2018-08-03 E-IDS_DraftSIR_Attachment_J.6_CONOPS.pdf

Concept of Operations

For Enterprise Information Display System (E-IDS)

CONOPS-PMO-02-EIDS-17-001

Version: 2 Final, September 29, 2017

Responsible Organization:

AJM-212, Air Traffic Management Programs, E-IDS

CONCURRENCES

ROUTING SYMBOL

AJM-212

D. Balint

INITIALS/SIG

DATE

AJM-212

A. Caster

AJM-21

K. Young

AJM-2

J. Hayslett

ANG-B1

K. Gill

ANG-C5

W. Wright

AJV-7

G. Burke

Concept of Operations for E-IDS Version: 2 Final ii

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iii

Federal Aviation

Administration

Version: 2 Final

Date: September 29, 2017

Concept of Operations for

Enterprise Information Display System (E-IDS)

_________________________________ Date:_____________

Greg Burke

Director, Concepts, Validation and Requirements (AJV-7)

Westley Wright

Manager, Technology Development and Prototyping Division (ANG-C5)

Kimberly Gill

Manager, NAS Enterprise Architecture and Requirements (ANG-B1)

Federal Aviation Administration

800 Independence Avenue SW

Washington, DC 20591 iv

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Change History

Version Date Primary

Author(s) Change Description

1.1 February 2016 AJV-73

Preliminary submission for the

Investment Analysis Readiness Decision

2.0 September 2017 AJM-212 Updated for the Initial Investment

Decision vi

Table of Contents 1 Introduction and Scope

1.1 Background

1.2 E-IDS Users

1.3 Identification and Scope

1.4 Problem Statement

1.5 Concept Overview

1.5.1 Summary of Shortfall Mitigations

1.5.2 Summary of Expected Benefits

1.5.3 Summary of Concept Elements

2 Expected Operations and Capabilities Prior to the E-IDS Timeframe

2.1 Operations

2.1.1 TFM in the ATCSCC, ARTCCs, TRACONs, and Towers

2.1.2 En Route and Oceanic ATC in the ARTCCs

2.1.3 Terminal ATC in the TRACONs and Towers

2.1.4 Combined En Route and Terminal ATC in the CERAPs

2.1.5 Flight Service in the FAA FSSs

2.1.6 Test and Training at the FAA Academy and WJHTC

2.1.7 Contingency Operations

2.2 Legacy IDSs and Supporting Infrastructure

2.2.1 Legacy IDSs

2.2.2 FTI Infrastructure Interfaces

3 Justification and Description of Changes

3.1 Problem Area 1: Inefficiencies of Sustainment and Replacement Management

Activities

3.1.1 Shortfall 1.1: Inefficiencies in Processes and Excess Cost to Replace

Separate System Baselines

3.1.2 Shortfall 1.2: Inefficiencies and Difficulties of Hardware and Software

Sustainment (Maintenance, Repair, and Software Fixes) and Tech Refresh

(Enhancements and Upgrades) for Multiple Systems

3.1.3 Shortfall 1.3: Inefficiencies of Site Preparation and Deployment, and

Management Oversight

3.1.4 Shortfall 1.4: Inefficiencies and Inconsistencies in Training (Tech Ops, Users, DM/SAs), Logistics, and SLE Support

3.2 Problem Area 2: Limited Ability to Support Continuity of Operations and

Capitalize on NextGen Capabilities vii

3.2.1 Shortfall 2.1: Limited Ability to Support Continuity of Operations (e.g., Ability to Reconstitute and Migrate Parts of the Database to Any Location)

3.2.2 Shortfall 2.2: Limited Ability to Capitalize on NextGen Capabilities

(e.g., Modernize Obsolete Interfaces to Obtain New Products Including

Weather, Aeronautical, and Flow Data Delivered by SWIM)

3.3 Problem Area 3: Inefficient Data Access and Management

3.3.1 Shortfall 3.1: Slow Processing Speed (e.g., Slow Searches and Retrievals) and Limited Access to Information Diminish User Performance

3.3.2 Shortfall 3.2: Inefficient Database Design and Maintenance Increases

DM/SA Workload

3.3.3 Shortfall 3.3: Currency of Data May Be Questionable (e.g., If Updates Are

Not Timely)

4 E-IDS Concept of Operations

4.1 Assumptions and Concept Constraints

4.2 Operational Environment

4.2.1 ATM Facility Operational Environment

4.2.2 TFM Operational Environment

4.2.3 En Route ATC Operational Environment

4.2.4 Offshore ATC Operational Environment

4.2.5 Oceanic ATC Operational Environment

4.2.6 Terminal ATC Operational Environment

4.2.7 FAA Flight Service Operational Environment

4.3 Operations

4.3.1 TFM in the ATCSCC, ARTCCs, TRACONs, and Towers

4.3.2 En Route and Oceanic ATC in the ARTCCs

4.3.3 Terminal ATC in the TRACONs and Towers

4.3.4 Combined En Route and Terminal ATC in the CERAPs

4.3.5 Flight Service in the FAA FSSs

4.3.6 Test and Training at the FAA Academy and WJHTC

4.3.7 Contingency Operations

4.4 Supporting Infrastructure

4.4.1 SWIM-Enabled Information Services

4.4.2 SWIM Infrastructure and Services

4.4.3 FTI Service

4.5 Expected Benefits

4.5.1 Increased ATM Service Provider Productivity

4.5.2 Increased NAS User Efficiency

viii

4.5.3 Increased Safety

5 Operational Scenarios

5.1 Scenario 1: FSS, Tower, TRACON, ARTCC (En Route, Oceanic, and CWSU

Positions), and CERAP

5.2 Scenario 2: ATCSCC, ARTCC, TRACON, and Tower

5.3 Scenario 3: Support

5.4 Scenario 4: Resiliency during an ARTCC Contingency Operation

6 Summary of Impacts

6.1 Operational Impacts

6.2 Organizational Impacts

7 References

Appendix A Summary of IDS Shortfalls among the ATM Service Provider

Positions

Appendix B Descriptions of E-IDS Capabilities to Display, Enter, Filter, and

Distribute Information

Appendix C Summary of Shortfall Mitigations Illustrated in the Operational

Scenarios

Appendix D Future NextGen Capabilities Associated with E-IDS

Appendix E Acronyms and Operational Definitions ix

List of Figures Figure 1. ATM Service Providers and Enterprise-Level Information Exchanges with NAS

Users in the 2021 Timeframe

Figure 2. Operational Concept Hierarchy for E-IDS Figure 3. Operational View Prior to the E-IDS Timeframe Figure 4. Legacy IDSs, Facility Types, and Positions by Operation Figure 5. Characterization of IDS Users in the ARTCCs Figure 6. Characterization of IDS Users in the TRACONs and Towers

Figure 7. ESIS Displays and Controller Workstation ERIDS Displays in an Operational

Area of an ARTCC Figure 8. ESIS Display and Controller Workstation ACE-IDS Displays in an Operational

Area of a TRACON Figure 9. E-IDS Operational View

Figure 10. E-IDS Capability Types

Figure 11. ESIS Displays and Controller Workstation E-IDS Displays in an Operational

Area of an ARTCC Figure 12. ESIS Display and Controller Workstation E-IDS Displays in an Operational

Area of a TRACON Figure 13. PHNL BOOKE 8 Arrival

Figure 14. SEP Runway 14 Approach Figure 15. IAH DRLLR North Playbook Figure 16. Sample of a UAS COA Summary

Figure 17. Sample Format for a UAS Mission Statement x

List of Tables Table 1. Summary of the Operational and Support Personnel and the Legacy IDSs to be

Replaced in the FAA Facilities

Table 2. Summary of the Scope for the E-IDS Concept of Operations Table 3. Summary of Key Shortfalls and Related Sections by Problem Area Table 4. Key E-IDS Concept Elements Table 5. FTI Infrastructure Interfaces with Legacy IDSs Table 6. Assumptions for the E-IDS Concept of Operations

Table 7. Concept Constraints for the E-IDS Concept of Operations Table 8. SWIM Services Table 9. Summary of IDS Shortfalls among the ATM Service Provider Positions in FAA

Facilities Table 10. Operational Scenarios Illustrating E-IDS Shortfall Mitigations

Table 11. E-IDS Capabilities Associated with NextGen Operational Improvements and

Increments in the Bravo Timeframe

1 Introduction and Scope In the current National Airspace System (NAS), diverse Information Display Systems (IDSs) are used operationally in Federal Aviation Administration (FAA) facilities, including en route Air

Route Traffic Control Centers (ARTCCs), Terminal Radar Approach Control Facilities

(TRACONs), and Airport Traffic Control Towers (ATCTs). These IDSs provide access to supplemental information from numerous sources to augment the information available on the

Air Traffic Management (ATM) service provider’s1 primary display. External entities

(e.g., Department of Defense [DoD], airlines) also own and interface with these FAA IDSs.

Development of this concept of operations for an Enterprise IDS (E-IDS) is based on site visits and comprehensive, structured shortfall analyses conducted in both the en route and terminal

(i.e., TRACON and Tower) domains. IDS users and subject matter experts were interviewed and needs were examined in relation to the accessibility, usability, and relevancy of information displayed to the users. For each domain, these analyses identified shortfalls and a concept for using the IDS in the current operational environments, as well as their expected use in the future operational environments for the Next Generation Air Transportation System (NextGen) Bravo timeframe (2016–2020).

1.1 Background

The FAA is advancing a number of transformational programs to support the implementation of capabilities for the NextGen concept of operations [1]. NextGen introduces a broad and robust set of new operational, automation-based capabilities and procedures that will transform the

NAS and will provide greater efficiencies, flexibilities, and benefits to NAS users and the FAA’s

ATM service providers. To realize this NextGen concept for the mid-term timeframe (through

2020), the NextGen capabilities are assigned to Alpha (2010–2015), Bravo (2016–2020), and

Charlie (2021–2025) segments and beyond the 2025 timeframe [2]. Figure 1 depicts the ATM service provider and enterprise-level information exchanges planned for the post-2020 timeframe.

Advancements in technology and information services are having a profound impact on situational awareness and the way aeronautical information is exchanged and updated. These advancements offer the opportunity to modernize the way FAA ATM service providers use the

IDSs to display and aggregate information. The purpose of IDSs is to provide supplemental information that complements but does not unnecessarily duplicate information presented on the users’ primary (e.g., radar) displays. Information displayed consists of textual, graphical, and any combination of contextual information (e.g., overlays of correlated data), such as approach charts combined with Notices to Airmen (NOTAMs) or approach charts combined with weather information, that are needed to support controller-to-pilot flight operations.

Introducing an enterprise-level platform will leverage NextGen capabilities and provide secure, timely, and accurate information to all ATM service providers. Incorporating new technology will improve the safety of the NAS and the efficiency of flight-specific Air Traffic Control

(ATC) operations by providing faster access to specific information on the display, as well as a common platform for training and logistics.

1 In this document, the term “ATM service providers” refers to all the FAA personnel who support Traffic Flow Management

(TFM) and Air Traffic Control (ATC) operations throughout the NAS, including operational and support personnel who use

IDSs and other capabilities.

Figure 1. ATM Service Providers and Enterprise-Level Information Exchanges with NAS Users in the 2021 Timeframe

The E-IDS concept is envisioned to replace five diverse models of IDSs and the just under 5,000

IDS workstations that are currently in use. The two fundamental limitations of current IDSs are

(1) their reliance on obsolete technology and interfaces, and (2) their facility-centric, inefficient data organization and manual update methods. These limitations make it cumbersome for IDS users to search, retrieve, and display information, and add to the workloads of the controllers who use the IDSs and the en route Data Managers and terminal System Administrators

(DM/SAs) who maintain them. Finally, because each IDS model is separate and facility-bound, there is no over-arching data backup or data migration and reconstitution capability; in short, provisions for continuity of operations (i.e., resiliency) do not exist.

In the NAS, ATM service providers rely on various sources of information to perform their tasks. Although operational personnel need some types of information that are dynamic and available in real time on their primary displays, they often need other types of information that are not available on their primary displays to assist them in managing different operational situations. Some of this information is dynamic (e.g., wind, NOTAMs that notify controllers and pilots of changes in the status of airports and associated equipment), and some is essentially static because it changes infrequently (e.g., FAA orders, including Standard Operating

Procedures [SOPs] and Letters of Agreement [LOAs], aircraft characteristics). These additional sources of information are provided through the IDSs.

The following types of FAA facilities either use existing (legacy) IDSs or require IDS support:

• Operational facilities o Air Traffic Control System Command Center (ATCSCC) o ARTCCs o TRACONs and Towers (i.e., ATCTs, FAA-owned Contract Towers [FCTs])2 o Combined Center Radar Approach Controls (CERAPs) o FAA Flight Service Stations (FSSs)3

• Test and training facilities o FAA Academy at the Mike Monroney Aeronautical Center o William J. Hughes Technical Center (WJHTC)

The existence of the multiple, diverse IDSs in these facilities creates an inefficiency of activities needed to sustain five systems at approximately 500 locations. As an enterprise, E-IDS will enable the display of unique information at many ATM service provider positions regardless of location. It will offer opportunities to integrate management activities; simplify user search, access, and display of information; reduce controller and DM/SA workloads; and support replication of data and continuity of business operations. Replacement of the slow, aging processors and improved software will significantly increase the speed of information search and retrieval by users. Modern, versatile hardware and software will enable integration of new interfaces. Centralizing database organization, using automation for data updates, and creating a uniform level of knowledge-based expertise among DM/SAs in the E-IDS community will improve performance.

Key advantages of E-IDS will be the ability to combine multiple program management functions into one common support structure, modernize and update IDS connectivity and access to NAS data, and provide IDS resiliency across the NAS. The by-product of this ability will be the assurance of common situational awareness among E-IDS users by virtue of having access to the same authoritative information for display and for exchange with other E-IDS users.

1.2 E-IDS Users

This document describes the concept of operations for E-IDS that is planned for the 2021 timeframe. The concept for E-IDS is to replace the five legacy IDSs in use today with E-IDS for use by many types of ATM service providers in eight types of facilities.4 E-IDS will also be available for use by personnel who do not currently have direct access to legacy IDSs at their

2 ATCTs and FCTs are referred to as Towers in this document. FAA Towers are located at major airports, and non-FAA contract Towers are located at smaller airports that operate under visual flight rules (VFR).

3 The FAA manages the Automated FSSs in Alaska, and multiple vendors provide flight services in the contiguous United States

(CONUS), Puerto Rico, and Hawaii. FAA FSSs have the Operational and Supportability Implementation System (OASIS), which will remain operational and will not be replaced by E-IDS. In the future, if E-IDS is deployed to the FAA FSSs, it will be in addition to OASIS.

4 E-IDS may also be available for use by Air Traffic Security Coordinators at different locations (e.g., FAA Headquarters, several Air Force Bases).

positions (e.g., Flight Service Specialists, oceanic controllers who use the IDS at en route positions). Table 1 identifies the operational and support personnel who will have access to

E-IDS in the different facility types, and the legacy IDSs to be replaced by E-IDS (where applicable).

Table 1. Summary of the Operational and Support Personnel and the

Legacy IDSs to be Replaced in the FAA Facilities

Activities Operational Personnel Support Personnel Legacy IDSs to be Replaced

ATCSCC

• Exercises command, control, and oversight of air traffic activity throughout the

NAS,5

producing a safe, orderly, and expeditious flow of traffic while minimizing delays [3]

• Balances air traffic demand with system capacity

• ATCSCC Facility Manager

• ATCSCC traffic managers with national and international roles o National Operations Manager

(NOM)

o National Traffic Management

Officers (NTMOs) o National Traffic Management

Specialists (NTMSs)

• ATCSCC Meteorologist, Weather

Coordinator, and Weather Specialist

• ATCSCC Military Operations

Specialist (MOS)

• ATCSCC Operations Security personnel

• Technical

Operations (Tech

Ops) personnel

(i.e., Airway

Transportation

Systems

Specialists) perform system maintenance functions on the

IDSs (and other equipment)

N/A

ARTCCs

• Manage and control aircraft in the en route phase of flight to move aircraft safely and efficiently for:6 o Domestic airspace receiving departure traffic from and delivering arrival traffic to

• ARTCC Facility Manager

• ARTCC traffic managers7 [3] o Traffic Management Officer

(TMO)

o Supervisory Traffic

Management Coordinators

(STMCs) o Traffic Management

Coordinators (TMCs)

• ARTCC Operations Manager (OM)

• ARTCC Front Line Managers

(FLMs)

• En route Data

Managers, who have extensive operational knowledge

(e.g., former controllers), tailor the information to meet the needs of each position

• Tech Ops personnel perform system maintenance functions on the

IDSs

• En Route

Information

Display

System

(ERIDS)10

• Alaska

Automated

Information

Display

(AAID)

5 NAS air traffic activity includes civil and military flights in domestic and oceanic airspace.

6 ARTCCs can also provide departure and arrival services for airports without staffed Towers.

7 TFM personnel monitor and balance traffic flows within their areas of responsibility in accordance with traffic management directives.

10 For the Oakland ARTCC (ZOA) and the New York ARTCC (ZNY), ERIDS displays are only available at en route positions;

they are not available at the oceanic positions.

Activities Operational Personnel Support Personnel Legacy IDSs to be Replaced

TRACON

facilities o Oceanic airspace

• ARTCC Certified Professional

Controllers (CPCs)8 for en route9 and oceanic sectors, including the en route Flight Data (FD) position

• ARTCC Meteorologist, Weather

Coordinator, and Weather Specialist in the Center Weather Service Unit

(CWSU)

• ARTCC MOS

• ARTCC Operations Security personnel

• Service

Operations Center

(SOC) personnel perform maintenance control for equipment and software systems in ARTCCs, as well as for those that interface with the facility

TRACONs and Towers (ATCTs and FCTs)

• TRACONs manage and control traffic in the departure, descent, and approach phases of flight to move aircraft safely and efficiently

• Towers control all aircraft taxiing, taking off, and landing at airports to move aircraft safely and efficiently on the ground

• Terminal Facility Manager

• Terminal traffic managers – TMO, STMCs, and TMCs for some

TRACONs and Towers

• Terminal OM in large TRACONs and Towers

• Terminal FLMs

• Terminal CPCs for the various

TRACON sectors and Tower positions, including the terminal

Flight Data/Clearance Delivery position

• Terminal System

Administrators,11 who have extensive operational knowledge, tailor the information to meet the needs for each position

• Tech Ops personnel in the larger TRACONs perform system maintenance functions on the

IDSs

• IDS Model 4

(IDS-4)

• Automated

Surface

Observing

System

(ASOS)

Controller

Equipment-

Information

Display

System (ACE-

IDS)

• NAS

Information

Display

System

(NIDS)

8 CPCs are operational personnel whose primary duty is the separation and control of live air traffic. This document distinguishes among different types of controller positions as needed to describe their use of IDSs.

9 In this document, en route refers to sectors or controllers for domestic airspace, and oceanic refers to sectors or controllers for oceanic airspace.

11 The en route Data Manager and the terminal System Administrator perform the same tasks, but the tasks are differentiated by domain.

Activities Operational Personnel Support Personnel Legacy IDSs to be Replaced

CERAPs

• Provide terminal and en route operations for airspace outside the contiguous

United States

(CONUS)

(i.e., a cross between an

ARTCC and a

TRACON, such as San Juan)

• CERAP Facility Manager

• CERAP traffic managers – TMO, STMCs, and TMCs

• CERAP OM

• CERAP FLMs

• CERAP CPCs for terminal and en route positions

• CERAP Meteorologist, Weather

Coordinator, and Weather Specialist in the CWSU

• Terminal System

Administrators, who have extensive operational knowledge, tailor the information to meet the needs for each position

• Tech Ops personnel perform system maintenance functions on the

IDSs

• IDS-4 (San

Juan)

• ACE-IDS

(Honolulu, Guam)

FAA FSSs (Alaska)

• Provide flight planning, advisory, operations, and search and rescue coordination services for the general aviation community

(pilots)

• Flight Service Supervisors

• Flight Service Specialists, including the Flight Service Data position

N/A N/A

FAA Academy12

• Provides IDS training services for Tech Ops personnel

N/A • Tech Ops personnel

• NIDS

WJHTC13

• Provides second-level hardware and software engineering support to NAS facilities

• Controllers for test and training • Second-Level

Engineering

(SLE) personnel

• ERIDS

• NIDS

12 The legacy IDSs at the FAA Academy will be retained until the E-IDS deployment is complete and the legacy IDSs have been retired.

13 The legacy IDSs at WJHTC will be retained until the E-IDS deployment is complete and the legacy IDSs have been retired.

In the ATCSCC, ARTCCs, TRACONs, Towers, and CERAPs, the Facility Manager may use

E-IDS to view supplemental information for high-level situational awareness, and the other operational personnel will use E-IDS to view or enter information as needed for their tasks. The lines of authority for Traffic Flow Management (TFM) and ATC operations are as follows [3]:

• TFM

o ATCSCC – the NOM provides general supervision for the NTMOs, who provide general supervision for their assigned NTMSs.

o ARTCCs – the TMO provides general supervision for the STMCs, who provide general supervision for their assigned TMCs.

• ATC – the OM provides general supervision for the FLMs, who provide general supervision for their assigned controllers.

All of these personnel will use E-IDS, with the supervisors using E-IDS to support their roles in providing oversight.

1.3 Identification and Scope

As shown in Figure 2, the E-IDS concept of operations described in this document is identified as a Solution Concept (Concept Level 4) in the Operational Concept Hierarchy [4]. The E-IDS concept of operations maps to the Enterprise Concept (Concept Level 1) entitled NextGen Mid-

Term Concept of Operations for the National Airspace System [1] and to the Solution Concept for Aeronautical Information Management Modernization (AIMM) Segment 2 [5].

Table 2 identifies the scope of the E-IDS concept of operations with the FAA facilities that will receive E-IDS (i.e., to replace legacy IDSs or to provide an IDS), the E-IDS users by domain, and the legacy IDSs that E-IDS will replace.

Figure 2. Operational Concept Hierarchy for E-IDS

Table 2. Summary of the Scope for the E-IDS Concept of Operations

E-IDS In Scope Out of Scope

FAA facilities that will receive

E-IDS

• ATCSCC

• ARTCCs (en route and oceanic operations)

• TRACONs

• Towers (ATCTs and FCTs)

• CERAPs (Honolulu,14 San Juan, and Guam)

• FAA FSSs (Alaska)

• FAA Academy

• WJHTC

• Non-FAA contract Towers

• Non-FAA FSSs

• NAS user facilities, such as Flight

Operations Centers (FOCs) and

Airport Management Offices

• National Weather Service (NWS) facilities

• Military locations

E-IDS users by domain

• Operational personnel o Facility Managers o TFM personnel

▪ NOM, NTMOs, and NTMSs

▪ TMO, STMCs, and TMCs o ATC personnel

▪ OM

▪ FLMs

▪ CPCs o Flight Service personnel

▪ Flight Service Supervisors

▪ Flight Service Specialists o Weather personnel

▪ Meteorologists

▪ Weather Coordinators

▪ Weather Specialists o MOSs o Operations Security personnel

• Support personnel o Data Managers (en route) o System Administrators (terminal) o Tech Ops personnel o SOC personnel o SLE personnel

• NAS users (including military users)

14 In this document, Honolulu CERAP refers to the Honolulu Control Facility (HCF), which also includes the Honolulu Tower.

E-IDS In Scope Out of Scope

Legacy IDSs that

E-IDS will replace15

• ARTCCs o ERIDS o AAID

• TRACONs and Towers o IDS-4 o ACE-IDS o NIDS

• CERAPs o IDS-4 o ACE-IDS

• FAA Academy o NIDS

• WJHTC

o ERIDS o NIDS

• Operational Information System

(OIS)

• Weather and Radar Processor

(WARP) monitor

A segmentation strategy for system development and deployment is expected to address End of

Life (EOL) issues for ERIDS, IDS-4, and NIDS within budget constraints. It will also align

E-IDS acquisition with service delivery schedules for interfacing programs, namely AIMM, Common Support Services – Weather (CSS-Wx), NextGen Weather Processor (NWP), and

System Wide Information Management (SWIM).

1.4 Problem Statement

The age, diversity, and functionality of the legacy IDSs account for nine key operational shortfalls. These shortfalls were identified through comprehensive analyses conducted for the use of IDSs [6-11] 16 by controllers in the en route and terminal (i.e., TRACON and Tower) domains, and by traffic managers and FLMs. These analyses describe specific aspects of each legacy IDS that cause problems with respect to use in the current (“As-Is”) operational environments, as well as for accommodating the future planned operations, NAS infrastructure, and information products expected in the future (“To-Be”) NextGen Bravo timeframe (2016–2020). The nine key shortfalls that have been identified as remaining in the timeframe prior to E-IDS fall into three problem areas, as shown in Table 3. The table includes references to related sections in this document that provide detailed shortfall descriptions.

15 The legacy IDSs at the FAA Academy and WJHTC will be retained until the E-IDS deployment is complete and the legacy

IDSs have been retired.

16 Because these shortfalls resulted from an enterprise-wide analysis, some apply to en route IDSs, some apply to terminal IDSs, and some apply to both en route and terminal IDSs.

Table 3. Summary of Key Shortfalls and Related Sections by Problem Area

Shortfall Related Shortfall

Sections

Problem Area 1: Inefficiencies of sustainment and replacement management activities

1.1 Inefficiencies in processes and excess cost to replace separate system baselines Section 3.1

1.2 Inefficiencies and difficulties of hardware and software sustainment (maintenance, repair, and software fixes) and Technology Refresh (Tech Refresh) (enhancements and upgrades) for multiple systems

1.3 Inefficiencies of site preparation and deployment, and management oversight

1.4 Inefficiencies and inconsistencies in training (Tech Ops, users, DM/SAs), logistics, and SLE support

Problem Area 2: Limited ability to support continuity of operations and capitalize on NextGen capabilities

2.1 Limited ability to support continuity of operations (e.g., ability to reconstitute and migrate parts of the database to any location)

Section 3.2

2.2 Limited ability to capitalize on NextGen capabilities (e.g., modernize obsolete interfaces to obtain new products including weather, aeronautical, and flow data delivered by SWIM)

Problem Area 3: Inefficient data access and management

3.1 Slow processing speed (e.g., slow searches and retrievals) and limited access to information diminish user performance

Section 3.3

3.2 Inefficient database design and maintenance increases DM/SA workload

3.3 Currency of data may be questionable (e.g., if updates are not timely)

1.5 Concept Overview

The summaries of shortfall mitigations, expected benefits, and concept elements in this section provide an overview of the E-IDS concept.

1.5.1 Summary of Shortfall Mitigations

E-IDS will mitigate the nine key shortfalls described in three problem areas as described below.

Problem Area 1: Inefficiencies of sustainment and replacement management activities

1.1 Costs to replace separate system baselines will be offset by combining replacement of different IDS models into a single, NAS-wide IDS program.

1.2 Hardware and software sustainment (maintenance, repair, and software fixes) and

Tech Refresh (enhancements and upgrades) will be simplified and streamlined when one change to the system addresses improvements to all IDSs. It will be less expensive to purchase or build one all-encompassing platform, instead of many divergent types of systems with different hardware and software compatibilities.

1.3 Site preparation and deployment, and management oversight will be simplified when interfaces and specifications are common among all IDSs. Deployment can be planned more efficiently based on facility need through a single E-IDS Capital Investment Plan line availability of funds.

1.4 Training (Tech Ops, users, DM/SAs), logistics, and SLE support development costs will be reduced when all users train on a single system. Retraining time can also be reduced when moving between facilities. Logistics and SLE support will be more efficient when all support is provided for a single system. Tasks like IDS page design that are specific to local needs will be accomplished more efficiently by DM/SAs who do this work on a regular basis.

Problem Area 2: Limited ability to support continuity of operations and capitalize on NextGen capabilities

2.1 Resiliency (e.g., the ability to support continuity of operations by reconstituting a database and migrating it to any location) will be supported for the first time by an

IDS. Unlike legacy IDSs, E-IDS will be able to present all required position information at any E-IDS display in any facility.

2.2 Obsolete systems and interfaces that cannot be integrated or enhanced will be replaced to enable the retrieval and display of information provided by new technologies and

NextGen capabilities.

Problem Area 3: Inefficient data access and management

3.1 Processing speed and user performance (e.g., related to searches and retrievals) will be improved to reduce the time and effort required to access information (e.g., by automatically accessing and filtering dynamic data and improving the data navigation design).

3.2 Database design and maintenance will be improved to decrease the DM/SA workload associated with multiple, manual inputs of information.

3.3 The currency of data will be improved through both the timeliness of manually entered data and the manual removal of expired (i.e., outdated) data.

1.5.2 Summary of Expected Benefits

The shortfall mitigations for E-IDS are expected to provide the following benefits:

• Increased ATM service provider productivity – It is expected that NAS airspace complexity and ATM service provider workload will increase in the future. E-IDS will help mitigate related issues by (1) facilitating ATM service provider access to more and different types of supplemental information so they can focus on key tasks and manage more aircraft, and (2) reducing the associated costs of enhanced information access. The availability of common, authoritative, and thoughtfully integrated sources of information across the enterprise will improve common situational awareness and decision-making efficiency. Cost-related benefits of using the common E-IDS framework across domains will include fewer unique implementations, easier maintenance, and more opportunities to share infrastructure for cross-domain training purposes.

• Increased NAS user efficiency – The benefit of quicker access to traffic flow-related information updates via E-IDS will allow the ATM service providers more time to collaborate with other stakeholders (e.g., flight crews, traffic managers) to plan and incorporate flow initiatives. The additional benefit of having upstream information on airports and weather earlier in the flight will allow controllers and flight crews more time to develop and tailor arrival plans.

• Increased safety – Controllers will spend less time searching, retrieving, and mentally integrating supplemental information from E-IDS (e.g., by automatically accessing and filtering dynamic data and improving the data navigation design), which will enable them to spend more time on their primary tasks and take a more proactive safety posture that promotes more strategic resolution of predicted conflicts (e.g., earlier intervention). The chance of input errors and miscommunication will be reduced through the visual verification of terminal SAA status updates using E-IDS. E-IDS will also have improved maintainability and availability, and will improve NAS resiliency during contingency operations.

1.5.3 Summary of Concept Elements

As defined for the NAS NextGen Concept Maturity Framework [12], a concept element is identified through an operational decomposition of a concept. Each concept element is a unique, essential, non-overlapping component. The set of concept elements, when taken together, describe the concept. A concept element may be supported by automation or technology capabilities. Table 4 summarizes the key E-IDS concept elements.

Table 4. Key E-IDS Concept Elements

Concept Element Description

1. Modernization and consolidation of aging, disparate programs

Combines five different programs and their associated support structures into one common platform.

2. Common authoritative information sources for

ATM service providers

ATM service providers across the NAS have access to information from common authoritative information sources that complements but does not duplicate information presented on the primary displays at their positions. Personnel in

TFM and ATC positions in the ATCSCC, ARTCCs, TRACONs and Towers, CERAPs, and FAA FSSs have access to these common information sources.

3. Enterprise environment An enterprise environment leverages information services (e.g., CSS-Wx).

4. Integrated information Textual, graphical, and any combination of contextual information (e.g., overlays of correlated data such as for approach charts and NOTAMs) are integrated and available as needed to support operations.

5. Information manipulation, entry, and sharing

Operational personnel have the ability to search and filter information, enter some types of information into E-IDS to exchange it with other operational personnel

(e.g., Pilot Reports [PIREPs], Air Reports [AIREPs] with significant weather information, airport conditions), and share information by sending a message or sharing screens.

6. Configurable workstations

DM/SAs in the facilities configure E-IDS to meet the entry and display needs of specific positions. In addition, E-IDS fulfills an emerging need to provide reconstitution and replication of information to support the continuity of operations NAS-wide.

2 Expected Operations and Capabilities Prior to the E-IDS Timeframe

This section describes IDS operations and the supporting infrastructure as expected for the timeframe prior to the E-IDS Initial Operating Capability (IOC) (prior to 2021). The operational view for this timeframe is shown in Figure 3 with layers that represent the following:

• NAS-wide Air Traffic Services – This first (top) layer in the figure shows the different

IDS user positions (e.g., traffic managers) at the various FAA facilities (e.g., ATCSCC).

• IDSs – This second layer shows the specific legacy IDSs (refer to Section 2.2.1) that are accessed by the IDS users in the top layer to view supplemental information:

o ERIDS to support en route operations in the CONUS ARTCCs and AAID to support en route operations in the Anchorage ARTCC (ZAN).

o IDS-4, ACE-IDS, and NIDS to support terminal operations in TRACONs, Towers, and CERAPs. NIDS also supports training at the FAA Academy, and ERIDS and

NIDS are available for test and training at WJHTC.

• Federal Telecommunications Infrastructure (FTI) Infrastructure Interfaces – This next layer down illustrates some of the many different interfaces (refer to Section 2.2.2) that provide data for use by the legacy IDSs (without direct access to SWIM).

• FTI Internet Protocol (IP) Backbone and Local Point-to-Point (PTP) Interfaces – This bottom layer illustrates the legacy infrastructure and local PTP interfaces.

Generally, information flows up and down in the figure, from layer to layer. The different IDS users’ systems in the second layer down access the data available through the interfaces in the third layer to present the information to the users in the first layer. Some of the information entered into the IDSs by the users is provided to these interfaces.

Figure 3. Operational View Prior to the E-IDS Timeframe

2.1 Operations

FAA personnel provide ATM services for NAS users, including FOC personnel (e.g., those supporting air carrier operations, flight crews). FAA operational personnel have different primary displays to support their tasks, and access supplemental information using various IDSs.

FAA operational and support personnel access the IDSs shown in Figure 4 to support their operations as described below. 17

2.1.1 TFM in the ATCSCC, ARTCCs, TRACONs, and Towers

TFM service providers perform long-range strategic flow planning in collaboration with the NAS users to ensure that airspace and airports do not become overloaded. They also ensure smooth traffic flows into and out of airports, as well as through en route airspace. Traffic managers accomplish these tasks by balancing predicted demand with predicted capacity for NAS resources (e.g., sectors, airports). Traffic managers identify when congestion risk (e.g., the impact of severe weather on a NAS resource) is expected to exceed an acceptable level. When necessary, traffic managers identify the flights involved in the congestion and create Traffic

Management Initiatives (TMIs) needed to avoid potential airspace and/or airport gridlock. These

TMIs can include ground delays, mile-in-trail (MIT) constraints,18 flight-specific reroutes, time-based metering constraints, and other programs.

Traffic managers use primary TFM systems such as the following to accomplish these tasks:

• Traffic Flow Management System (TFMS) – evaluate demand and capacity of NAS resources and develop TMIs, such as reroutes for pre-departure and airborne aircraft.

• Time-Based Flow Management (TBFM) – develop and distribute time-based metering constraints for pre-departure aircraft (controlled departure time constraints) and airborne aircraft (metering constraints).

In addition to these primary TFM systems, TFM operational personnel access IDSs as described below.

National Personnel in the ATCSCC

The NTMSs at the ATCSCC perform long-range strategic flow planning in collaboration with

TMCs located at multiple ARTCCs, TRACONs, and Towers, as well as with the NAS users involved with planning and coordinating flights. They lead the effort to resolve congestion risks that have significant impact on the NAS (e.g., extended airport or en route congestion). NTMSs monitor the status of the NAS, such as weather impacts, airport closures, and delays, and develop

TMIs, such as Ground Delay Programs and Ground Stops. NTMSs view the Enhanced Status

Information System (ESIS) for TFMS information, and contact service providers in ARTCCs, TRACONs, and Towers for local information. To facilitate their understanding of NAS constraints and to support TMI development, NTMSs review national and local field facility charts and procedural documents that are accessed via OIS, on paper, or as verbally described by field facility TMCs. NTMSs obtain airspace and equipment status information that is local to

ARTCCs, TRACONs, and Towers from phone conversations with these facilities’ TMCs.

NTMSs also access International Civil Aviation Organization (ICAO) documents as needed to

17 This figure shows the IDS users and their IDSs (the primary systems are not shown). Except for limited connectivity between domain IDSs, the different IDSs do not interface with each another.

18 In this document, the term “constraint” refers to specific TFM restrictions to be implemented by controllers.

coordinate with other Flight Information Regions (FIRs). An NTMO provides supervisory oversight for several NTMSs, each of whom is assigned a specific geographical region.

Figure 4. Legacy IDSs, Facility Types, and Positions by Operation

En Route and Oceanic Personnel in the ARTCCs

The TMCs in the ARTCCs support long-range strategic flow planning initiated by the NTMSs at the ATCSCC, and then communicate the TMIs resulting from the collaboration efforts to the

ARTCC FLMs and the controllers for implementation. The ARTCC TMCs ensure smooth flows into and out of airports, and ensure that departing flights will be able to join en route flows. They also resolve moderate en route congestion within their ARTCCs, and communicate any resulting

TMIs to the ARTCC FLMs and controllers for implementation. The ARTCC TMCs enter TMIs into TFMS and then use ESIS to share the TFMS information with other operational personnel in the ARTCC (TMCs also communicate TMIs verbally with the FLMs). The ARTCC TMCs rely on several sources of data, including ESIS for TFMS information and ERIDS for supplemental information. The TMCs in the ARTCCs that border the ocean also coordinate and publish daily tracks for oceanic routes that are made available to operational personnel in those ARTCCs (and in the CERAPs) on paper. An STMC provides supervisory oversight for several TMCs.

Terminal Personnel in the TRACONs and Towers

The TMCs in the TRACONs and Towers19 provide the NTMSs at the ATCSCC with information for long-range strategic flow planning. The TRACON TMCs assimilate information such as airport and airspace capacity information from different sources. The TRACON and Tower

TMCs filter and communicate TMIs to the TRACON and Tower FLMs and the controllers for implementation, and ensure smooth flows into and out of airports. Some TMCs in larger

TRACONs enter TMIs into TFMS and then use ESIS to share the TFM information with other operational personnel in the TRACON. This information can include Flight Schedule Monitor, Traffic Situation Display (TSD), and National Traffic Management Log (NTML) information.

TMCs in TRACONs and Towers also access terminal IDSs to enter and display TFM information (e.g., TMIs), and to filter and display other supplemental information

(e.g., NOTAMs, PIREPs). An STMC provides supervisory oversight for several TMCs.

2.1.2 En Route and Oceanic ATC in the ARTCCs

Figure 5 summarizes how ATM service providers in the ARTCCs enter and/or use information in the IDS. The Data Manager, TMCs, FLMs, and controllers enter information into the IDSs, and the TMCs, FLMs, controllers, and other service providers use IDS information.

Figure 5. Characterization of IDS Users in the ARTCCs

En Route Personnel

The en route controllers in the ARTCCs predict and resolve aircraft-to-aircraft and aircraft-to-

Special Activity Airspace (SAA) conflicts in domestic airspace to ensure safe operations, and implement TMIs such as airborne reroutes, MIT constraints, and metering constraints. En route controllers use En Route Automation Modernization (ERAM) as the primary en route ATC system to accomplish most of these tasks within CONUS, along with TBFM metering constraints that are presented on the controller’s primary display.

In addition to ERAM, the en route ATC operational personnel use the following IDSs to access supplemental information:

• ESIS – displays real-time, high-level traffic and TFM information.

19 Some TRACONs and Towers do not have TMCs.

• ERIDS – displays static and dynamic ATC supplemental information.

Although en route personnel have electronic access, for example, to the ERAM operator’s manual through ERIDS, the manual is formatted as a Portable Document Format (PDF) file, which is scrollable but not searchable.

The FLM in each Area of Specialization (Area) is responsible for displaying information that is relevant to the Area on the two large ESIS displays that are located in the Area. This information typically includes TMIs received via TFMS. The FLMs may also display TSD information, such as a graphical depiction of traffic flows into certain airports, required spacing to selected airports, military activity, and equipment outages. The en route controllers view the information presented on the ESIS displays located in the Area for situational awareness of TMIs, including TMIs that are specific to their sectors, and for traffic flows into certain airports. In addition, en route controllers view high-level weather information on a separate WARP monitor that is located in each Area.

The en route controllers use the dedicated ERIDS displays at their sectors to view NOTAMs that apply to their sectors and to reference supplemental information, such as SOPs, LOAs, and aircraft performance characteristics by aircraft type. In some locations, ERIDS is also used to enter PIREPs and send them to the meteorologist in the CWSU, rather than calling the meteorologist on the telephone or coordinating with the meteorologist (directly or through the

FLM). The meteorologist then checks the PIREPs before re-entering them into a national database for distribution. The different types of information provided by ERIDS are not necessarily integrated. In addition, they cannot be viewed simultaneously, overlaid with other information, searched efficiently, or manipulated efficiently. The FLM in each Area uses ERIDS for cases where a controller requires assistance obtaining information.

Oceanic Personnel

The oceanic controllers located in ZAN, the Oakland ARTCC (ZOA), and the New York

ARTCC (ZNY) use the Advanced Technology and Oceanic Procedures (ATOP) automation as the primary oceanic ATC system to accomplish their tasks. Although they have electronic access to the ATOP operator’s manual, it is not searchable.

The oceanic controllers in ZOA and ZNY use ESIS and ERIDS, even though they do not have dedicated ERIDS displays at their positions. When oceanic controllers need to use ERIDS to enter PIREPs or AIREPs with significant weather information,20 or access supplemental information (e.g., important operational briefing information that describes new procedures), they must walk over to a nearby ERAM en route position (i.e., stretch their headset cords) to use

ERIDS. The oceanic controllers must coordinate their use of ERIDS with the controller(s) at that position. In the event that oceanic controllers cannot walk over to ERIDS, they may coordinate with the FLM to enter or retrieve information from ERIDS, or in the case of entering a PIREP or

AIREP, they may call the meteorologist in the CWSU to communicate it verbally. In ZAN and

ZNY, oceanic controllers use paper copies of NOTAMs.

Support Personnel

A Data Manager at each ARTCC manually enters and maintains the static data that is contained in ERIDS, and defines filter criteria for data in ERIDS (e.g., for NOTAMs). The Data Manager’s

20 Oceanic controllers receive electronic PIREPs (from pilots) and AIREPs with significant weather information (from aircraft).

This document refers to AIREPs with significant weather information (other AIREPs are automatically processed by ATOP and are not presented to the controller).

responsibilities and the data management protocols vary among the different ARTCCs. The Tech

Ops personnel at each ARTCC maintain the ESIS and ERIDS hardware. The Tech Ops personnel perform maintenance for ERIDS and have access to ERIDS to support their work

(e.g., to access electronic versions of maintenance manuals).

2.1.3 Terminal ATC in the TRACONs and Towers

Terminal Personnel

The terminal controllers are responsible for providing arrival, departure, and overflight separation services and information through their airspace. In the terminal ATC environment, FLMs and controllers use a large ESIS display in some of the larger TRACONs, and access supplemental information by utilizing various versions of terminal IDSs, including IDS-4, ACE-IDS, and NIDS. The terminal FLM and controllers use information about weather, NOTAMs, Automated Terminal Information service (ATIS) codes, runways in use, approach charts, checklists (e.g., position relief), SOPs, LOAs, and other reference information (refer to

Figure 6). Because the terminal IDSs do not have a direct digital source of information, all data updates require human intervention (e.g., terminal FLMs need to go to their desks to filter

NOTAMs and enter PIREPs that controllers communicate to them either verbally or in writing).

Although some of these types of information need to be searched, manipulated, and viewed simultaneously, these actions are not supported in all of the terminal IDSs.

Figure 6. Characterization of IDS Users in the TRACONs and Towers

Other types of information that the terminal controllers access via the various terminal IDSs include, but are not limited to, information from the following:

• Runway Visual Range (RVR) – real-time RVR information.

• Digital Altimeter Setting Indicator (DASI) – real-time altimeter settings.

• Low Level Windshear Alert System (LLWAS), Terminal Doppler Weather Radar

(TDWR) Ribbon Display, and Integrated Terminal Weather System (ITWS) Ribbon

Display – real-time wind and wind shear information.

• Flight Data Input/Output (FDIO) – General Information (GI) messages.

• ASOS – periodic weather observation updates.

• Automated Weather Information Processing System (AWIPS) from NWS – automated weather reports from airports in and around TRACON airspace.

The terminal FLMs enter into ESIS the TMIs that apply to the Area and are received verbally from the TRACON TMC. Terminal FLMs or other positions (e.g., FD) enter PIREPs into the terminal IDS and into another system for distribution. Although terminal controllers may have electronic access to the Standard Terminal Automation Replacement System (STARS) operator’s manual, it is not searchable.

Support Personnel

A System Administrator at Towers and TRACONs manually enters and maintains most of the static data that is contained in the terminal IDSs. For the older terminal IDSs (IDS-4 and

ACE-IDS), the System Administrator converts modern or common document formats to formats accepted by the IDS. The System Administrator’s responsibilities and the data management protocols vary among the TRACONs.