Ref.

Ares(2020)2543677 - 14/05/2020
EXPLORATORY RESEARCH

ENVISION D2.1
Operational and Safety
Requirements
Deliverable ID: D2.1
Dissemination Level: PU
Project Acronym: ENVISION
Grant: 783270
Call: H2020-SESAR-2016-2
Topic: SESAR-ER3-05-2016
Consortium Coordinator: ALTYS
Edition date: September 2019
Edition: 00.02.00
Template Edition: 02.00.01

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Authoring & Approval

Authors of the document

Name/Beneficiary Position/Title Date
Stephane Dubuisson / Project Member September 2019
EUROCONTROL
Roger Lane / EUROCONTROL Project Member September 2019
Mohamed Ellejmi / EUROCONTROL Project Member September 2019
Steven Skelton / GRAFFICA Project Member September 2019
Mathieu Cousy / ENAC Project Member September 2019

Reviewers internal to the project

Name/Beneficiary Position/Title Date
Mathieu Cousy / ENAC Project Member September 2019
Quentin Crombé / ALTYS Project Member September 2019
Paul Fletcher / GRAFFICA Project Member September 2019

Approved for submission to the SJU By - Representatives of beneficiaries involved in the project
Name/Beneficiary Position/Title Date
Quentin Crombé / ALTYS Project Manager September 2019
Roger Lane / EUROCONTROL Project Member September 2019
Paul Fletcher / GRAFFICA Project Member September 2019
Mathieu Cousy / ENAC Project Member September 2019

Rejected By – Representatives of beneficiaries involved in the project

Name/Beneficiary Position/Title Date

Document History
Edition Date Status Author Justification
00.00.01 06 November 2018 Draft Stephane Dubuisson Initial version
00.00.02 30 November 2018 Draft Stephane Dubuisson Second version following
Draft partners first review and
comments
2
00.01.00 7 December 2018 Release Stephane Dubuisson Version 1.0 following F2F
discussion
00.02.00 September 2019 Release Stephane Dubuisson Version 2.0 following SJU
comments on V1.0 and
second project
experiment in
Carcassonne airport.
Copyright Statement © – 2018 – – ENVISION Consortium. All rights reserved. Licensed to the SJU
under conditions.

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ENVISION
ENHANCED SITUATIONAL AWARENESS THROUGH VIDEO INTEGRATION WITH
ADS-B SURVEILLANCE INFRASTRUCTURE ON AIRPORTS

This document is part of a project that has received funding from the SESAR Joint Undertaking under
grant agreement No 783270 under European Union’s Horizon 2020 research and innovation
programme.

Abstract
This document provides the Operational and Safety requirements for using Envision Surveillance
means while identifying potential impact on standardisation. It also includes the Concept of Use of
Envision surveillance for ATC and A-CDM viewpoints.

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Table of Contents

1 Introduction ............................................................................................................... 7
1.1 Disclaimer ..................................................................................................................... 7
1.2 ENVISION project overview ............................................................................................ 7
1.3 Document Scope ........................................................................................................... 7
2 Selection of Sensing Technologies............................................................................... 8
2.1 Introduction .................................................................................................................. 8
2.2 System Overview ........................................................................................................... 8
2.2.1 Sensors .............................................................................................................................................. 8
2.2.2 Data fusion ...................................................................................................................................... 12

3 ENVISION Concept of Operation ............................................................................... 13

3.1 ENVISION A-SMGCS Surveillance ................................................................................. 13
3.1.1 Description ...................................................................................................................................... 13
3.1.2 Actors .............................................................................................................................................. 13
3.1.3 ENVISION ATC Controller Working Position .................................................................................... 14
3.1.4 Operational Procedures .................................................................................................................. 17
3.1.5 ENVISION A-SMGCS Requirements ................................................................................................. 17
3.1.6 Impact on Standardisation .............................................................................................................. 19
3.2 ENVISION A-CDM......................................................................................................... 19
3.2.1 Description ...................................................................................................................................... 19
3.2.2 Actors .............................................................................................................................................. 21
3.2.3 ENVISION A-CDM Application ......................................................................................................... 21
3.2.4 Alert Monitoring .............................................................................................................................. 27
3.2.5 Operational Procedures (UC-Use Cases) ......................................................................................... 27
3.2.6 ENVISION A-CDM Requirements ..................................................................................................... 33

4 References ............................................................................................................... 35
Appendix A ..................................................................................................................... 36
A.1 Acronyms .................................................................................................................... 36
Appendix B EUROCONTROL A-SMGCS Surveillance Service Requirements [12] ............ 38

List of Tables
Table 1: Flight List Columns ................................................................................................................... 24

Table 2: Time Updates........................................................................................................................... 24

Table 3: Acronyms ................................................................................................................................. 37

List of Figures
5
Figure 1: System overview ...................................................................................................................... 8

Figure 2: Functional Overview of an Aircraft ADS-B Out System ............................................................ 9

Figure 3 : ALTYS SAGA tool - example of aircraft sending ADS-B data based on Inertial Systems
without correction................................................................................................................................. 10

Figure 4: Automatic Dependent Surveillance -– Broadcast using GPS .................................................. 10

Figure 5: controller working position .................................................................................................... 14

Figure 6: a/c, vehicle and person icons ................................................................................................. 15

Figure 7: Video feed .............................................................................................................................. 16

Figure 8: Flight strip ............................................................................................................................... 17

Figure 9: Data sources .......................................................................................................................... 20

Figure 10: ENVISION A-CDM Application .............................................................................................. 21

Figure 11: Flight list table window ........................................................................................................ 22

Figure 12: Situation Display window ..................................................................................................... 25

Figure 13: Flight information and position history................................................................................ 25

Figure 14: Vertical profile display window ............................................................................................ 26

Figure 15: Airport Information Window................................................................................................ 26

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1 Introduction
1.1 Disclaimer
The opinions expressed herein reflect the author’s view only. Under no circumstances shall the
SESAR Joint Undertaking be responsible for any use that may be made of the information contained
herein.

1.2 ENVISION project overview

ENVISION is an ATM application-oriented research project which aims at making use of technical
progress in CCTV cameras, LIDAR technology and image processing techniques, and at taking
advantage of reduced equipment costs, to provide regional and local airports safe and affordable
surface movements surveillance capabilities for ATC and A-CDM services.
In a stepwise approach, in two airports, the consortium evaluates and demonstrates the operational,
technical and economic feasibility of implementing CCTV and LIDAR technology in complement of
ADS-B on the airport surface in providing identification and positioning data, which is an important
step forward from the traditional MLAT and traditional SMR.
Additionally, the project assesses the benefits of using this technical solution to feed positioning data
to A-CDM information-sharing platform, updating airport milestones and providing a surveillance
display to airport stakeholders.
ENVISION deals with application-oriented research and encourages innovative and visionary ideas,
effectively contributing to the SESAR 2020 Research and Innovation (R&I) cycle.

1.3 Document Scope

This document D2.1 is a deliverable of the ENVISION WP2 (Operational work package) that defines
initial operational and safety project requirements together with potential impact on standardisation
materials. It also includes initial concept description including procedures/use cases for using
ENVISON A-SMGCS and ENVISION A-CDM.

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2 Selection of Sensing Technologies
2.1 Introduction
Based on the initial project investigation [6] and deliverable [1], the project has confirmed his choice
of selecting the sensing technologies described in the project proposal. These technologies are briefly
presented in the following sections.

2.2 System Overview

Figure 1: System overview

2.2.1 Sensors
In order to provide regional and local airports with safe and affordable surface movement
surveillance capabilities for ATC and A-CDM services, there must first be a source, or sources, from
which to get information. The minimum information that a controller would need to perform his/her
task include aircraft or vehicle position and identity. The gathering of this information can generally
be referred to as remote sensing as it senses information in the environment. For ENVISION, the
selected technologies are the following:

 ADS-B
 Digital Video camera
 LIDAR

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2.2.1.1 ADS-B
ADS-B (Automatic Dependent Surveillance – Broadcast) is a system that uses transmissions from
aircraft to provide geographical position, pressure altitude data, positional integrity measures, flight
identity, 24-bits aircraft address, velocity and other data which have been determined by airborne
sensors.

Figure 2: Functional Overview of an Aircraft ADS-B Out System

Typically, the airborne position sensor is a GPS receiver, or the GPS output of a Multi-Mode Receiver
(MMR). This sensor must provide integrity data that indicates the containment bound on positional
errors1. The altitude sensor is typically the same barometric source / air data computer source used
for SSR (Secondary Surveillance Radar). Integrated GPS and inertial systems are also used. Currently
inertial only sensors do not provide the required integrity data although these are likely to be
provided in the future. , meanwhile the data fusion shall use filtering techniques and the additional
sensors (e.g. cameras) in order to correct theses positioning errors.

1 NAC and NIC

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 Figure 3 : ALTYS SAGA tool - example of aircraft sending ADS-B data based on Inertial Systems without
correction

Figure 4: Automatic Dependent Surveillance -– Broadcast using GPS

An ADS-B ground system uses a non-rotating antenna positioned within a coverage area, to receive
messages transmitted by aircraft. Typically, a simple pole (DME2 like) antenna can be used.

The ADS-B ground system does not necessarily transmit anything. ADS-B receiver ground stations are
the simplest and lowest cost installations of all options to provide air-ground surveillance, although

2 Distance Measuring Equipment

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costs may increase if ADS-B transmitter (to broadcast or rebroadcast ADS-B data e.g. TIS-B3, ADS-R4
or FIS-B5) capabilities are deemed necessary.

An ADS-B receiver is typically less than six inches high by nineteen inches wide and a duplicated site
consumes less than 200 watts of electricity. An ADS-B ground station can normally be installed in an
existing VHF (Very High Frequency) communications facility.

ADS-B is becoming a mandatory piece of equipment for new aircraft as part of Single European Sky
regulation [2]. It is being used in Canada as part of air traffic control in certain areas, giving those
flights a higher level of service. Its use is also mandatory in parts of Australia.
Safety Performance and Interoperability Requirements for ADS-B for Airport Surface Surveillance are
defined in EUROCAE ED-163 / DO-321, 2011.

2.2.1.2 Digital Video Camera

Visual surveillance may also be achieved by the use of cameras to replicate the visual view outside
the window and is an additional feature that can be provided to the Tower Controller in the context
of ENVISION.
However, in some areas the camera is inferior to the human eye and suffers from drawbacks that
have a negative impact on the ability to provide air traffic services. One example is the ability to
provide stereoscopic 3D visualization and so the visual separation for two or more aircraft. A way to
mitigate these issues is to install an array of cameras to cover the entire view and to overlap views
from different angles in order to increase precision, or parts of it. In the ENVISION project, we intend
to use two cameras covering the same area but in a slightly different angle in order to be able to
compute the depth of the detected object.
Minimum Aviation System Performance Specification for Remote Tower Optical Systems are defined
in EUROCAE ED-240 [10].

2.2.1.3 Lidar
LIDAR is the measurement of distance by scanning an object, or area, with multiple lasers. It has been used to
profile clouds, measure winds, and study atmospheric contamination. In the context of ENVISION, the Lidar is
used as a complementary sensor which is by far more precise than the video processing for depth computation.
Although lidar positioning is more precise, it is too complex to classify detected objects, thus it will be used
together with video processing (which is worse at positioning but can classify the objects).

2.2.2 Data fusion

3 Traffic Information Service – Broadcast

4 Automatic Dependent Surveillance – Re-broadcast

5 Flight Information System – Broadcast

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The “DATA Fusion” main role is to take maximum advantage of the simultaneous use of diverse
sensors.

The module has three inputs:

 Video cameras, video processing algorithms

 ADS-B receivers

 LIDAR sensors, 3D processing algorithm

The “Data fusion” module will collect and fuse information from available sensors in an optimal way.
The redundancy will be managed by considering the reliability and integrity of position data provided
by each source of information dynamically.

The output of the Data Fusion module [1] will feed the A-SMGS and A-CDM systems.

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3 ENVISION Concept of Operation
3.1 ENVISION A-SMGCS Surveillance
3.1.1 Description
The ENVISION A-SMGCS prototype provides situational awareness of aerodrome traffic through the
identification, position and tracking of aircraft and vehicles on an aerodrome. As described in section
3.2, it is based on cooperative (ADS-B) and non-cooperative sensors (Digital Video Camera and Lidar)
to detect any mobile in particular intruders or aircraft with inoperable ADS-B equipment, as well as
persons or vehicles on the covered area.

The ENVISION A-SMGCS Surveillance provides a synthetic representation of the aerodrome traffic
situation based on the following features:
• Aerodrome Environment.
• Position of all cooperative and non-cooperative mobiles and obstacles on the movement
area.
• Identity of all cooperative mobiles on the movement area.

The Surveillance Service allows the Controller:

• to confirm the identity of all participating mobiles according to the defined identification
procedures.
• to anticipate situations that can result in collisions between all aircraft and aircraft and
vehicles, especially in conditions when visual contact cannot be maintained.
• to manually correlate targets (link a target with a callsign) for the cases where there is an
operational need to, e.g. areas of poor cooperative surveillance coverage and the need to
track non-cooperative targets such as towed aircraft.
• to detect and indicate the position of potential intruders.

3.1.2 Actors
For the purpose of this document the term ‘Controller’ is used as a common reference for the
following actors:

• Tower Supervisor.

• Tower Runway Controller.

• Tower Ground Controller.

• Tower Clearance Delivery Controller.

• Apron Manager.

• Approach Controller.

3.1.3 ENVISION ATC Controller Working Position

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The controller working position is based on a ground radar image as shown in the picture below:

Figure 5: controller working position

3 main zones can be identified on the screen:

 The background image is a map of the airport on top of which the detected objects are
displayed

 In the top left corner, the controller can display a video feed coming from one of the cameras
used in ENVISION system

 In the bottom right corner, a flights information zone represents a flight strip to display
information on the selected aircraft and an empty strip to be dragged when needed for a
new or uncorrelated aircraft.

3.1.3.1 Radar image

The detected objects are represented by an icon and an incertitude zone. The icon is by default a
circle until the type of object is determined. The icon can then switch to an aircraft (the aircraft icon
itself differs according the aircraft type), a vehicle or a person. Each track is associated with a label
giving identification and flight plan information if available.

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Figure 6: a/c, vehicle and person icons

The ENVISION system provides information on position uncertainty using an ellipse on the radar
image, the larger the ellipse the less accurate the position of the target. The size of the ellipse is
determined by the accuracy of the position of the target in depth (which is the wider part of the
shape due to uncertain distance from the camera) versus lateral movement (the thinner part of the
shape) which is more accurately captured.

3.1.3.2 Video feed

The controller can drag and drop any radar track detected target (i.e. displayed icon) into the video
feed zone, the camera that has detected the track target is then displayed. In the case of multiple
detections, i.e. several cameras have detected the track target, the controller can switch the video
feeds using the activated next buttons.

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Figure 7: Video feed

3.1.3.3 Flight strips

The flight strips information is separated into two zones. The main zone is a flight strip which displays
the information concerning the selected flight. Each zone is editable, the controller can thus modify
any false information such as a bad registration recognition or a bad correlation.

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 Empty strip, drag to create a new
one

Flight strip for

selected a/c

Figure 8: Flight strip

The second zone is an empty flight strip, the controller can drag a blank strip and the fill in the
information in case of an uncorrelated track. Once the strip is filled, it can be dragged over an
uncorrelated track to associate them. Afterwards this strip can be modified as any other by clicking
on the track and modify the information from the main zone.

3.1.4 Operational Procedures

Controllers are using the ENVISION environment to perform their tasks and following responsibilities
i.e.

• Locate and identify mobiles within the Controller’s area of responsibility.

• Verify Flight Crew/Vehicle Driver position reports with the information displayed on the HMI.

• Verify Flight Crew/Vehicle Driver position using live videos in case of conflicted HMI view.

Depending on the visibility condition, controllers are retrieving all necessary information from
outside view, the ENVISION HMI and by radio communicating with pilots.

In case of non-automatic correlation, controllers manually correlate aircraft via the HMI.

In case of failure or degraded equipment conditions, Controllers have to operate in the same manner
as they operate nowadays.

3.1.5 ENVISION A-SMGCS Requirements

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ENVISION-A-SMGCS-Req-010: ENVISION A-SMGCS shall be compliant with operational ‘shall’
requirements relevant to A-SMGCS Surveillance as defined in the EUROCONTROL Specification for A-
SMGCS Services.

Note: These requirements are provided in Appendix B.

ENVISION-A-SMGCS-Req-020: ENVISION A-SMGCS shall provide a seamless representation of airport

traffic.

ENVISION-A-SMGCS-Req-030: ENVISION A-SMGCS shall minimize to a defined level of safety the

number of corrupted positions of mobiles.

ENVISION-A-SMGCS-Req-040: ENVISION A-SMGCS shall minimize to a defined level of safety the

number of loss of aircraft identification.

ENVISION-A-SMGCS-Req-050: ENVISION A-SMGCS shall minimize to a defined level of safety the

number corrupted aircraft identification

Note: The “defined level of safety” is a local aerodrome parameter defined by competent local
authorities. Guidelines can be found in “EUROCONTROL Preliminary Safety Case A-SMGCS Levels 1
and 2” [5].

ENVISION-A-SMGCS-Req-030:

ENVISION A-SMGCS shall provide a presentation enabling the controller to fulfil the
requirement in ICAO Doc 4444 [4], Chapter 7.1.1.2:

“Aerodrome controllers shall maintain a continuous watch on all flight operations on and in
the vicinity of an aerodrome as well as vehicles and personnel on the manoeuvring area.
Watch shall be maintained by visual observation, augmented in low visibility conditions by an
ATS surveillance system when available.”

ENVISION-A-SMGCS-Req-040:

ENVISION shall enable the controller to fulfil the objective of preventing collisions between
aircraft and obstructions on the manoeuvring area.

ENVISION-A-SMGCS-Req-050:

In case the ENVISION A-SMGCS surveillance is lost or working in degraded mode, relevant
fall-back procedures shall be applied.

Note: Fall back procedures shall be defined locally and will vary according to the element of
the A-SMGCS that is detected as non-working successfully. Ultimate fall-back procedure is to
come-back to “today” way of working i.e. without using the ENVISION A-SMGCS Surveillance.

3.1.6 Impact on Standardisation

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ENVISION technical characteristics may have impact on EUROCAE and EUROCONTROL
standardisation documents and in particular in the following documents:

- Minimum Aviation System Performance Specification for Advanced Surface Movement

Guidance and Control Systems (ED87-D) [9]: this document contains the Minimum Aviation
System Performance Specification (MASPS) for A-SMGCS. This document specifies system
and equipment characteristics that should be useful to designers, installers, manufacturers,
service providers and users of systems intended for operational use at aerodromes. The use
of Camera as a surveillance mean will have an important impact on this standard.

- Generic Surveillance Safety & Performance Requirements Document (GEN-SUR-SPR) [7]: this
Safety and Performance Requirements (SPR) document determines the minimum
requirements for a Generic Surveillance (GEN-SUR) system supporting the Air Traffic Control
(ATC) service, in particular on the separation of aircraft. It links the ATC Surveillance Service,
environment types and ATC separation minima with the corresponding requirements on co-
operative ATC surveillance data provision to the air traffic controller.

- EUROCONTROL Specification for ATM Surveillance System Performance (ESASSP) [8]: this
document provides performance requirements for ATM surveillance system, ENVISION may
have an impact on the surveillance performance by using a new mean of surveillance.

- Minimum Aviation System Performance Specification for Remote Tower Optical Systems plus
target tracking (ED-240) [10]: this document contains the Minimum Aviation System
Performance Specification (MASPS) for remote tower optical systems including specification
of standard system characteristics. It is intended to be used by equipment designers,
regulators, manufacturers, installers, aerodrome ATS providers and operators.

3.2 ENVISION A-CDM

3.2.1 Description
“Airport Collaborative Decision Making (A-CDM) aims at improving the overall efficiency of airport
operations by optimising the use of resources and improving the predictability of events. It focuses
especially on aircraft turn-around and pre-departure sequencing processes.
Increased predictability can be of significant benefit for all major airport and network operations; it
raises both productivity and cost efficiency.”6
The ENVISION A-CDM Application is intended to support the EUROCONTROL Advanced ATC Tower
CDM concept [11] for regional airports. This means that the Regional Airport will be able to receive
from the Network Manager (NM) accurate arrival times for IFR flights via Flight Update Messages
(FUMs) and provide to the NM, A-DPI (ATC-Departure Planning Information) messages containing an
accurate Target Take off Time (TTOT).

6
http://www.eurocontrol.int/articles/airport-collaborative-decision-making-cdm

19
A core concept is the provision of a single, common set of information that is contributed to, and
shared by numerous partners.
In the first instance, the information is shared via a web interface. The following figure illustrates
some of the common data that is typically provided by partners.
Airport Operations
 Stand and gate
Aircraft Operator/
allocation
Handling Agent
 Environmental
 Planning data
Information
 Turn-around times
 Special events
 Flight plans
 Reduction in capacity
 Movement data
 Airport slot data
 Priority of flights
 ADES
 Aircraft registration
 SOBT
and Type changes
 TOBT
 Movement messages

A-CDM
Air Traffic Control Information
 ELDT
Service Providers
 ALDT
 De-icing companies
 TSAT
 MET office (forecast
 Runway and Taxiway
and actual met. info.)
conditions
 Others (fire, police,
 Taxi times
customs, fuel etc.)
 SID allocation
 Runway capacity
 A-SMGCS data/radar
information.

Network Operations

Figure 9: Data sources 7

3.2.2 Actors
Actors contributing to and using the ENVISION A-CDM may vary according to airport but are typically:

 Tower Air Traffic Control,

 Network Management,

 Airport Operations,

7
Source: The Manual – Airport CDM Implementation [3]

20
  Aircraft Operators and their handling staff,

 and other service providers at the airport.

3.2.3 ENVISION A-CDM Application

Once launched, the ENVISION A-CDM Application asks the user for a login and password. This
information is used to associate an application mode to the user (user profile):

 Operational – ATC (access write to some functionalities e.g. AOBT),

 Operational – Airport / Aircraft Operator (access write to some functionalities e.g. TOBT
update, Stand),
 Guest - Public (Passenger) read only mode

After successful logon, the main ‘dashboard’ page is displayed.

The figure below illustrates the general layout of the page – a menu bar across the top of the page
and four ‘windows’ arranged below.

Figure 10: ENVISION A-CDM Application

The menu bar indicates the current airport code (or name), the current application mode
(Operational-ATC, Operational-Airport or Guest) and provide options to update the view. Where
appropriate, the user shall be able to change these display options. On the menu-bar, the current
user is displayed and a link to sign out.

The remainder of the page is composed of four sizable ‘windows’;

 Flight list with

o Arrivals list,
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 o Departures list,
 Vertical profile display,
 Airport information and weather window
 Air situation display

3.2.3.1 Flight List

Figure 11: Flight list table window

The Flight List is composed of a table containing all information on arrival and departure flights. The
flight information is mostly extracted from the Network Manager system, using the NM B2B Web
services API.

The table below specifies the columns that shall be displayed in the arrival and departure lists, the
optional columns, and which users are able to update the column data

Column List Type Display Notes

LAND ARR Display LDT time if available.

Prioritise by ‘Actual’, ‘Target’, ‘Estimated’, ‘Scheduled’ time (as
available).
BLOCK ARR For arrivals, display IBT time if available.
DEP For departures, display OBT time if available.
Prioritise by ‘Actual’, ‘Target’, ‘Estimated’, ‘Scheduled’ time (as
available).
TAKE OFF DEP Display TOT time if available.
Prioritise by ‘Actual’, ‘Target’, ‘Estimated’, ‘Scheduled’ time (as
22
Column List Type Display Notes
available).
AC ID ARR The Aircraft Id Display ICAO format.
DEP May be updated by Operational-Airport or Operational-ATC users.
CALLSIGN ARR An optional field for the display, not displayed by default.
DEP
TYPE ARR May be updated by Operational-Airport or Operational-ATC users.
DEP

REG ARR May be updated by Operational-Airport or Operational-ATC users.

DEP

ADEP ARR May be updated by Operational-Airport users.

Display ICAO code for Operational-ATC users, IATA code for
Operation-Airport users, or airport name for Guest users.

ADES DEP May be updated by Operational-Airport users.

Display ICAO code for Operational-ATC users, IATA code for
Operation-Airport users, or airport name for Guest users.
AIRLINE ARR An optional column in the flight lists.
DEP May be updated by Operational-Airport users.
Display ICAO format for Operational-ATC users, IATA format for
Operation-Airport users, or airport name for Guest users.

STAND ARR May be updated by Operational-Airport or Operational-ATC users.

DEP

RWY ARR An optional column in the flight lists.

DEP May be updated by Operational-ATC users.

STATUS ARR An optional column in the flight lists.

DEP (System generated).

INFO ARR Updated by system (alerts).

DEP May be updated by Operational-Airport and Operational-ATC users
(free-form text)
Implementation note: this will need to be a compound field – system
generated alert text, followed by free-form ‘user entered’ text.
Table 1: Flight List Columns

Movement times may be Scheduled, Estimated, Target or Actual – the following table defines
who/what may update each type.

Scheduled Estimated Target Actual

OBT Operational-Airport Initialised from NM System calculated: Operational-ATC
data ELDT + EXIT + Operational-
23
 Operational- MTTT or Airport
Airport ALDT + EXIT +
MTTT
or
AIBT + MTTT

May be updated by
Operational-Airport

IBT Operational-Airport System calculated Not used Operational-ATC

when LDT is Operational-
updated? Airport

TOT Not used May be initialised System calculated: Operational-ATC

from NM data. TOBT + Taxi time May be initialised
System calculated: from NM data.
EOBT + Taxi time
LDT Not used Operational-ATC Not used Operational-ATC
Initialised from NM May be initialised
data (ETA) from NM data
(ATA)

Table 2: Time Updates

The foreground colour of the time fields indicates whether the time is scheduled (black), estimated
(blue), target (blue) or actual (green).
The background colour of a table cell is updated to orange to indicate an alert condition. A tooltip is
displayed on cells with alerts active to state the reason for the alert.
Selecting a row in one flight list will also select the matching flight from the other table and update
the “Vertical Profile Display”. For example, selecting a flight in the arrival table will select the next
flight for that aircraft in the departure table.

3.2.3.2 Air Situation Display

The Air Situation Display is based on the ENVISION A-SMGCS Surveillance that provides identification
and position of mobiles on the HMI. The aerodrome environment is retrieved from pre-configured
view coordinates stored in the A-CDM database according to the aerodrome selected by the user.
When a user selects another aerodrome the map view is updated so the selected aerodrome is in
view.

24
 Figure 12: Situation Display window

The position and orientation of mobiles are retrieved from the “Data Fusion” module outputs and
aircraft icons are placed on the map in the correct positions and rotated to the correct orientation.
The aircraft icons are updated in real-time whenever a new position is received from the “Data
Fusion” module.

Figure 13: Flight information and position history

25
Additionally, it is possible to view extra information on the aircraft such as the registration, speed,
orientation, and altitude by clicking on the aircraft icon. The extra information is shown on a popup
on the map.
A short history of mobile positions is stored in the A-CDM database and can be shown on the Air
Situation Display when the aircraft is clicked. The movement history is shown as a line following the
currently selected aircraft.

3.2.3.3 Vertical Profile Display

Figure 14: Vertical profile display window

The vertical profile display shows the status of an arrival flight alongside its related departure
graphically. The display shows the flight numbers, aircraft type, stand number, LDT, IBT, OBT, and
TOT. As a flight progresses through the various A-CDM milestones, the vertical profile display is
updated, and an aircraft icon moves between the various positions on the diagram. For example, as
the selected flight state is set to IBK, the aircraft icon will be shown at the IBK position

3.2.3.4 Airport Information

Figure 15: Airport Information Window

The airport information window shows currently relevant information for the currently selected
airport. The information displayed in the window is configurable by users with sufficient privilege and
is a simple text area.

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3.2.4 Alert Monitoring
Flight data is monitored for incoherency or inadequacy in time estimation, and/or associated flight
status. The specific alert conditions that are monitored are:
 CDM02: SOBT vs EOBT discrepancy. This shall be triggered when the EOBT is greater than
SOBT by a given time (assumes both of those values are set). For example: EOBT > (SOBT + 5
mins).

 CDM03: Aircraft Type Discrepancy. This alert will be based on Aircraft Type and triggered
when the aircraft type recorded in the APT Flight Data differs from the aircraft type in the
NM data.

 CDM04: Aircraft Registration Discrepancy. This alert will be based on the aircraft registration
number and is triggered when the number recorded in the APT Flight Data differs from the
value in the NM data.

 CDM07: EIBT + MTTT discrepancy with EOBT. Triggered when estimated in-block time plus
minimum turnaround time is beyond the estimated off-block time. For example: (EIBT +
MTTT) > (EOBT + 15 mins).

 CDM08: EOBT Compliance Alert. Triggered when TOBT is outside EOBT ± 15 minutes.

3.2.5 Operational Procedures (UC-Use Cases)

3.2.5.1 UC1- Log On

General Conditions (Scope and Summary)
This Use Case describes how the Operators connects to the ENVISION A-CDM Interface and selects
the Airport of interest.

Pre Conditions
The Operator is connected to the internet and has the authority to log on
Post Conditions
The Operator is logged on to the correct airport
Actor
Operator (Tower Controller, Airport Operations, any other partner with log on rights)

Main Flow

1. The operator users a browser to connect the A-CDM Webserver.

2. The operator enters either (ATC/Airport/Other) in the username field and 123 as the password.
3. The operator selects the airport of interest in the toolbar (top right hand side)
4. The operator verifies the data displayed correlates to the chosen airport.
5. The use case ends.

27
Failure Flow
6. The website doesn’t open. The operator checks the connection and if issue continues contacts
service support.

3.2.5.2 UC2 – Arrivals

General Conditions (Scope and Summary)
This Use Case describes how the ENVISION A-CDM Application manages CDM data for arrival aircraft
to a selected airport.

Pre Conditions
The Operator is logged onto the selected airport (UC1).
Post Conditions
The arrival aircraft has reached its parking position and has shut down
Actor
Operator (Tower Air Traffic Control, Airport Operations, any other partner with log on rights)

Main Flow

Event Event Data coming from … Actor responsible

number
1. The arrival - Aircraft A is displayed in the Airport database. Airport Operator
arrivals list and has the status Often this data is
SCHEDULED (SCH). It can be displayed available the day
as a certain colour or and/or have the before or early on the
status SCH displayed. The Parking Stand day of operation.
is displayed if known.

2. Three hours before the EOBT the flight NM NM

plan is activated and the status of the
flight changes to INITIATED (INI). The
ELDT and EIBT are updated.
3. The ENVISION A-CDM Application checks ENVISION A-CDM
the FPL data against the airport data to Application
see ensure the flight details are the
same.
4 The ENVISION A-CDM Application checks ENVISION A-CDM
to verify the consistency between the Application
ATC Flight Plan, Airport Slot and Airport
flight data before the first E-DPI is sent
to NM (Milestone 1).
5. Aircraft A gets airborne form outstation NM (via AFTN)
and an FUM is sent with status AA (ATC
Activated). The data in the FUM is
updated in the ENVISION A-CDM
28
 Application (Status = AIRBORNE (AIR),
Registration, ELDT, EIBT, TOBT and
TTOT) (Milestone 3).
6. At a specified time before ELDT the Manual Airport Operator
Airport Operator updates the parking
stand
7 Aircraft A is detected on final approach ENVISION
at ten miles out (TMO) and the status Surveillance.
changes to FINAL (FIN). When this event
occurs the T+3mins is compared to the
ELDT. If different, then ELDT, EIBT, TOBT
and TTOT are updated (Milestone 5).
8. Aircraft A is detected as landed and ENVISION
status changes to LANDED (LND) and Surveillance. Other
ELDT changes to ALDT, EIBT, TOBT and sources can include
TTOT updated if required. (Milestone 6). Manual input by the
ATCO.
9. Aircraft A is detected as arrived at its ENVISION
parking stand and status changes to IN Surveillance. Other
BLOCK (IBK) and EIBT changes to AIBT, sources can include
TOBT and TTOT updated if required. Manual input by the
(Milestone 7). ATCO.
10. Use case ends.

Alternative Flow - Aircraft Type Discrepancy Alert CDM03

Event Event Data coming from … Actor responsible

number
11. ENVISION A-CDM
At Event 3 (or 5). If there is a discrepancy
Application
between the Aircraft Type in the
FPL/FUM and in the airport data then an
alert CDM03 will be triggered and
displayed in the INFO column. The
aircraft type field will be highlighted
with an orange background.
12. The Aircraft Operator or Ground Handler FPL update via NM Aircraft Operator or
responsible for the flight will confirm Ground Handler.
which data is correct and either re-file
the FPL or get the Airport Database
updated through local procedures.
13. The Airport Operator cancels the alert Airport Operator
14. The use case continues at Event 4.

Alternative Flow - Aircraft Registration Discrepancy Alert CDM04

29
Event Event Data coming from … Actor responsible
number
11. ENVISION A-CDM
At Event 5: If there is a discrepancy
Application
between the Aircraft Registration in the
FUM and in the airport data then an
alert CDM04 will be triggered and
displayed in the INFO column. The
aircraft registration field will be
highlighted with an orange background.
12. The Aircraft Operator or Ground Handler Aircraft Operator or
responsible for the flight will confirm Ground Handler.
which registration is correct and get the
Airport Database updated through local
procedures.
13. The alert is cancelled when the Airport Operator
discrepancy is resolved.
14. The use case continues at Event 6.

Alternative Flow - EIBT + MTTT Discrepancy With EOBT Alert CDM07

Event Event Data coming from … Actor responsible

number
ENVISION A-CDM
At Event 5. If there is a discrepancy for
Application
the departure flight linked to the Aircraft
A registration, where the EIBT + MTTT is
beyond the EOBT + 15 mins the Alert
code CDM07 is displayed in the INFO
column and the EOBT is highlighted with
an orange background.
The Aircraft Operator or Ground Handler NM (FPL update) Aircraft Operator or
responsible for the flight coordinate the Ground Handler
update of the EOBT with Airport
Operator.
The Airport Operator cancels the alert Airport Operator
The use case continues at 6,

3.2.5.3 UC3 – Departures

This Use Case describes how the ENVISION A-CDM Application manages CDM data for a departing
aircraft at a selected airport.

Pre Conditions
The Operator is logged onto the selected airport (UC1).
30
Post Conditions
The departure aircraft is on its parking position.
Actor
Operator (Tower Controller, Airport Operations, any other partner with log on rights)

Main Flow

Event Event Data coming from … Actor responsible

number
1. The departure - Aircraft B is displayed in Airport database. Airport Operator
the departures list and has the status Often this data is
SCHEDULED (SCH). It can be displayed available the day
as a certain colour or and/or have the before or early on the
status SCH displayed. The Parking Stand day of operation.
is displayed if known.

2. Three hours before the EOBT the flight NM NM

plan is activated and the status of the
flight changes to INITIATED (INI). The
EOBT and ETOT are updated.
3. The ENVISION A-CDM Application checks ENVISION A-CDM
the FPL data against the airport data to Application
see ensure the flight details are the
same.
4 The ENVISION A-CDM Application checks ENVISION A-CDM
to verify the consistency between the Application
ATC Flight Plan, Airport Slot and Airport
flight data before the first E-DPI is sent
to NM (Milestone 1).
5. Two hours before EOBT a CTOT might be NM
allocated and displayed in the INFO
column (Milestone 2).
6. The Aircraft Operator or designated Manually via the Aircraft Operator or
Ground Handler updates the EOBT ENVISION A-CDM designated Ground
manually and EOBT becomes TOBT Application. Handler.
(about 30 minutes before OBT). A T-DPI
is sent to NM (optional) (Milestone 9).
7. Aircraft B is detected as off-block and ENVISION
status changes to Off-Block (OBK) and Surveillance. Other
TOBT changes to AOBT, and TTOT sources can include
updated if required. A-DPI is sent to NM Manual input by the
(Milestone 15). ATCO.
8. Aircraft B is detected as taking off and ENVISION
status changes to Take Off (DEP) and Surveillance. Other
TTOT changes to ATOT. (Milestone 16). sources can include
Manual input by the
ATCO.
31
9. The Use case ends

Alternative Flow - SOBT vs. EOBT Discrepancy Alert CDM02

Event Event Data coming from … Actor responsible

number
10. At Event 2. If there is a discrepancy ENVISION A-CDM
between SOBT vs EOBT an alert shall be Application
triggered when the EOBT is greater than
SOBT by a given time (assumes both of
those values are set). For example: EOBT
> (SOBT + 2hrs). The Alert code CDM02
is displayed in the INFO column and the
S/EOBT is highlighted with an orange
background.
11. The Aircraft Operator or Ground Handler Aircraft Operator or
responsible for the flight coordinate the Ground Handler
movement with Airport Operator.
12. The Airport Operator cancels the alert Airport Operator
13. The use case continues at 3,

Alternative Flow - EOBT Compliance Alert CDM08

Event Event Data coming from … Actor responsible

number
10. ENVISION A-CDM
At Event 6. If there is a discrepancy
Application
between the manually input TOBT and
the EOBT ± 15 minutes the Alert code
CDM08 is displayed in the INFO column
and the TOBT is highlighted with an
orange background.
11. The Aircraft Operator or Ground Handler Aircraft Operator or
responsible for the flight updates the Ground Handler.
FPL with a new EOBT.
12. The new EOBT cancels the alert NM (FPL update)
13. The use case continues at 7.

3.2.6 ENVISION A-CDM Requirements

ENVISION-A-CDM-Req-010: The ENVISION A-CDM Application shall be a web based application.

ENVISION-A-CDM-Req-020: The login and password information shall be used to associate an

application mode to the user (user profile):

32
  Operational – ATC (access write to some functionalities e.g. AOBT),
 Operational – Airport / Aircraft Operator (access write to some functionalities e.g. TOBT
update, Stand),
 Guest - Public (Passenger) read only mode.

ENVISION-A-CDM-Req-030: The A-CDM window shall be composed of four sizable windows;

 Flight list with
o Arrivals list,
o Departures list,
 Vertical profile display,
 Airport information and weather window,
 Air situation display.

ENVISION-A-CDM-Req-040: The ENVISION A-CDM Platform shall receive FPL and FUM information
from the Network Manager system, using the NM B2B Web services API.

ENVISION-A-CDM-Req-050: The ENVISION A-CDM Platform shall exchange as a minimum the A-DPI
and C-DPI message with the NM using B2B Web services API.

Note: Exchange of the other DPI messages (E-DPI & T-DPI) are a local agreement with NM.

ENVISION-A-CDM-Req-060: It shall be possible – depending on the user profile privileges - to modify

some of the following information:

 Time value presented in any of the time related fields,

 Parking or Runway information,
 Aircraft type or Aircraft Registration id.

ENVISION-A-CDM-Req-070: The foreground colour of the time fields shall indicate whether the time
is scheduled (e.g. black), estimated/target (e.g. blue), or actual (e.g. green).

ENVISION-A-CDM-Req-080: the alerts highlighted below shall be considered:

 CDM02: SOBT vs EOBT discrepancy,

 CDM03: Aircraft Type Discrepancy,

 CDM04: Aircraft Registration Discrepancy,

 CDM07: EIBT + MTTT discrepancy with EOBT,

 CDM08: EOBT Compliance Alert.

ENVISION-A-CDM-Req-090: The Vertical profile window shall provide a timeline view with the
vertical profile of the flight, once selected the flight shows the known history of the flight (for a
turnaround, the arrival callsign till the On block then the departure callsign till the departure).

33
ENVISION-A-CDM-Req-100: The flight profile information shall be extracted from the Network
Manager system, using the NM B2B Web services API.

ENVISION-A-CDM-Req-110: The Airport information and weather window shall represent data
available at the airport like Temperature, ATIS, QNH and other any airport information defined locally
like work in progress.

ENVISION-A-CDM-Req-120: The ENVISION A-CDM Application shall be able to receive ENVISION A-

SMGCS data to display aircraft in the Air Situation Display window.

34
4 References
[1] ENVISION System interfaces specification - D3.1 30 March 2018 v 1.0

[2] COMMISSION IMPLEMENTING REGULATION (EU) No 1207/2011; 22/11/2011

[3] 2012-airport-cdm-manual-v4.pdf, The Manual – Airport CDM Implementation.

[4] ICAO PANS ATM, Procedures for Air Navigation Services – Air Traffic Management, Doc4444, 15th
Edition, November 2007.

[5] EUROCONTROL Preliminary Safety Case A-SMGCS Levels 1 and 2, 30th June 2010, V2.1

[6] ENVISION State of the art – 3 April 2018 – V1.0

[7] Generic Surveillance Safety and Performance Requirement, working version 0.5, August 2017

[8] EUROCONTROL Specification for ATM Surveillance System Performance, Edition 1.1, September
2015

[9] EUROCAE MINIMUM AVIATION SYSTEM PERFORMANCE SPECIFICATION FOR ADVANCED

SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEMS (A-SMGCS), ED-87revD, November
2018.

[10] EUROCAE MINIMUM AVIATION SYSTEM PERFORMANCE SPECIFICATION FOR REMOTE TOWER
OPTICAL SYSTEMS, September 2016

[11] EUROCONTROL Advanced ATC TWR Implementation Guide, version 1.4, 1st August 2017

[12]EUROCONTROL Specification for Advanced-Surface Movement Guidance and Control System (A-
SMGCS) Services – V1.0 March 2018

35
 Appendix A
A.1 Acronyms
Term Definition

A-DPI ATC Departure Planning Information

ADS-B Automatic Dependent Surveillance – Broadcast

ADS-R Automatic Dependent Surveillance – Re-broadcast

A-SMGCS Advanced Surface Movement Guidance and Control System

AIBT Actual in Block Time

ALDT Actual Landing Time

ATC Air Traffic Control

APT Airport

ATA Actual Time of Arrival

ATM Air Traffic Management

ATCO Air Traffic Control Officer

ATM Air Traffic Management

CCTV Closed-Circuit Television

CDM Collaborative Decision Making

CTOT Calculated Take Off Time

CWP Controller Working Position

DME Distance Measuring Equipment

DPI Departure Planning Information

E-DPI Early Departure Planning Information

EIBT Estimated in Block Time

ELDT Estimated Landing Time

EOBT Estimated off Block Time

EXIT Estimated Taxi In Time

36
ETA Estimated Time of Arrival

FIS-B Flight Information System – Broadcast

FUM Flight Update Message

GPS Global Positioning System

HMI Human Machine Interface

IBK In Block

ICAO International Civil Aviation Organization

LDT Landing Time

LVP Low Visibility Procedure

NM Network Manager

MMR Multi-Mode Receiver

MTTT Minimum Turnaround Time

NMOC Network Manager Operations Centre

R&I Research and Innovation

SESAR Single European Sky ATM Research Programme

SOBT Schedule Off Block Time

SMR Surface Movement Radar

SSR Secondary Surveillance Radar

T-DPI Target Departure Planning Information

TOBT Target Off-Block Time

VHF Very High Frequency

Table 3: Acronyms

37
 Appendix B EUROCONTROL A-SMGCS
Surveillance Service Requirements [12]

ASMGCS-[SURV]-[010] The Surveillance Service shall include at least one cooperative sensor and at
least one non-cooperative sensor.

ASMGCS-[SURV]-[020] The Surveillance Service shall provide the identification, position and tracking
of mobiles within a predefined Coverage Volume.

ASMGCS-[SURV]-[030] The Surveillance Service shall be designed to minimise the following effects:
 Radio interference, including that produced by standard navigation, telecommunications and
radar facilities (including airborne equipment).
 Signal reflections and shadowing caused by aircraft in flight, vehicles or aircraft on the
ground, buildings, snow banks or other raised obstacles (fixed or temporary) in or near the
aerodrome environment.

ASMGCS-[SURV]-[040] The Surveillance Service shall be designed to operate in meteorological

conditions applicable to the aerodrome or any state of the aerodrome resulting from adverse
weather.

ASMGCS-[SURV]-[050] The Surveillance Service shall use transponder signals for the purpose of
determining the location and identity of cooperative aircraft.
Note: The transponder operating procedures for Flight Crew are normally published in the AIP.

ASMGCS-[SURV]-[060] The Surveillance Service shall use transmitter signals for the purpose of
determining the location and identity of cooperative vehicles.

ASMGCS-[SURV]-[070] The HMI shall display every mobile in the correct position with respect to the
aerodrome layout and other traffic.

ASMGCS-[SURV]-[080] The Surveillance Service shall calculate the current speed and heading of
mobiles within the Coverage Volume.

ASMGCS-[SURV]-[090] The Surveillance Service should ensure a seamless transition is provided

between the surveillance from the approach radar and the surveillance from the A-SMGCS.

ASMGCS-[SURV]-[100] The HMI shall allow the manual assignment of an identification label to a non-
identified target.

ASMGCS-[SURV]-[110] The Surveillance Service may provide the Actual Landing/In-Block/Off-

Block/Take-Off Time (ALDT/AIBT/AOBT/ATOT) to external systems.

38