SOW Draft AMEN III 11.20.2020.docx

Federal Aviation Administration

Civil Aerospace Medical Institute (CAMI)

Human Factors Division

AAM-520

Human Factors Research in support of Air Traffic Control Tasks

Traffic Management Simulation

STATEMENT OF WORK

November 20, 2020

TABLE OF CONTENTS

INTRODUCTION

OVERVIEW

The Civil Aerospace Medical Institute (CAMI) is the medical certification, education, research, and occupational medicine wing of the Office of Aerospace Medicine (AAM) under the auspices of the Federal Aviation Administration (FAA’s) Office of Aviation Safety (AVS). The mission of the Aerospace Human Factors Research Division is to promote civil aerospace safety through excellence in aerospace human factors (HF) research. The Division conducts research that focuses on improving human performance, efficiency, and safety. This statement of work supports training and research being conducted within the National Airspace System (NAS) Human Factors Safety Research Laboratory (AAM-520), and the Air Traffic Control System Command Center (ATCSCC).

Simulation training options are available for En Route and Terminal specialists that facilitate learning and skill development in a safe and controlled training environment. In contrast, there are no simulation training options available to the Air Traffic Control System Command Center (ATCSCC) and Traffic Management Coordinators (TMCs) throughout the National Airspace System (NAS). Therefore, training must be conducted in a live environment. The gap in simulation training contributes to a lack of understanding in the application of traffic management initiatives (TMIs). Simulation training reduces operational risks and allows the student to practice repetitive processes in a safe environment to build knowledge, skills, and abilities. Phase One of traffic management (TM) simulation development focuses on the ATCSCC Severe Weather (SVRWX) and Terminal Areas.

BACKGROUND

The SVRWX Area has responsibility for route management within the NAS. Specialists use the Traffic Situation Display (TSD) to evaluate En Route constraints then implement national playbook routes, Air Space Flow Programs (AFPs), and other traffic management initiatives (TMIs) to manage the constraint. The cyclical nature of the convective weather season presents a training challenge for the ATCSCC SVRWX Area and TMCs NAS-wide. There is an optimal time to place new trainees in the SVRWX Area and it must be coordinated precisely to gain full advantage of the convective weather cycle. The logistics of employee selections and release dates affect the assignment of new trainees to the area and it is often not possible to hit the optimal training window.

Another challenge is the loss of traffic management proficiency in the fall and winter months when Severe Weather Avoidance Planning (SWAP) is not needed. SWAP simulation could be added to the facility refresher training plan to improve proficiency during the off-season. Being able to simulate SVRWX events will expand the window of opportunity to assign trainees to the SVRWX Area and possibly reduce the amount of on-the-job (OJT) training hours needed to certify. The result is an improved understanding of traffic management techniques used to manage convective weather events, a likely increase in NAS efficiency, and the reduction of TMC skillset degradation.

The ATCSCC Terminal Area has responsibility for balancing airport traffic demand and capacity with a focus on NAS efficiency. Specialists use a variety of systems that span various platforms; however, the primary tool to manage airport demand is the Flight Schedule Monitor (FSM). Time-Based-Flow-Management (TBFM) is another tool but it has yet to be fully integrated into the ATCSCC operation.

Until recently, live training opportunities in the Terminal Area were sufficient to keep pace with training demand. The recent reduction in traffic levels has prompted the need for simulated scenario-based Ground Delay Program (GDP) and Ground Stop (GS) training. Regardless of traffic level, the need for Terminal Area simulation will continue as systems evolve and Trajectory Based Operations (TBO) is integrated into the NAS.

SCOPE OF WORK

The delivery vehicle is expected to be a high fidelity Flight Schedule Monitor (FSM)/Traffic Situation Display (TSD) webcloud-based interactive simulation platform that allows for scenario development. The SVRWX trainee will use simulated TSD weather and the Traffic Flow Management Convective Forecast TCF to determine the most efficient use of airspace then build/send playbook and ad-hoc reroutes. The simulation platform must allow the ATCSCC to create training scenarios that can be fully manipulated by the instructors and trainees.

Sending/revising GDPs and GSs are critical Terminal job tasks. The inability to manipulate the FSM training scenario data is a challenge and an immediate need. To effectively create and execute the scenarios, the ATCSCC needs the ability to model and send a GDP/GS including the ability to manually build FSM data to meet the training needs.

Modeling, sending, and modifying TSD reroutes is a critical job task for the SVRWX specialist. To effectively create and execute the scenarios, the ATCSCC needs the ability to manipulate TSD weather, TCF, demand, and playbook routes. Being able to model, send data, and make revisions creates a realistic simulated training environment.

The Terminal trainee will have the ability to model and send GDPs/GSs using manually constructed airport demand via simulation equipment. Each platform will be capable of holding at least 50 scenarios each. Scenarios and simulation fidelity must closely replicate the display and functionality of the TSD and FSM. Scenarios will be scripted.

The simulation equipment may include a Graphical User Interface (GUI) that displays textual injects that simulate input from the airlines and FAA facilities. Automated evaluation of skill performance (demonstration) should be considered. Incorrect selections may receive context appropriate feedback messages, to include graphically illustrated demonstrations of correct control activities. Seat hours for each scenario is not expected to exceed 1 hour.

The vendor will incorporate the existing ATCSCC scripted scenarios into the simulation platforms. In addition, the vendor will assist the ATCSCC in developing a bank of Terminal/SVRWX scenarios.

SUPPORT (LABOR)

a. Experienced vendor familiar with ATCSCC operations, Traffic Management policies, procedures, TSD, and FSM equipment. The vendor should have a SME on staff with TMC experience.

b. FAA ATCSCC Subject Matter Experts (SMEs) will be provided to assist the vendor in the development of the scenarios.

SUPPORT (TECHNICAL)

a. Scenario Storage – Vendor must incorporate the ability to store scenarios and student scenario run-throughs.

b. Simulation options – The vendor must consider options for either interfacing with the real FSM/TSD or creating a representation of the real world FSM and TSD. The vendor must take into consideration the fact that the FSM and TSD reside in the Traffic Flow Management Workstation (TFMS) when considering simulation options

ADDITIONAL RESEARCH REQUIREMENTS

Additional research may be required within the scope of this contract. Any additional research requirements will be included in a separate task order and agreed upon by the FAA and the vendor prior to the start of work.

DELIVERABLES

This section describes 1) the products and tangible results that are expected from each task contained in the previous section, 2) the date each deliverable is due, and 3) the government acceptance criteria. All days are business days unless otherwise specified.

DELIVERABLES/TASK LIST

TECHNICAL PROJECT KICKOFF

a. The vendor will participate in a project kickoff meeting with ATCSCC management and the training department at the campus located in Warrenton, VA or through an approved virtual meeting platform.

b. The vendor will provide a draft Project Management Plan (PMP) and Integrated Master Schedule (IMS) within 10 days of technical project kickoff meeting.

ANALYSIS

a. The vendor will review all GFI material and provide recommendations for content that can be leveraged into the scripted scenarios.

b. The vendor will provide a draft analysis report detailing the findings of the GFI. The analysis report includes vendor recommendations for how to address the training need/problem; specifying simulation platforms, and scenario learning activities.

c. The vendor will incorporate AJR-11 feedback on the draft analysis report and provide a final analysis report for AJR-11 acceptance and approval.

d. The vendor will not begin Design tasks until directed by AJR-11 or before receiving acceptance and approval of the final analysis report.

DESIGN

a. The vendor will draft and deliver a Simulation Design Guide that describes, at a minimum, the simulation platforms, Terminal/SVRWX scenarios, and any assessment/evaluation tool.

b. The vendor will not begin Development tasks until directed by AJR-11 or before receiving AJR-11 acceptance and approval of the final Simulation Design Guide.

DEVELOPMENT

a. The vendor will develop and deliver the simulation platforms and scenario scripts for AJR-11 review and comment via errata sheets.

b. The vendor will solicit and track AJR-11’s comments and feedback via errata sheets and incorporate changes until training materials are finalized and accepted.

VALIDATION

a. The vendor will ensure all simulation training materials are ready for validation according to FAA standards and policies before scheduled validation events.

b. The vendor will participate in all AJR-11 validation events as requested. Validation events include Course Walk-Through (CWT), and First Course Conduct (FCC) for both TSD and FSM simulation. Vendor will make course modifications based on input from the validation meetings. Vendor will participate in all validation events.

c. The vendor will capture AJR-11’s feedback via an errata sheet and make requested revisions after each validation event.

d. The vendor will submit final simulation platforms and materials for AJR-11 final acceptance and approval.

e. The vendor will capture meeting notes from all meetings and provide notes to the FAA.

TASK LIST

TASK SCHEDULE

The contractor must be able to meet the following timelines in order to fulfil the requirements for this statement of work. Contractor input will be taken into consideration when determining a reasonable schedule for completion of the work outlined in this SOW.

a. Within TBD 7 days of contract award - The vendor must participate in a project kickoff meeting with ATCSCC management and the training department.

b. Within 10 TBD days of the technical project kickoff meeting – The vendor must provide a draft Project Management Plan (PMP) and Integrated Master Schedule (IMS).

c. Within 20 TBD days of the technical project kickoff meeting – The vendor must provide a final draft of the PMP and IMS incorporating all feedback from AJR-11.

d. Within 30TBD days of contract award – The vendor must review all GFI materials and provide recommendations for content in the form of a draft analysis report (detailed in section 2.1.2 of this SOW).

e. Within 45 TBD days of contract award – The vendor must incorporate AJR-11 feedback into the draft analysis to present a final analysis report for acceptance and approval.

f. Within 60 TBD days of contract award – The vendor must draft and deliver a Simulation Design Guide. (Detailed in section 5.1.3 of this SOW).

g. Within 90 TBD days of contract award - The vendor must develop and deliver the simulation platforms and scenario scripts for AJR-11's comments and feedback via errata sheets.

h. Within 180 TBD days of contract award - The vendor will submit the final version of the simulation platforms and scenario scripts for approval from AJR-11.

i. Within TBD days of contract award - The vendor must participate in all AJR-11 validation events (Detailed in section 5.1.5 of this SOW).

FLIGHT SCHEDULE MONITOR (FSM)

The FSM displays a current picture of the air traffic demand using real-time data from Collaborative Decision Making (CDM) participant data aggregated by the TFM Processing Center (TPC).

The FSM has two major purposes:

1. Monitoring airport and airspace capacity/demand data

2. Managing traffic flow

The ATCSCC uses the FSM to view existing airport demand along with Flow Evaluation Area (FEA) and Flow Constraint Area (FCA) demand. FSM is also used to model and run traffic management initiatives, including Airspace Flow Programs (AFPs), airborne holding, GDPs, and GS while maintaining the ability to update Estimated Departure Clearance Times (EDCTs) through change requests.

The FSM interactive webcloud-based simulation platform must be as close as possible to the real world FSM. There may be some functionalities within the FSM simulation platform that are not necessary for training purposes. These functionalities should remain on the display image even if they are not operational.

FSM FUNCTIONS LIST

The FSM Functions list provides a detailed description of tasks, subtasks and model requirements for each function.

See Appendix A: FSM Functions List

TERMINAL SCRIPTED SIMULATION EXAMPLE

The SFO Weather Scenario example provides detailed information on what the training scenario may look like as instructors and trainees are using the simulation platform.

See Appendix B: Terminal Scripted Simulation Example

TRAFFIC SITUATION DISPLAY

The Traffic Situation Display (TSD) allows the traffic manager to graphically display the current position of all instrument flight rule (IFR) flights that are in the air.

The TSD also displays the current status of alerts and weather, as well as map overlays such as sectors, fixes, NAVAIDs, and airports. The display allows traffic managers to make real time traffic management decisions. It is integrated within the Traffic Flow Management System (TFMS).

The TSD automatically refreshes the display with the most up to date flight positions and replays traffic situation data with alert and weather data. There are four ways to request data and control the way the data is displayed within the TSD: menus, dialog boxes, keyboard commands, and semicolon commands.

The TSD provides the following information:

· Geographical data (including map overlays of airports), NAVAIDs, fixes, airways, latitude and longitude grid, ARTCCs, sectors, TRACONs, and Special Use Areas

· Flight data

· Alerts

· Weather data

· Reroutes

· FEAs/FCAs

· CTOP

· RAPT Route Display

· Text (i.e., List) Reports

· Departure data (Departure Viewer)

TSD FUNCTIONS LIST

The TSD Functions list provides a detailed description of tasks, subtasks and model requirements for each function.

See Appendix C: TSD Functions List

INSTRUCTOR SEVERE WEATHER TRAINING SIMULATION: DFW WEATHER SCENARIO

The Severe Weather Training Simulation example provides detailed information on what the training scenario may look like as instructors and trainees are using the simulation platform.

See Appendix D: Instructor Severe Weather Training Simulation DFW Weather Scenario

SEVERE WEATHER REQUIREMENTS

The minimum functions for the severe weather requirements are:

a. The FSM/TSD training platform must allow instructors to create scenarios from historical weather data

b. Must have the ability to load historical weather data for use in the scenarios

c. Must be able to create high fidelity simulations of weather from scratch including depictions of the weather data on the TSD

d. Must be able to script responses from airlines and ATC facilities

Additional severe weather functions may be necessary to meet the contract requirements for this statement of work. All additional functions will be presented in a follow on task order. Any additional functions will be discussed, and agreed upon by the FAA, AJR-11 and the vendor.

OTHER CONSIDERATIONS

COMPUTER PROGRAM DELIVERABLES

Deliverables associated with computer programs developed by the contractor must be provided as specified in each individual task order.

For some software applications, the deliverables must include source code and any necessary libraries or object files used in the construction of the software. While it is expected that the contractor may copyright most or all of its own proprietary software, the contractor must give the Government an unlimited license to use and modify the software as required.

For other software applications, the FAA must acquire the rights to use the product via software licensing. The deliverables for these tasks must not include the source code unless specifically stated in the delivery/task order and must generally consist of installation of the software by the contractor on designated computers and acquisition of appropriate licenses from the contractor. Licensing agreements under these circumstances must limit software use to specified users or computers (a.k.a., user licenses or device licenses).

Unless specifically stated in the delivery/task order otherwise, all software must be developed to operate in a 64-bit Microsoft Windows environment (Windows 10 and/or ascendant technologies). Deliverables prepared under these tasks will be reviewed and accepted/rejected by the designated Task Manager. Other deliverables for work requirements will be defined in a separate task order.

Future enhancements of the software applications and any future software developed that may interface with previously purchased software, enhance the capabilities of current software or provide applications for future simulator/simulation/analysis needs.

Software transfers may be required from the FAA to the contractor to fulfil the requirements of this contract. Any software or technical knowledge transfers that occur from the FAA to the vendor must be utilized for this contract and cannot be used for any other purpose outside of the contract. All software that is transferred from the FAA to the vendor is property of the FAA and must be returned/and or termination of use must occur a

Cloud Based DELIVERABLES

The cloud-based platform required for this statement of work must be accessible using a Microsoft Windows 10 computer via a desktop application that connects to a cloud based server. No special hardware should be required for access.

SOFTWARE

Deliverables will include source code and any necessary libraries or object files needed to build the executable modules. Any Commercial Off-The-Shelf (COTS) software delivered as part of the tasking will include all licenses and access rights necessary to accomplish the tasking. All software will include User-level documentation on the required input parameters, output definitions and program operation, i.e. explanation of menus, buttons, etc.

STATUS REPORTS

The Contractor must provide status reports and updates as required. Status reports may include work planned for the next period, problems encountered and corrective actions taken, and identification of pending issues. If any problems or circumstances should arise that may cause conflicts in program schedules the contractor must notify FAA Employees as soon as possible.

HARDWARE

The Contractor must provide any hardware necessary to carry out tasks associated with this Statement of Work. Task orders may be used to provide detailed information on additional hardware requirements.

RESULTS/REPORTS

All documents prepared by the contractor must be on behalf of the FAA. The contractor may not independently publish or distribute any document without prior written permission from the CO or COR. The contractor must review and provide written comments on the technical accuracy and completeness of each document. No documents, reports, information, etc. may be released to the public or provided to any party other than the FAA and its contractors without written approval of the CO or COR.

WORK SITE AND HOURS OF WORK

Support facility hours of operations must be maintained and be consistent with Government personnel working Monday through Friday (excluding holidays) unless otherwise specified. Primary hours of operations are 6:00am to 6:00 pm. All work schedules must be coordinated with the Government Task Order Technical Manager. Project requirements may dictate work to be performed at times and days other than those prescribed. The Contractor must be given, if possible, advance notice when circumstances dictate work to be performed at times other than those prescribed.

TRAVEL

Travel, both domestic and international, may be required for various members of the contract team as determined on a task by task basis and as dictated by the COR for purposes of meeting the tasks stipulated in the SOW. All travel must have prior authorization of the COR or Contracting Officer. All travel must be accomplished in accordance with Contract Travel Clause(s) and in accordance with Government Travel Regulations (GTR).

CONTRACTOR FURNISHED PROPERTY AND SERVICES

Contractor must provide all workspace, equipment, software, office supplies, and related services necessary to perform assigned tasks for work performed at the contractor's facility. Contractor must provide the required skilled technical personnel to accomplish the work required by this SOW.

TECHNICAL INTERCHANGE MEETINGS

The program manager or project lead must be required to meet, at the discretion of the CO or COR, with the CO or COR at any time during the term of any identified task. These meetings will include the Principal Investigator when required.

FAA GENERAL REQUIREMENTS

PHYSICAL SECURITY

The contractor must be responsible for safeguarding all Government property for contractor use. At the close of each work period, Government facilities, equipment, and materials must be secured.

OVERTIME

Overtime may be necessary on occasion as requested by the CO or COR. Overtime will be authorized only when required by the Government and only when absolutely necessary to meet work requirements, not for the contractor's failure to meet schedules or availability of contractor personnel.

Overtime Requested by the Contractor. In the event the contractor deems overtime necessary to meet work requirements, the contractor must submit a written request to the CO or COR for authorization of use of overtime and the payment of overtime. The request must identify in detail what service requires overtime, how many work-hours are required, and for what segment of the organization, the work is being performed. All requests by the contractor for overtime must be approved in writing by the CO or COR before any overtime is allowed.

OBSERVANCE OF LEGAL HOLIDAYS AND FACILITY CLOSURES

Contractor must normally not be required or allowed to work when their assigned facility is on holiday or closed. During such periods, the contractor will not be compensated for labor hours without 1) advanced direction by the CO or COR or 2) the work being a response to a Government emergency. Following is a list of Federal holidays and reasons for facility closures:

· New Year's Day, January 1

· Martin Luther King's birthday, the third Monday in January

· Inauguration Day, the third Monday in February

· Washington's Birthday

· Memorial Day, the last Monday in May

· Independence Day, July 4

· Labor Day, the first Monday in September

· Columbus Day, the second Monday in October

· Veteran's Day, November 11

· Thanksgiving Day, the fourth Thursday in November

· Christmas Day, December 25

Any other day/time designated by Federal statute, executive order, or Presidential Proclamation

EMPLOYEE IDENTIFICATION

Contractor personnel when on FAA facilities must be issued a contractor identification card identifying them as a contractor employee. The identification cards must be worn while performing services under this contract.

GENERAL CONDUCT

While contractor personnel are at the Government site, they must comply with all rules and regulations in effect at that site. Contractor personnel must comply with rules and regulations governing employee conduct with respect to health and safety, not only as they relate to themselves, but also to other Government employees or agents of the Government. The contractor must also exercise proper care of all property at the Government site regardless of whether title to such vests with the Government or not.

PROGRESS/COMPLIANCE

All applicable FAA Orders and FAA Acquisition Management System (AMS) policies, guidelines and processes must be used. The Contractor must research and employ appropriate FAA Orders, where necessary, under the guidance of the Contracting Officer’s Representative (COR). The Contractor must ensure all work is in full compliance with:

· FAA standards and guidelines

· CAMI policies, regulations, directives and procedures

· FAA AMS guidelines

Websites:

ID badge online application:

https://employees.faa.gov/org/staffoffices/ash/id_badge/ Contractor & Industrial Security Program:

http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/documentid/15573 Orders and Notices:

http://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.list/parentTopicID/184 Forms:

http://www.faa.gov/library/forms/ Standard Operating Procedures:

https://my.faa.gov/org/staffoffices/ang.html Acquisition Management System:

http://fast.faa.gov/ Civil Aerospace Medical Institute:

https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/aam/cami/

QUALITY CONTROL

The contractor must develop a quality control plan to assure that development of the simulator provided under this contract meets Industry Standards.

QUALITY ASSURANCE

The Government will monitor the contractor’s performance under this contract. Performance will be considered acceptable when it meets requirements contained in the contract and SOW.

PERIOD OF PERFORMANCE

Need to verify the POP for this contract.

GENERAL TERMS

DEFINITIONS

Acceptable Quality Level (AQL) The standard at which service is considered Satisfactory as agreed upon by the Contractor and the Government.

Alternative Dispute Resolution (ADR) Process for the resolution of disputes regarding work determined to be unsatisfactory.

Contractor – The term Contractor as used herein refers to both the prime Contractor and any subcontractors. The prime contractor must ensure that his subcontracts (if any) comply with the provisions of this contract.

Contracting Officer (CO) – One with authority to enter into, administer, and/or terminate contracts and make related determinations.

Contracting Officer’s Representative (COR) – One who is designated and authorized in writing by the CO to be responsible for surveillance/monitoring of the Contractor’s performance.

Contractor Owned Property – All property used on this contract that is owned or furnished by the Contractor.

Contractor’s Representative – An Project Coordinator assigned by the Contractor to manage the services outlined in the SOW.

Customer Comments – A means for end users to provide comments pertaining to services provided by the contractor.

Government Owned Property – All property owned by or leased to the Government or acquired by the Government under the terms of the contract. Government property included both Government-furnished property and Contractor acquired property as defined in AMS Guidance T3.10.3.

Quality Assurance (QA) – Those actions taken by the Government to assure services meet the acceptable quality level established by the contract between the Contractors and Government.

Quality Assurance Surveillance Plan (QASP) – An organized written, “living”, document outlined the Government’s methodology for monitoring contractor performance.

Quality Control (QC) – Those actions taken by the Contractor to ensure contractor performance meets the requirements of the contract.

ACRONYMS

(AAM) Office of Aerospace Medicine (ADS-B) Automatic Dependent Surveillance-Broadcast (AFP) Airspace Flow Program (AILS) Airborne Information on Lateral Spacing (AMS) Acquisition Management System (ARTCC) Air Route Traffic Control Center (ATCSCC) Air Traffic Control System Command Center (AVS) Office of Aviation Safety (CAMI) Civil Aerospace Medical Institute (CDM) Collaborative Decision Making (CO) Contracting Officer (COR) Contracting Officer’s Representative (COTS) Commercial Off-The-Shelf (CTOP) Collaborative Trajectory Options Program (CWT) Course Walk-Through (FAA) Federal Aviation Administration (FAR) Federal Aviation Regulation (FCA) Flow Constrained Area (FCC) First Course Conduct (FEA) Flow Evaluation Area (FMS) Flight Management System (FSM) Flight Schedule Monitor (GBAS) Global Based Augmentation System (GDP) Ground Delay Program (GFI) Government Furnished Information (GFP) Government Furnished Property (GPS) Global Positioning System (GS) Ground Stop (GTR) Government Travel Regulations (GUI) Graphical User Interface (HF) Human Factors (HITL) Human-in-the-Loop (IMS) Integrated Master Schedule (NAS) National Air Space (NAVAID) Navigation Aid (OJT) On the Job Training (PMP) Project Management Plan (PRM) Precision Runway Monitor (QA) Quality Assurance (QC) Quality Control (RAPT) Route Availability Planning Tool (SME) Subject Matter Expert (SOW) Statement of Work (SVRWX) Severe Weather (SWAP) Severe Weather Avoidance Planning (TBO) Trajectory Based Operations (TCAS) Traffic Collison Alerting Systems (TFMS) Traffic Flow Management System (TMC) Traffic Management Coordinator (TMI) Traffic Management Initiative (TPC) TFM Processing Center (TRACON) Terminal Radar Approach Control (TSD) Traffic Situation Display (WAAS) Wide Area Augmentation System

Appendix A

Terminal Scripted Simulation Example

SFO Weather Scenario Level 1 Complexity

The scenario will start with the student assuming the position for training at 1030UTC. They will be given the TAF/METAR for the Terminal West Position Airports and have access to the FSM and TSD.

After the student evaluates issues at their position the instructor will ask… Instructor: What airports do you expect will see issues for the shift today?

The only airport needing attention will be SFO.

The weather Specialist delivers the 11Z weather sheets and gives you the following briefing.

Weather Specialist: Low ceilings will begin to fill in over SFO sometime in the next couple of hours. Currently, winds are calm, but expect the winds to pick up from the SE between 14 -15Z. Winds are expected to be 190@10G15. Low ceilings may scatter out around 20Z when the winds are forecasted to shift and blow out of the west. (TAF should still show cloud layers through 23Z) Rain is forecasted through 19Z and we should get to VFR by 23 – 00Z.

Here is what the weather sequence for today:

KSFO 170852Z 1709/1812 19009KT P6SM VCSH BKN025 OVC040

FM171300 14009KT P6SM -SHRA BKN020 OVC035

TEMPO 1713/1717 4SM -RA BKN015 OVC025

FM171800 23014G20KT VCSH SCT015 BKN025 OVC035

FM172300 26012KT P6SM VCSH P6SM FEW025 SCT035

FM180600 25016G22KT P6SM -SHRA BKN025 OVC035

Student should be given opportunity to use all TM tools available to determine a course of action.

Instructor: What are your ideas regarding SFO?

Options: Wait or SFO will need a Ground Delay Program.

· If GDP

· Instructor: Can you model an SFO GDP based on the weather sequence provided by DCC weather?

Instructor: That’s a good starting point. What are you going to do next?

Options: Wait, Talk to UAL Weather, or hold a SFO GDP Telcon.

Here is the Updated SFO WX from DCC WX Unit:

KSFO 171148Z 1712/1818 19009KT P6SM VCSH BKN025 OVC040

FM171300 14009KT P6SM -RA BKN015 OVC025

FM171800 23014G20KT VCSH SCT015 BKN025 OVC035

FM172300 26012KT P6SM VCSH P6SM FEW025 SCT035

FM180600 25016G22KT P6SM -SHRA BKN025 OVC035

Some trainers will teach to hold a telcon with FAA facilities only first, and some will teach to hold the full telcon. Here is what each element will say regardless of when they speak to them.

ZOA WX – Low ceilings will be in place by 1430 – 1445Z winds will be out of the SE through 20 – 21Z, then expect a shift to westerly winds. Rain showers are expected through 20Z. Clouds will decrease by 20Z, but don’t expect VFR conditions until 2330 or possibly 00Z.

UAL WX – We don’t see the ceilings coming in until 1500Z. We do see the wind shift occurring around 20Z and the possibility of VFR ceilings at that time.

SFO – Right now we are in a West Configuration. 28 Left will be back by 14Z. We expect to be in a SE configuration, arriving 19L and departing both 10L/R as the winds start to blow out of the SE. If the winds do shift to the West as forecasted, we will be able to move to a 28/10 operation.

NCT – Right now we are at a 40 rate. When we shift to a SE configuration, we will be at a 28 rate and will stay there until we are able to get to a West configuration. When in West configuration, we will be at a 36 rate until we get to VFR conditions and can raise the rate to 40. I’m concerned with the timing of the IFR ceilings. When this happens we will need to shift operations and go to a 28 rate. I suggest we be cautious and plan to be at the 28 rate by 14Z to avoid holding. It will be better for the operation if we get to a 19/10 Operation prior to the start of the GDP rather than during.

ZOA – We agree with the TRACON. We would like to see the program start at 14Z at a 28 rate to avoid a holding and possible Ground Stop.

UAL – According to my weather people, the ceilings will not be an issue until 15Z at least. How confident are you about that?

UAL WX – The ceilings are moving west at 20 kts. I have medium confidence on the forecast. If the winds pick up earlier, it could move the ceilings in sooner.

UAL – I think we could wait to start any program until 15Z but understand starting at 1400Z.

DAL – We will defer to UAL on this.

ASA – We disagree. We do not want to see any holding, Ground Stops or Metering. We think we should start the program at 14Z at the 28 rate.

Instructor – Why do you think ASA feels this way? (Most of ASA fleet comes from SFO to the first tier, so they have the most to lose if SFO goes into a Ground Stop or has to meter on top of the GDP.)

The student will need to take all this information into account and decide how to precede.

Options: Go with facilities recommendation or UAL’s recommendation.

If student asks DCC weather for an updated forecast, DCC weather will support the ZOA WX’s forecast.

Student will then model their SFO GDP. (Remember, this will be a long GDP and the student should expect some cancelations. They should run the GDP with a stack to account for cancelations and reduce the Average Delay.) After they have finished modeling their program, Instructor should ask the student the Pros and Cons of each option and what led to their decision.

Student will then send out the SFO GDP Proposal.

The student will hold the GDP telcon when stated on the proposal. We want to see if the student can explain and defend their position on why they decided to propose the GDP they did. We want to object as the opposite side to the proposal. If the student sides with the facilities, UAL should say they are taking unnecessary delay by starting the program an hour early. If the student goes with UAL’s proposal, then TRACON and Center, as well as Alaska, should chime in saying that the risk of a Ground Stop and revision is too great to start the GDP when UAL wants.

After the telcon, student will send out the GDP and make the correct calls to notify the Centers.

Appendix B

Instructor Severe Weather Training Simulation

LAB#1 DFW Weather Scenario

***Instructor will recall saved FEA to display simulated weather.***

Part I

The student will assume the position for training at 1030UTC. They will be given the TCF for the scenario. Student is expected to review weather products then obtain a briefing from meteorologist.

When student asks for Meteorologist briefing:

The weather system is expected to develop around 21z. I believe it will start earlier, around 2030z, with sparse coverage from LBL to south of INK. ZFW/ZHU meteorologist wanted medium coverage during the weather chat conference for the southern part of the forecast, but I do not see that happening. I am confident we will have medium coverage from TXO to LBL starting around 2130z. The system will continue to develop until 01z.

After student has evaluated the issues at their position the instructor will ask…

What type of weather is forecast?

· Air mass system?

· Frontal system?

· Combination of both?

What is the life cycle?

· Speed? **10kt for this scenario**

· Direction? **moving northeast**

· Duration? **4+hours**

Will TRANSCON routes be needed?

· Explain reasoning?

Will Regional routes be needed?

· Explain reasoning?

Regional routes into DFW should be the only area of concern. Expected outcome is DFW_VKTRY playbook implementation. TRANSCON between ZLA/ZOA/ZAB to/from ZJX/ZMA are sometimes considered, but typical volume does not justify the need for a route.

Part II

Allow student to develop strategy for the National Airspace System. Once the student begins to build structured routing, Instructor will ask:

What arrival gate is being impacted?

· VKTRY/JOVEM arrivals

What major market groups normally fly over the impacted gate?

· ZLA/ZOA/ZDV/ZLC/ZSE

What gate are you going to move the impacted traffic to?

· Expect outcome is SOCKK arrival which is SW gate. This is typically a lower volume gate.

· If the student wants to move the traffic to BRDJE/WILBR/SEEVR gates (NE Gate), volume becomes an issue. You may have to move the northeast traffic to the south east fix to manage the volume.

How much volume will be impacted?

· For simulation, the volume is 25 aircraft over the impacted time period.

The Meteorologist delivers the updated briefing:

The weather system is developing as expected with development starting at 2130z. The northern end should not extend north of LBL with the medium coverage. Some of the forecasting models are showing the medium coverage extending further south to CME. I am not confident of this medium coverage. I think medium coverage will be between CME and TXO.

Part III

Student will finalize the strategy to manage weather impacts and develop/park expected routes.

Instructor should discuss the following:

Option 1 - No assistance need from DCC:

· Conference impacted facility.

· Describe the weather system and expectation.

· Explain and defend why no assistance is needed.

Option 2 - Tactical Move only:

· Conference impacted facility.

· Describe the weather system and expectation.

· Explain and defend why Tactical moves will be used.

Option 3 - National Playbook implementation.

· Build and park needed routes.

· Conference impacted facility.

· Describe the weather system and expectation.

· Describe the complete strategy for the day

· Explain and defend why National Playbook route will be issued.

· Be prepared to provide data to support your decision.

· Be prepared with alternate routes to manage possible volume concerns.

Part IV

Student will discuss their strategy with instructor.

Instructor will ask:

When will the route need to be implemented? Why?

· Regional routes are implemented after the weather starts to develop.

What is the volume during the impacted time frame?

· Discuss FEA evaluation

Student will coordinate their route with field facilities.

Instructor will look for:

· Student to have route parked and shared with facilities.

· All impacted facilities to be in the implementation Conference.

· Student to describe the weather system and expectation.

· Student to describe the complete strategy for the day.

· Student to explain and defend why National Playbook route will be issued.

· Was the student prepared to provide data to support their decision?

· Did Student have backup strategy to manage volume concerns?

The following are the field facilities comments during the implementation conference:

ZFW – We agree with the DFW_VKTRY playbook.

ZAB – What mile in trail does ZFW need? We will have to pass back to ZLA and ZDV.

ZLA – No concerns.

ZOA – No concerns.

ZDV – We do not want two feeds from ZLC for SLC departure.

ZLC – No issues.

ZSE – No issues.

Appendix C

FSM Functions List

components from the Open With section to view the information.

Create, rename, and save a custom data set grouping in FSM (User Defined Groups - UDGs)

View Historical Pop-up Demand

GDP and be reflected in the GDT Setup)

component to model, issue, and send AFPs

• You cannot alter Data Time.

• You cannot include multiple instances of an element in a scenario.

• You cannot run Blanket or Compression TMIs.

• You cannot model AFPs before airports TMIs.

• AFP exemptions within a GDP are limited to existing AFPs.

• You cannot model re-controls in a purge.

• There is no support for Historical IPM mode.