EUROCONTROL_&_SLOVENIA_CONTROL
This is a partnership between Slovenia Control and EUROCONTROL
Abstract
The OpenATM service decouples the ATM data service provider (ADSPs) from the air traffic service units (ATSUs) through an open and standardised service interfaces to foster ADSP/ATSU interoperability. Its aim is to provide ATSUs with an interface that allows its own CWP working positions (or other systems that require ATM data as a service) to connect with a remotely located FDPS. The OpenATM service includes correlation, flight data distribution, flight data management, etc.
Service Type
DEFINITION
Lifecycle Stage
PROSPECTIVE
Business Activity Type
SERVICE_DELIVERY_MANAGEMENT
Intended Consumer
AIR_TRAFFIC_SERVICE_PROVIDER
Information Exchange Category
FLIGHT_INFORMATION_EXCHANGE
General
Operational Needs
Operational Need
In order to facilitate an accelerated development and deployment of the ADaaS concept, MUAC offers the OpenATM service definition describing an open service interface that can be implemented in various multi-vendor scenarios. The current operational MUAC FDPS-CWP interface has been used as a starting point; based on good engineering practices its implementation already accommodates an interface between a data centre and an OPS room using different technologies and manufactured by different suppliers. Additionally, its interface design rationale has not changed since its inception, but has proven in practice that a continuous and flexible extension of its payload contents is possible; thereby not only demonstrating the feasibility to define services, but also demonstrate its maturity and the many aspects needed for commissioning of such services (e.g. performance, safety, security, etc.).
Operational Need
Eurocontrol (MUAC) and potentially Slovenia Control in the future
Functionality
Description
allows service consumers to subscribe or unsubscribe to the distribution of a series of information areas.
The following information areas can be subscribed to: • flightplan-data, • sector-specific-data, • safety-net, • flightplan-monitoring, • datalink, • correlation, • heartbeat, • flight-bright, • mtcd-service, • system-information, • strategic-constraint, • sectorisation-data, • ssr-code, • meteo-data, • runway-info, • special-area, • map-data
Real World Effect
Not applicable
Description
supports the service provider and the service consumer to monitor each other’s status.
Real World Effect
Not applicable
Description
allows service consumers to provide the correct & latest up-to-date controller information, create, modifiy, udate ASPL or SFPL, Submit requests about instructions/clearances given to the flight crew (e.g. DCT, CFL, NFL, speed, heading, …), Change status information regarding the flight’s airframe (e.g. no FSSA, RVSM status, …), Etc.
Real World Effect
Any instruction communicated to the pilot (either via voice or datalink) are expected to be executed by the aircrew. Furthermore, such information is communicated towards downstream partners and the network manager.
Description
allows service consumers to provide the correct & latest up-to-date controller information regarding sector-specific information and coordination & transfer information, such as taking control of a flight (or proposing hand-over, request-on-frequency, etc.), Change the coordinated entry and exit levels, Deliver departure clearance for an flight departing from an internal aerodrome, Skip and cancel-skip of an internal sector, Bypass and cancel-bypass of the 1st downstream internal sector, Delegate the flight to another internal sector, Change the next downstream internal sector into the preferred one, Change the entry/exit frequency of sectors, Etc.
Real World Effect
Upon communication of the SSR code to the aircrew, the aircraft transponder will emit that code. Furthermore, the present/next SSR codes allocated to the flight plan are communicated to downstream partners interested in the flight.
Description
allows service consumers to provide inputs related to the linkage of flight plans with tracks, such as link a flight plan with and unlink a flight plan from a specific track, set the present, next or downstream SSR code a flight.
Real World Effect
Correlation establishment, and the resulting identification of the current aircraft position related to the flight plan are communicated towards the network manager.
Description
allows service consumers to provide inputs related to highlight of a track or flight plan, such as adding or removing SSR codes or Mode S callsigns to / from the Bright function for his OPS sector; adding or removing a Flight to / from the Bright function for his OPS sector;or another internal OPS Sector; point a flight to an external flight sector / centre
Real World Effect
The management of flight bright does not have a real-world effect.
Description
allows service consumers to perform a re-sectorisation change, such as verifying a new sectorisation change (would it be valid if performed), performing a sectorisation change.
Real World Effect
Re-sectorisation changes in the configuration of the air traffic control unit result in the real-world effect that air traffic is handled in a more efficient way (in accordance with the flow of traffic).
Description
allows service consumers to reserve an SSR code for manual assignment later on (i.e. manual assignment by using the Operation setSsr, see section 3.7.4), and to clear such code from display in the whole OPS sector.
An SSR code reserved for manual assignment is not available for automatic assignment. The SSR code will be re-served during a design parameter time and then released if not manually assigned to any flight plan or released according to the standard release rules if manually assigned to a flight plan during this design parameter time.
Real World Effect
The management of SSR code does not have a direct real-world effect. Its effect is reflected via the aforementioned management of correlation when the SSR code is communicated to the aircrew.
Access and Use
Usage and access conditions have to be agreed between the service provider and the service consumer. Example of restrictions in usage and access of the OpenATM service: Identified users are granted permission to access and use the OpenATM service according the Terms of Use, provided that they agree not to distribute any part of the delivered data received from the OpenATM service, without prior written authorization from the service provider they agree not to use the OpenATM service for any commercial use unrelated to their service provider’s business interests without the prior written authorization of the service provider. o Prohibited commercial uses includes any of the following actions taken without the service provider’s express approval: o sale of access to the OpenATM service; o sale of the data delivered via the OpenATM service. Prohibited commercial uses do not include any use that the service provider expressly authorizes in writing.
Quality of Service
Maximum time of delivery depends on the service interface type:
• All functions receiving or producing traffic or flight related data. All functions producing system warnings or system errors. Less than 350ms.
• Functions sending and/or receiving management information and/or maps including cartographical and aeronautical data. Less than 500ms.
• Functions sending and/or receiving statistical information and/or predicted airspace visual representations. Less than 1000ms.
Supported through configuration of Apache AMQ Broker.
XYZ certificate used for mutual authentication.
Based on identities retrieved from XYZ certificates. Multiple clients per organization are authorized to consume the service at a given point in time. If a connection to the broker (rather than login request) is attempted by a client application while another one (from the same organization) is already established, the connection (or login request) will be refused.
Service restart time is required to be less than 5 minutes.
Organizations will be considered as subscribed to the service until:
• a “logout” is performed,
• a design parameter of number of heartbeats are missed from the consumer.
Upon these events, the subscription will be terminated. The client is expected to re-subscribe at broker level upon broker subscription expiration.
Transport level integrity and confidentiality is achieved via IPsec (AES256).
OpenATM service does not support message persistency. Consumers are ensured that latest available and up-to-date data is received.
Validation
The Maastricht Upper Area Control Centre (MUAC) established in 2013 the Shared ATS System (SAS), where a virtual centre network solution has been put into operational use, with one air navigation service provider offering shared ATM data services for the benefit of another ATSU in the core area of Europe. With the Shared ATS System the safety, efficiency and cost-effectiveness of a data service solution has been proven.
The ADaaS Demonstrator, designed and developed in cooperation between MUAC and Slovenia Control, is composed of 3 phases: Phase 1: An ATM infrastructure is setup between MUAC and Slovenia Control where MUAC Controller Working Positions (CWP) installed in Slovenia Control are remotely connected to an FDPS instance in MUAC. The communication between the MUAC FDPS and CWPs is using the legacy interface. It is currently implemented and successful shadow operations have been conducted in June 2016. Phase2: The interface between FDPS and CWP is changed to an open interface and the Slovenia Control CWP is connected to the MUAC FDPS via this interface. The OpenCWP interface decouples the ATM data service provider (ADSPs) from the air traffic service units (ATSUs) through an open and standardised service interfaces to foster ADSP/ATSU cross-vendor interoperability. Services include correlation, flight data distribution, flight data management, etc. and has been successfully demonstrated in shadow operations in February 2017. Phase 3: The distributed architecture that allows remotely located data service providers to be completely synchronised is established. The identified solution(s) within the Target ADaaS Architecture have been experimentally established, in order to validate the assumptions and uncertainties of such architecture. Its feasibility has been demonstrated in shadow operations in November 2017
Concepts
Abbreviations
ActiveMQ
Area of Interest
Abbreviated System Plan
Basic Encoding Rules
Basic Sector
Control Condition
Flight Plan Monitoring
Flight Sector
Globally Unique Flight Identifier
Heading
Java Messaging System
Letter of Agreement
Metering Fix
Maastricht Service Bus – Connector Box
Maastricht Upper Area Control Centre
Entry Flight Level
Supplementary Entry Flight Level
Operational Sector
Packed Encoding Rules
Planned Flight Level
Reliable Multicast Protocol
Shared ATS System
Slovenia Control
Service-Oriented Architecture
Short-Term Conflict Alert
Transfer Flight Level
Supplementary Transfer Flight Level
Vertical Rate of Climb
XML Encoding Rules
Information
Information Definition
The information definition is described in section 4 Exchanged Information of the specification document (see SERVICE_SPECIFICATION in service documents). The AIRM semantic correspondence is established in a separate document (see AIRM_TRACE in service documents).
AIRM Conformant
True
AIRM Version
4.1.0
Data Structures
Exchange Schema
Schema Language
ASN.1/XML
Technical
Security Mechanism
Private VPN can be established with SLA agreement with network provider
IPSec tunnelling can be established over the internet
Authentication performed at application level
Technical Constraint
The service instance is expected to be running at the service consumer site in a fully secure environment.Other possible constraints would be part of a service level agreement to be established and agreed between the service provider and the service consumer.
Service provider and consumer remain time-synchronized via NTP with their own time servers.
Monitoring Description
See HeartbeatDistribution Interface.
Interfaces
TBD
CONSUMER_SIDE_INTERFACE
SWIM_TI_YP_1_0_AMQP_MESSAGING
IPV4_UNICAST
FIRE_AND_FORGET
Operations
The flight plan data distribution ensures that each client is provided with the latest up-to-date flight plan information detailing the fol-lowing information:
• General flight plan information
• Clearances
• 4D-Trajectory
• Airspace crossing & sector sequence information
• Entry & Exit coordination data for the current leg
• Current (under-control or first) and next sector conditions
• Basic correlation information
Note that the current implementation of the service only includes the coordination information related to the current leg . Downstream leg information may be provided at the same time by another service or by extending the definition of the current data type (see section Error! Reference source not found.), but this is considered out-of-scope of the ADaaS project. For the 4D-Trajectory, airspace crossing and sector sequence information, the complete flight within the considered system’s AoI will be covered.
The SectorSpecific data distribution ensures that each client is provided with the latest up-to-date OPS sector-specific information for a flight detailing the following information:
• Sector status (normal, skipped, bypassed, etc.)
• Entry, Internal & Exit coordination data for the OPS sector for which information is distributed.
• Intra-sector dialogue information
• Event trigger information (for display purposes) for the OPS sector t
Important: the service will emit all sector-specific data for all flights over the service. It is the clients responsibility to filter out the relevant messages for him. The rationale of using such an approach is that it allows the usage of topics (multicast) at a later stage in the project without changing the client side functionality.
This service provides all subscribed clients with all detected deviations (Lateral, Vertical and Longitudinal) between the trajectories cleared data and the track. Additionally, it provides an automatic re-routing proposal when available.
The service is implemented by means of the FpmMessage. Conformance monitoring information is only provided for SFPLs, which are under-control and not in MANUAL sub-state. Re-routing information may already be received for SFPLs, which have been coordi-nated at entry (e.g. ACT received at the server, or manual coordination performed) and are not yet-under-control of the local centre.
This service provides all subscribed clients with all detected deviations (Lateral, Vertical and Longitudinal) between the trajectories cleared data and the track. Additionally, it provides an automatic re-routing proposal when available.
The service is implemented by means of the FpmMessage. Conformance monitoring information is only provided for SFPLs, which are under-control and not in MANUAL sub-state. Re-routing information may already be received for SFPLs, which have been coordi-nated at entry (e.g. ACT received at the server, or manual coordination performed) and are not yet-under-control of the local centre.
The flight bright distribution service provides the means to highlight a flight within for the own OPS sector based on SSR Code(s) “SSR Bright” and/or ModeS callsign(s) “ModeS bright”, and within own or to other OPS sectors (internal/external) based on callsign(s) “flightplan bright”.
The service is implemented by means of the FlightBrightMessage. The message is distributed to the own OPS sector (case of bright for SSR code, ModeS code, or flightplan bright for the own OPS sector) or to another OPS sector (case of flightplan bright to another OPS sector); in other words message distribution is “OPS sector oriented”.
At initialisation, actual bright information for the OPS sector is distributed. Per OPS sector there can be a maximum of 20 requests for flight bright.
The sectorisation distribution service ensures that each client is provided with the latest up-to-date sectorisation information residing at the server. Basically, the following information is distributed:
• Sectorisation pattern: contains the sectorisation pattern (i.e. unique identifier for each sectorisation) selected for each sector group.
• Sector composition: composition contains the list of airspace volumes and basic sectors composing each flight sector (see section Error! Reference source not found. for more information on the concept).
• Sector consolidation: contains the list of flight sectors consolidated into each OPS sector (see section Error! Reference source not found. for more information on the concept).
• Sector allocation: contains the list of flight sectors allocated to each internal/external centre.
The service provides the OPS sector with the information related to reservation of a free manual-assignable SSR code sequence described in section Error! Reference source not found..
The service is implemented by means of the SsrCodeMessage. The message is distributed to the own OPS sector only.
The meteorological information distribution service aims to provide all operational sectors with the latest:
• Wind & temperature forecast information extracted from the external world for a range of different levels,
• Airport related meteorological information received from the external world from the following sources:
o METAR and METAR COR
o SPECI and SPECI COR
• QNH, transition level and transition altitude information for airports
This service is implemented by means of two messages:
• WindForecastMessage, containing the wind & temperature forecast information.
• AirportMeteoMessage, containing the airport related infor-mation.
The map distribution service aims to provide requesting clients with the latest information of map data. A distinction is made between static, semi-dynamic and dynamic maps:
• Static: It is defined offline, and their contours cannot be modified on-line. Textual elements and/or other display elements may be modified.
• Semi-dynamic: It is defined offline, and their contours can be modified on-line. Textual elements and/or other display elements may be modified.
• Dynamic: They are created on-line. All of their contents may be modified.
The system mode distribution service provides to all connected & subscribed clients the following FDPS system information:
• System: Primary or Fallback
• System mode: Operational or Test mode
• System sub-mode: Authorised or unauthorised
• Link status: ON or OFF (link between Primary and Fallback)
• MTCD Status: ON or OFF
• MTCD Time Horizon
• FDPS degradation level
• FDPS SW and adaptation data version
FDPS coordinate projection parameters
The special area distribution service provides all subscribed clients with the latest status of all special areas (e.g. TSA, TRA, etc.) residing at the server side. For each area the following information is provided:
• Airspace status:
o pre-warning (pending to be active within 15 minutes)
o active
o inactive
• Operation Mode:
o Manual (i.e. the special area activation/de-activation is triggered by manual supervisor action)
o Scheduled (i.e. the special area activation/de-activation is triggered automatically by following an activation/de-activation schedule)
• The applicable lower and upper level related to the special area activation
• The start and end time related to the special area activation.
• In case of booking via LARA, additional LARA booking information, being:
o Unique LARA reservation identifier
o LARA activation status
o List of callsigns involved in the mission
o Mission type
o Permeable or non-permeable indicator
Interface Binding Description Overview
AMQP 1.0 content-type header used to specify media type values
Behaviour
The service behaviour is described in text and diagrams in various sections of the specification document (see SERVICE_SPECIFICATION in service documents).
HeartbeatDistribution
CONSUMER_SIDE_INTERFACE
SWIM_TI_YP_1_0_AMQP_MESSAGING
IPV4_UNICAST
FIRE_AND_FORGET
Operations
No operation required
Interface Binding Description Overview
AMQP 1.0 content-type header used to specify media type values
Behaviour
The service behaviour is described in text and diagrams in various sections of the specification document (see SERVICE_SPECIFICATION in service documents).
The Flight Plan Data Management service supports any connecting CWP client to send certain inputs in order to trigger the correct & latest up-to-date controller information, more specifically: • Create ASPL or SFPL, • Modify an ASPL/SFPL or upgrade an SFPL, • Downgrade an SFPL into an ASPL, • Delete an existing ASPL/SFPL, • Submit requests about instructions/clearances given to the flight crew (e.g. DCT, CFL, NFL, speed, heading, …) • Change status information regarding the flight’s airframe (e.g. no FSSA, RVSM status, …) • Etc. When an input is made and successfully processed the response to the request is delivered in two parts: • Each input is first replied with the AcknowledgementMessage to indicate the acceptance or rejection of the request. The client is expected to start an internal timer in order to capture those cases where there would be no reply. In case of the latter, the client is expected to trigger a new input. • Secondly, provided the input was accepted, the updated information (as delivered by the Flight Plan Distribution service) on the flight is sent. As such, subscription to the Flight Plan Distribution service is mandatory prior the user requesting flight data modifications.
PROVIDER_SIDE_INTERFACE
SWIM_TI_YP_1_0_AMQP_MESSAGING
IPV4_UNICAST
SYNCHRONOUS_REQUEST_RESPONSE
Operations
The operation allows to:
• Create ASPL or SFPL,
• Modify an ASPL/SFPL,
• Upgrade an ASPL into SFPL,
• Downgrade an SFPL into an ASPL.
The operation allows modifying:
• number of aircraft related to a flight plan
• aircraft type
• flight’s wake-turbulence category
• flight’s deviation status
• RVSM capability
• 8.33 kHz capability
• UHF equipment
• BRNAV/PRNAV equipment
• ModeS capability
• Number of people on board
• FSSA capability
• Avoiding weather indicator
• Fuel dumping indicator
The operation allows to:
• Modify the callsign of an existing ASPL or SFPL.
The operation allows to manually deleting an existing ASPL or SFPL from the system.
From an operational perspective, a DCT action can represent multiple cases. The interface definition has been considered to fulfil the op-erational scenarios listed below. For completeness reasons the required options to be passed in the RequestDCT input are given below:
• DCT to a (intermediate) Point
o to
Allows the sending of a single route point name (or coordinate) with optional intermediate point. In this case, the MSB-CB will automatically determine the most likely type of DCT instruction given (i.e. make the distinction between “to-original-route” and “to-trajectory” as given below). From an interface and client implementation perspective this option allows to perform DCT actions without the requirement for the client to reference to index in the trajectory. Also, this option allows also performing a DCT instruction for an ASPL for which no trajectory is available.
• DCT to Point on the Trajectory (Uplink = UM74)
o to-trajectory
intermediate-point not sent
end-point represents the index point and posi-tion in the trajectory
• DCT to Point on the Original Route (Uplink = UM74 + UM72)
o to-original-route
intermediate-point not sent
end-point represents the point name (located on the original route)
• DCT to (Intermediate) Point not located on the trajectory; in this case the end-point is on the trajectory (Uplink = UM79: "CLEARED TO [end-point] VIA [intermediate-point])
o to-trajectory
intermediate-point represents the route point name or position of the intermediate point
end-point represents the index point and posi-tion in the trajectory
• DCT to (Intermediate) Point not located on the trajectory; in this case the end-point is on the original route (Uplink = UM79: "CLEARED TO [end-point] VIA [intermediate-point] + UM72)
o to-original-route
intermediate-point represents the route point name or position of the intermediate point
end-point represents the point name (located on the original route)
• DCT to (Intermediate) Point not located on the trajectory, and no end-point specified. In this case, the DCT is considered to be a point completely off-route, which is not to be rejoined. A typical example is a DCT to a point outside the AoI, which is not located on the trajectory (Uplink = UM74).
o to-trajectory
intermediate-point represents the route point name or position of the intermediate point
end-point represents the null index point
Note 1: A current heading restriction will be removed upon receiving a DCT input.
Note 2: For ASPLs, a DCT to an Intermediate OR End Point is allowed (with whatever DctData option) provided any reference to a trajectory point is populated with the null-TrajectoryPointNumber. Inputs combining both Intermediate AND End Point will not be processed.
From an operational perspective, a change route action represents a re-routing of the flight across multiple waypoints (unlike a DCT where the flight is instructed to go to only one waypoint).
Note 1: A current heading restriction will be removed upon receiving Operation changeRoute.
Note 2: Only available for SFPLs.
The interface definition has been compiled taking into account the operational cases listed below. For completeness reasons the possible parameters, for such situations, to be passed in the RequestHeading input are indicated as well:
• Present Heading (uplink possible)
• Assigned Heading – relative or absolute true/magnetic heading (uplink possible)
• Non-specified Heading; use track direction as heading and update trajectory with this value (no uplink possible)
• Heading to avoid weather, for example CBs; use track direction as heading an generate an observed tactical trajectory with it (no uplink possible)
In the first three cases above, the type of heading closure is mandatory in the request. The following cases have been distinguished in case the application limit and trajectory resuming point are included in the request:
• No application limit and rejoining point specified in the input: a default application limit will be applied and the trajectory will be closed based on pre-defined closure rules.
• Application limit specified as distance and rejoining point present in the request: the specified distance and rejoining-point will be applied.
• Application limit specified as “Indefinite”: the system will auto-close the trajectory at AoR exit.
In all cases, the input heading is considered as magnetic heading.
The command allows resetting a previous heading instruction for ASPLs only. In case the command is requested for an SFPL, the result will be returned with an error.
To process the input of a cleared flight level, with application time/distance and/or ROCD restriction.
To process the input of an enroute cruising level. The ECL is applied until the exit of the AoI (i.e. propagated all the way), unless the ap-plication-limit is present in the request.
To process the input of a requested flightlevel as requested by the pilot or filed by the airline company.
To process the input of a planned flight level (PFL). The PFL is best described as an ECL, but only applied until the requesting sector’s exit.
The interface definition has been compiled taking into account the operational cases listed below:
• Present speed (uplink possible)
• Assigned speed, including route point until where the speed restriction should apply (uplink possible)
• Speed range, including route point until where the speed re-striction should apply (between a lower and upper speed)
• Minimum or Maximum speed instruction, including route point until where the speed restriction should apply (uplink possible)
• Keyword, to represent a pure textual speed instruction to the ATCO (e.g. CLEAN speed) without affecting the flight’s calculat-ed profile
• Resume speed, to cancel any previous speed restriction (uplink possible)
Interface Binding Description Overview
AMQP 1.0 content-type header used to specify media type values
Behaviour
The service behaviour is described in text and diagrams in various sections of the specification document (see SERVICE_SPECIFICATION in service documents).
The Sector Specific Data Management service supports any connecting CWP client to send certain inputs in order to trigger the correct & latest up-to-date controller information regarding sector-specific information and coordination & transfer information, more specifically:
• Allow taking control of a flight (or proposing hand-over, request-on-frequency, etc.),
• Change the coordinated entry and exit levels,
• Deliver departure clearance for an flight departing from an internal aerodrome,
• Skip and cancel-skip of an internal sector,
• Bypass and cancel-bypass of the 1st downstream internal sector,
• Delegate the flight to another internal sector,
• Change the next downstream internal sector into the preferred one,
• Change the entry/exit frequency of sectors,
• Etc.
When an input is made and successfully processed the response to the request is delivered in two parts:
• Each input is first replied with the AcknowledgementMessage to indicate the acceptance or rejection of the request. The client is expected to start an internal timer in order to capture those cases where there would be no reply. In case of the latter, the client is expected to trigger a new input.
• Secondly, provided the input was accepted, the updated information (as delivered by the Flight Plan Data Distribution & Sector Specific Data Distribution service) on the flight is sent. As such, subscription to the both aforementioned services is mandatory prior the user requesting sector specific data modifications.
PROVIDER_SIDE_INTERFACE
SWIM_TI_YP_1_0_AMQP_MESSAGING
IPV4_UNICAST
SYNCHRONOUS_REQUEST_RESPONSE
Operations
To process the input of a control input command, to allow either:
• Take control of the flight,
• Transfer control of the flight,
• Delegate control of the flight to the sector where the flight is geographically located,
• Hand-over propose/accept.
To process the input of an entry flightlevel for the coordination between internal sectors or with the external upstream partner.
To process the input of a transfer flightlevel for the coordination between internal sectors or with the external downstream partner.
The operation allows to:
• Skip and cancel-skip of an internal sector,
• Bypass and cancel-bypass of the 1st downstream internal sector,
• Delegate the flight to another internal sector,
• Change the next downstream internal sector into the pre-ferred one.
The operation allows performing coordination changes related to the entry of the sector performing the request. The operation applies to both internal and external entry coordination.
Changes to the following items can be requested, or negotiated:
• NFL & NSFL (as also possible with requestNFL – see section 3.6.4)
• Departure level (indicates the initial cleared level for departure flights out of an internal aerodrome)
• ETO (Estimated Time Over)
• COP (Coordination Point)
• PSSR (Present SSR Code)
• DCT-to point (including intermediate point if required)
• Accepting Frequency
• Speed
• Heading
The operation allows performing coordination changes related to the exit of the sector performing the request. The operation applies to both internal and external exit coordination.
Changes to the following items can be requested, or negotiated:
• TFL & TSFL (as also possible with requestTFL – see section 3.6.5)
• ETO (Estimated Time Over)
• COP (Coordination Point)
• PSSR (Present SSR Code)
• DCT-to point (including intermediate point if required)
• Transferring Frequency
• Speed
• Heading
The operation allows performing a departure clearance (for a flight departing from an internal aerodrome). For example, a TWR sector can perform this action, or eventually a higher sector that has to deliver the departure clearance.
Items available in the departure clearance are kept limited for the first phase and include:
• Departure level (indicates the initial cleared level for departure flights out of an internal aerodrome)
• Take-off time
• PSSR (Present SSR Code)
• Accepting Frequency
• SID
• Departure runway
The operation allows an OPS sector:
• To select the frequency to be sent to the transferring previ-ous adjacent center or internal sector,
• To select the default for the frequency to be sent to the transferring previous adjacent center or internal sector,
• To change the exit frequency with the next partner or internal sector,
• To reset the exit frequency.
Interface Binding Description Overview
AMQP 1.0 content-type header used to specify media type values
Behaviour
The service behaviour is described in text and diagrams in various sections of the specification document (see SERVICE_SPECIFICATION in service documents).
The Correlation Management service allows any connecting CWP client to perform inputs related to the linkage or unlinkage of flight plans with tracks, more specifically:
• Link a flight plan with a specific track,
• Unlink a flight plan from a specific track,
• Set the present, next or downstream SSR code a flight.
When an input is made and successfully processed the response to the request is delivered in two parts:
• Each input is first replied with the AcknowledgementMessage to indicate the acceptance or rejection of the request. The client is expected to start an internal timer in order to capture those cases where there would be no reply. In case of the latter, the client is expected to trigger a new input.
• Secondly, provided the input was accepted, the updated information (as delivered by the Flight Plan Distribution service) on the flight is sent. As such, subscription to the flight plan distribution service is mandatory prior the user requesting flight data modifications. Additionally, if the user is subscribed to the Correlation Distribution service, extended correlation information will be sent.
PROVIDER_SIDE_INTERFACE
SWIM_TI_YP_1_0_AMQP_MESSAGING
IPV4_UNICAST
SYNCHRONOUS_REQUEST_RESPONSE
Operations
To process the input of a manual linkage/unlinkage request of a flight plan with a track.
To process the input of setting the present, next or downstream SSR code of a flight plan.
Interface Binding Description Overview
AMQP 1.0 content-type header used to specify media type values
Behaviour
The service behaviour is described in text and diagrams in various sections of the specification document (see SERVICE_SPECIFICATION in service documents).
The Flight Bright Management service allows any connecting CWP client to perform inputs related to highlight of a track or flight plan, more specifically: • SSR Bright: o Add an SSR Code to the SSR Bright function for his OPS sector o Cancel all SSR Codes from the SSR Bright function for his OPS sector o Delete one SSR Code from the SSR Bright function for his OPS sector • ModeS Bright: o Add an ModeS callsign to the ModeS Bright function for his OPS sector o Cancel all ModeS callsign from the ModeS Bright function for his OPS sector o Delete one ModeS callsign from the ModeS Bright function for his OPS sector • FPL Bright: o Add a flight to the FPL Bright function for his OPS sector o Delete a flight from the FPL Bright function for his OPS sector o Add a flight to the FPL Bright function of another internal OPS Sector (by specifying an internal flight sector) o Point a flight to an external flight sector / centre When an input is made and successfully processed the response to the request is delivered in two parts: • Each input is first replied with the AcknowledgementMessage to indicate the acceptance or rejection of the request. The client is expected to start an internal timer in order to capture those cases where there would be no reply. In case of the latter, the client is expected to trigger a new input. • Secondly, provided the input was accepted, the updated information (as delivered by the Flight Bright Distribution service) on the flight is sent. As such, subscription to the Flight Bright distribution service is mandatory prior the user requesting modifications. Please do note that the distribution of the FlightBright message is OPS sector oriented.
PROVIDER_SIDE_INTERFACE
SWIM_TI_YP_1_0_AMQP_MESSAGING
IPV4_UNICAST
SYNCHRONOUS_REQUEST_RESPONSE
Operations
No Operation Defined
Interface Binding Description Overview
AMQP 1.0 content-type header used to specify media type values
Behaviour
The service behaviour is described in text and diagrams in various sections of the specification document (see SERVICE_SPECIFICATION in service documents).
The sectorisation management service provides any connecting client with the means to perform a re-sectorisation change. Two kind of requests can be made, being: • A request to verify a new sectorisation change (i.e. would the request once executed be valid for the server?), • A request to perform a sectorisation change. When an input is made and successfully processed the response to the request is delivered in two parts: • Each input is first replied with the AcknowledgementMessage to indicate the acceptance or rejection of the request. The client is expected to start an internal timer in order to capture those cases where there would be no reply. In case of the latter, the client is expected to trigger a new input. • Secondly, provided the input was accepted, the updated information (as delivered by the Sectorisation Distribution service) is sent. As such, subscription to the Sectorisation distribution service is mandatory prior the user requesting sectorisation modifications.
PROVIDER_SIDE_INTERFACE
SWIM_TI_YP_1_0_AMQP_MESSAGING
IPV4_UNICAST
SYNCHRONOUS_REQUEST_RESPONSE
Operations
No operation defined
Interface Binding Description Overview
AMQP 1.0 content-type header used to specify media type values
Behaviour
The service behaviour is described in text and diagrams in various sections of the specification document (see SERVICE_SPECIFICATION in service documents).
The SSR code management service allows a client to reserve an SSR code for manual assignment later on (i.e. manual assignment by using the Operation setSsr service call), and to clear such code from display in the whole OPS sector.An SSR code reserved for manual assignment is not available for automatic assignment. The SSR code will be reserved during a design parameter time and then released if not manually assigned to any flight plan or released according to the standard release rules if manually assigned to a flight plan during this design parameter time. When an input is made and successfully processed the response to the request is delivered in two parts: • Each input is first replied with the AcknowledgementMessage to indicate the acceptance or rejection of the request. The client is expected to start an internal timer in order to capture those cases where there would be no reply. In case of the latter, the client is expected to trigger a new input. • Secondly, provided the input was accepted, the updated information (as delivered by the SsrCode Distribution service) is sent. As such, subscription to the SsrCode distribution service is mandatory prior the user requesting modifications.
PROVIDER_SIDE_INTERFACE
SWIM_TI_YP_1_0_AMQP_MESSAGING
IPV4_UNICAST
SYNCHRONOUS_REQUEST_RESPONSE
Operations
No operation defined
Interface Binding Description Overview
AMQP 1.0 content-type header used to specify media type values
Behaviour
The service behaviour is described in text and diagrams in various sections of the specification document (see SERVICE_SPECIFICATION in service documents).
References
Service Documents
The official OpenATM service definition as published, including the information definition, service behaviour, numerous diagrams (interfaces, sequence and others), additional technical details, and conformance matrix to the SWIM Service Description specification
The AIRM Semantic Correspondence. The correspondence was performed on AIRM 4.1.0 (sesarju:airm:v410).
The XSD definition files are embedded in the following package
The ASN.1 files are embedded in the following package
"A nice little program that explains the service consumer step-by-step on how to connect.
Revision Save Date
Thu, 09/02/2021 - 09:07
Revision Number
71166
The service description has currently reached the "PUBLISHED" status.