developed by the project, but as a starting point the following functions are identified to start the study:

Surveillance function ;

Monitoring and Control functions

Surface Routing function

Guidance function

Flight Plan Management function

Planning function

Basic HMI elements Display and Management function

Supporting HMI functions

These functions may be divided in several sub-functions to address specific related items.

4.4 ITWP strategy

4.4.1 Project team

The development of ITWP shall be user-centred and will be based upon the following principles:

• Active involvement of users in order to clearly understand users and task requirements: This will provide a valuable source of knowledge about the context of use, the tasks, and how users are likely to work especially in the context of the definition of new services. In addition the specification to which extent functions should be carried out by users or automated shall be carefully considered by users, interaction mechanisms, etc. • A multi-disciplinary team Different skills will be necessary for a user-centred design process to address all the human aspects involved in the design: operational and functional, human factors, safety experts and end-users

4.4.2 Iterative Process

• An iterative process: Two ITWP iterations of development have been planned. In the first iteration, the prototype will support most the advanced services in operations at major European airports. The second iteration will bring in new services identified in various research projects. This approach will allow users to test the prototype in a stepwise approach while with an increasing degree of complexity.




4.4.3 ITWP evaluation

ITWP Requirements are considered as the main deliverable of the project. Therefore, the aim of the evaluation is to verify that the ITWP Requirements meet the project objectives as defined in the section 4.1.

Evaluations will be performed by operational, human factors and safety experts and will take place at the EEC using the eDEP platform with Controller Working Positions manned by the operational experts from the project team.

The ITWP prototype will allow the evaluation of requirements against operational workability, human factors and safety perspectives.

The evaluation will have to provide evidence of benefits compared to the current situation in the control towers.

Introduction of new services will have to be assessed against workable and acceptable working position environment criteria. The objective is not to assess the nature of the new operational service, application or concept and the way it contributes to provide benefits to end users in domains such as safety, throughput, efficiency, situation awareness or reduction of workload.

Performance evaluation (evaluating prototype integrity, accuracy, capacity, robustness), evaluation of software architecture (modularity, reusability, etc.), maintenance, are outside of ITWP evaluation scope. Moreover the initial purpose of ITWP prototype is not to test specific procedures or scenarios.

4.5 High-level benefits

4.5.1 Coping with identified issues

a) Reducing the number of screens, displays and peripherals:

The analysis of different TWR environments in Europe shows that TWR workspace area is characterised by a proliferation of add-on equipment implemented over the years which results in a cluster of displays, dedicated mice, associated keyboards, strip boards, phones, radio etc.

Reducing the number of screens, displays and peripherals is expected to result in:

• Reducing mistakes:

Observations show that the number of mistakes made due to dedicated mouse to a display is relatively frequent and require attention from controllers through head-up / head down movement to identify the correct device. The situation is even tricky regarding keyboards which are often located either horizontally, vertically to save workspace or even behind working position.

• Reducing visual difficulties,

• Reducing fragmentation of information and induced scanning effect resulting from searching single piece of information, reduction of diverting attention (thus improving safety);

Searching for information located at the opposite screen you are looking to induce delays and diverting attention which results in the development of routine attitudes and body movements to look for specific




information. Fragmentation of information can even turn into a nightmare when mass of information displayed on a screen drown out the single useful information required.

As a principle, ITWP ergonomics should enable to present to the controller the right information in the right sequence, in the right format and at the right time.

b) Facilitating the co-ordination between control positions:

Communication, co-ordination and information sharing is central to TWR controllers since they interact with each other via voice, telephone, shared tools. In this context, the particular role of flight paper strips is ubiquitous and a cornerstone of the ATC task for exchanging and sharing flight plan data. In addition to this, another important use of flight strips is identified for marking purpose, with expected benefits regarding communication, organisation, memory and situation awareness.

However, flight paper strips induce distribution from one position to another (potential safety issue by attention disturbance if long distance between positions), workload associated with their placement/rearrangement in strip boards, management of multiple strips for the same flight. Minimising the number of movements between control positions will provide safety benefits (reduction of diverting attention) and participate in reducing workload.

One solution might consist in replacing flight paper strips by electronic strips. This would bring multiple benefits such as the facilitation of circulating flight data among controller positions (compared to standing away from their position and transferring it manually), the ability to share a unique (virtual) object amongst tower controllers, the minimisation of lost or mislaid strips. It would also offer the possibility for two ways update of information and support for providing additional flight services (such as support for pre-departure clearance, provision of taxi route via data link, visualisation etc.).

c) Removing unnecessary flight data entries, avoidance of duplication of information:

Separate applications displayed on different screens often provide poor information linking between applications in terms of communication of information. As a principle the controller should never be required to write down on the strips information that is displayed and which can be obtained automatically through appropriate interface. This would participate in reducing workload and contribute to controller job satisfaction.

d) A user-definable TWR working position:

Designing a common TWR position (i.e. user-configurable applications, independent of controller role) will provide independent physical environment.

4.5.2 Evaluation of future concepts

Another objective is to develop a demonstrator of future Tower Control Working Position allowing the evaluation of future tools and concepts. Section 4.8 identifies a list of initial projects whose requirements shall be considered in ITWP.




ITWP shall allow rapid prototyping of new services designed to improve controller situation awareness, safety, throughput and efficiency benefits: reduction of voice communications, improved planning, improved handling of aircraft, more efficient surface movement management, better use of capacity.

4.6 ITWP methodology

EEC past experience of developing Controller Working Position Interface shows that there is a need to follow a methodology to make sure that people with different skills (operational, technical, human factors, safety…) share the same understanding of the issues addressed and resolved by the project.

The EEC Core project has provided a methodology to improve both the process and outcomes of activities directed at upgrading the working positions of air traffic controllers.

The ITWP is taking is adapating this methodology to the scope of the project.

4.6.1 ITWP Functional Model

One ITWP objective is to initiate and support a process of HMI harmonisation at the level of HMI requirements, independently of any HMI solution (look and feel or interaction mechanism are likely to remain solution specific). Emphasis will be put on distinguishing between requirements (functional, HMI) from an HMI solution (procedures, detailed HMI objects and interactions).

Figure 40: Overall model

ATC Functionality NATC Functionality n

ATC Functionality 1

RequirementsRequirements

Actors

ATC FUNCTIONS

HMI ObjectsHMI Objects

ProceduresProcedures

Functionality NFunctionality n

Functionality 1

RequirementsRequirements

Actors

ITWP FUNCTIONS

HMI ObjectsHMI Objects

ProceduresProcedures

Operational ATC world

Pint of view: Operational Experts /HMI Designers

Managed by:




According to Core model, a function26 will be described under four basic elements: • The actors that are part of the system (be they human or components of the technical environment);

• A set of requirements (ATM system functional and HMI requirements). These will be expressed in text format describing the requirement, each with a unique identifier.

• A set of working procedures (equivalent to use cases) describing the different action possibilities provided by the function and suggesting the ways in which the controller would use it. A procedure is described by its objectives, the actors involved, the triggering conditions, the necessary pre-conditions and the dialog, i.e. by the sequence of actions/consequences.

• A set of HMI objects which the controller needs to carry out the procedures. An object is described in terms of its objectives, when and where it is available, and how it is presented.

Figure 41: Functional model structure

4.6.2 ITWP Functional Decomposition

An initial task will consist in building the ITWP functional decomposition (functions and sub-functions), then detailing associated requirements. This functional decomposition shall take into account existing TWR controller tasks (ground, runway, and clearance delivery) and activities, supplemented by taking into account the future services. Foreseen steps are as follows: 26 functions can be split into sub-functions if necessary

Main Functions

{{

{

{{

Procedures(solution)

Sub-Functions

Requirements

Objects(solution)




a) Establishing a catalogue of each TWR controller tasks and activities. This will be based on operational experience and documentation. Then grouping tasks and activities will be organised under high level functions and sub-functions through an iterative process. b) Detailing associated requirements, i.e. functional and HMI requirements. HMI requirements will be split into two categories: • HMI requirements which are specific to the individual functions generating them.

Figure 42: Functional and HMI requirements

• General HMI requirements which are independent of function and should apply to all aspects of the ITWP interface;

General HMI requirements will be defined and presented as a style guide providing background guidance material to the entire HMI. Provision of ITWP Style Guide will be placed under the responsibility of human factors experts. Aspects covered by ITWP Style Guide will include, amongst others:




• The description of the ‘automation’ philosophy and the assumptions made about the human role in the system;

• Guidelines for use of visual and auditory information;

• The basic interaction principles, interaction primitives, focus model and interaction grammar;

• Style information, use of colour, transparency, basic window management, button, menus, etc.;

• Any other assumptions (e.g. about working method) which have a direct impact on the nature of the design.

4.6.3 HMI solution

ITWP will support the process of HMI harmonisation at the level of functional and HMI requirements, independently of any HMI solution. However, the look and feel or interaction mechanism will remain solution specific. For instance, if the management of flight data is one generic functionality, one solution (amongst others) would consist in the implementation of electronic flight strips in a specific format (e.g. replication of paper strip or tabular message format) and with a specific input device (e.g. mouse or Touch input device or pen…). HMI solution will include HMI procedures and HMI objects. An example of links between requirements, procedures, HMI objects and actors is shown below.

Figure 43: HMI solution

HMI Objects

Requirements

Actors

Procedures

HMI Objects

Requirements

Actors

Procedures




The description of an HMI objects will include the following elements:

a) The name of the function, b) Its objectives, c) A general description which includes its context of application, d) The conditions under which it is invoked, e) Its position within the interface, f) An illustration of a possible visual presentation, g) Any particularities, h) The requirements associated with the function, i) The objects associated with the function, j) The procedures associated with the function.

4.7 The eDEP platform

The eDEP project provides a low-cost, lightweight, web-enabled ATM simulator platform which offers an ideal environment for research and advanced concept projects to rapidly prototype applications.

The platform is written in Java, enabling it to be run across the web on various platforms (Windows, Linux, Unix). For simple demonstration purposes the platform can be run on a single PC, or can equally be distributed across the network for the needs of small-scale simulation. The plaform includes ATC, TWR and Pilot system components.

4.7.1 ATC system

The ATC system provides simplified functionality which covers the following areas :

• Air traffic generation (TCAS, ADS-B and data link),

• Airborne systems simulation (TCAS, ADS-B, Datalink),

• Radar Data Processing,

• Flight Data Processing (trajectory prediction, co-ordination, monitoring),

• Safety Nets (STCA, Runway Incursion Monitoring System),

• Advanced Controller Tools (MTCD, AMAN,DMAN),

• Data Link simulation (CPDLC, ADS-B, TIS-B).

4.7.2 TWR system

The TWR system can be configured as TWR AIR, TWR Ground and TWR CWP (Controller Working Position).

The TWR 'AIR' functionality covers the following aircraft simulation logic: pushback, taxiing (determining the shortest legal route to the runway), queuing behaviour (no overtaking), pilot maintained




separation, landing (normal or fast runway exits), hold at runway, line up and take off, turnaround and simulation of vehicles traffic.

The TWR 'GND' functionality covers ground trajectory calculation (shortest route), ground control instructions processing (modification of runway, gate, SID, taxiway), coordination between TWR positions, coordination between TWR and ATC/approach sectors, flight path monitoring, TWR RDPS, runway incursion monitoring.

The TWR CWP (Controller Working Position) includes a 2D airport radar view (with optional inner/split window zoom areas), an approach radar view. In addition, the TWR CWP supports various controller roles: clearance delivery, apron, taxiway, runway roles. Additional capability encompasses the generation of automated responses (unmanned CWP logic), edition of trajectory and provision of arrival and departure lists.

The following screen shot shows an early version of the 2006 eDEP Tower HMI.

Figure 44: Departure list displayed on the APP radar image




4.7.3 Pilot system

The basic Pilot system provides the capabilities to the user to assess the traffic situation and input orders that will affect the behaviour of aircraft on the airport surface.

Together with the other systems, the pilot system makes eDEP a realistic platform to perform a good level of simulated air traffic control on an airport.

4.7.4 Operational Evaluation Environment

EDEP will simulate the environment of Stockholm Arlanda Airport. This airport was chosen as several recent studies have been performed at the EEC using Arlanda, where the data and traffic was validated by operational personnel. Therefore, the maps and traffic profiles can be considered to be realistic and accurate.

The layout of the airport is also interesting as it is a busy medium sized airport with 5 terminals and has a circular taxiway layout. Arlanda has three runways, 2 parallel and one cross runway and depending on environmental and wind conditions, usually uses one for arrivals and one for departures. Traffic samples can be configured easily.

4.8 ITWP supporting documentation

ITWP functional requirements will be for the most part gathered through on-going or past projects, existing associated documentation.

The following documentation should be considered by the project when building ITWP functional requirements:

• EATM/Airport Progam - Airport CDM documentation (Operational Concept Document and Functional Requirements document):

Airport CDM OCD level I&II, EUROCONTROL, v2.0, (source: euro-cdm.org):

Airport CDM FRD level I&II, EUROCONTROL, v2.0, (source: euro-cdm.org), which describe required CDM capabilities into functional groups.

• EATM/Airport Progam - A-SMGCS documentation

Functional specification for A-SMGCS Level I & II, EUROCONTROL, v1.0, 30/09/03

A-SMGCS Level I & II – Human Factor Case Study , v??

A-SMGCS Level I & II – Safety Case Study , v??

A-SMGCS Level I & II Validation Report - Real-Time Simulations Paris CDG and Orly

A-SMGCS Level I & II Validation Reports

o Operational Trials Paris CDG

o Operational Trials London Heathrow, Zurich (ATC) and Geneva




o Operational Trails Francfort, Vienna, Zurich (Apron)

ICAO Advanced Surface Movement Guidance and Control Systems (A-SMGCS) Manual, Doc 9830, first edition, 2004.

ICAO Manual of Surface Movement Guidance and Control Systems (SMGCS), Doc 9476.

EMMA OSED-Update, issued August 2005, EMMA consortium, v24, 21/12/05

• EATM/Airport Progam – Runway Safety web site

http://www.eurocontrol.int/runwaysafety/public/subsite_homepage/homepage.html

http://www.eurocontrol.int/runwaysafety/public/standard_page/recommendations.html

• C-ATM documentation

C-ATM OSED Airport, EUROCONTROL/LFV, V0120, 09/02/2006. C-ATM derived requirements are provided in annex1.

• CASCADE OSED documentation (v0.3, 2006),

• AMAN documentation, EUROCONTROL.

• DMAN documentation, EUROCONTROL, DMAN ORD, v0.2, august 2004.

• ICAO documentation 4444, section 7 (Aerodrome Control Service).

• CoRe En route HMI specifications, v1.8 (11.01.05)

• Core requirements for ATM working positions, v1.0 (13.12.2002)

Note (a): this list will be supplemented by documentation provided by project partners.

Note (b): other documentation (related to human factors, safety) and documentation provided by project partners should supplement this list.

Documents

Integrated Tower Working Position - Eurocontrol Airport Layout..... 43 2.3.2 Roma Operations..... 43 2.3.3 Control TWR positions..... 44 ... ATCO Air Traffic Controller ATD Actual