Systems Integration Description Document
Version 0.2 - April 24, 2012
Data Communications Implementation Team (DCIT)
Departure Clearance Service (DCL)
Systems Integration Description Document
Version 0.2
April 24, 2012
Systems Integration Description Document
Version 0.2 - April 24, 2012
SIGNATURE PAGE
Gregg Anderson, FAA
Date
Operations & Integration Team Lead/Ground Data Communications Team AJM-34
<Name 2>
Date
<Title 2>
<Name 3>
<Title 3>
Date
Systems Integration Description Document
Version 0.2 - April 24, 2012
DOCUMENT CHANGE HISTORY
Revision
Author
Change Date
Change Summary
0.1
DCIT Systems Integration
Team
02/08/2012
Initial draft
0.2
DCIT Systems Integration
Team
04/24/2012
Revised draft to include end-to-end
system architecture, and system
description information
0.3
DCIT Systems Integration
Team
05/07/2012
Revised draft to include Courtesy Copy
material
0.4
DCIT Systems Integration
Team
05/14/2012
Revised draft to include updated
system level threads
DCP INTEGRATION PLAN
Table of Contents • Page 3 of 33
Systems Integration Description Document
Version 0.2 - April 24, 2012
Table of Contents
1
INTRODUCTION ____________________________________________________ 6
1.1.
Scope ______________________________________________________________ 6
1.2.
Applicable Documents _______________________________________________ 6
2
SYSTEMS INTEGRATION APPROACH _________________________________ 9
2.1
3
SYSTEM DESCRIPTION______________________________________________ 10
3.1
Overview ______________________________________________________________ 10
3.2
Systems Descriptions and Interfaces______________________________________ 11
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.2.6
3.2.7
3.2.8
3.2.9
4
Assumptions ____________________________________________________________ 9
Overview____________________________________________________________________ 11
Data Comm Trials Automation Platform (DTAP) _________________________________ 11
HOST _______________________________________________________________________ 12
Host ATM Data Distribution System (HADDS) ___________________________________ 13
Tower Data Link Services (TDLS) _______________________________________________ 13
NAS Security Gateway ________________________________________________________ 13
CSP networks ________________________________________________________________ 13
Aircraft _____________________________________________________________________ 14
Airline automation ___________________________________________________________ 14
INTEGRATION AND SEQUENCE DATA FLOW ________________________ 15
4.1
4.1.1
4.1.2
Integration Approach ___________________________________________________ 15
Ground-Ground Integration ___________________________________________________ 15
Air-Ground Integration _______________________________________________________ 16
5
End-to-End – SEQUENCE DATA FLOW ________________________________ 18
6
COURTESY COPY FORMAT __________________________________________ 22
7
TEST PROGRAM DESCRIPTION _____________________________________ 29
7.1
7.1.1
7.1.2
7.1.3
7.1.4
7.2
7.2.1
7.3
Approach and Concept __________________________________________________ 29
Evaluation Approach _________________________________________________________ 29
Critical Operational Issues (COIs)/Test Requirement Summary ____________________ 29
Performance Thresholds _______________________________________________________ 30
Activities Leading To Test _____________________________________________________ 30
Test Environment ______________________________________________________ 30
Test Location ________________________________________________________________ 30
Test and Analysis Tools _________________________________________________ 30
DCP INTEGRATION PLAN
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Systems Integration Description Document
7.4
Test and Evaluation Descriptions ________________________________________ 31
7.4.1
7.5
Version 0.2 - April 24, 2012
DCL Trials End-to-End System Testing __________________________________________ 31
Test Approach _________________________________________________________ 32
APPENDIX D - Glossary _________________________________________________ 33
List of Tables
Table 6-1
Table 6-2
Table 6-3
Table 6-4
Table 6-5
Table 6-6
Table 6-7
Initial Courtesy Copy (CC) Message Format ................................................. 22
Revised Courtesy Copy (RC) message format ............................................. 23
Notes ................................................................................................................... 24
Clearance Fields ................................................................................................. 25
Courtesy Copy Example ................................................................................... 26
Courtesy Copy Acknowledgement Message ................................................. 28
Courtesy Copy Acknowledgement Field Descriptions ................................ 28
List of Figures
Figure 3-1 DCL Trials Architecture ................................................................................... 10
Figure 3-2 Protocol Stack View.............................................................................................. 12
Figure 4-1 DCL Trials End-to-End System Test Architecture ....................................... 15
Figure 4-2 Ground-Ground Integration .................................................................................. 16
Figure 4-3 Air-Ground Integration ......................................................................................... 17
Figure 5-1 AFN Logon ........................................................................................................... 20
Figure 5-2 Departure Clearance .............................................................................................. 20
Figure 5-3 Revised Departure Clearance ................................................................................ 21
Figure 7-1 DCL Trials End-to-End Test Process .............................................................. 32
DCP INTEGRATION PLAN
Table of Contents • Page 5 of 33
Systems Integration Description Document
1
Version 0.2 - April 24, 2012
INTRODUCTION
This document describes the systems integration plan as part of the end-to-end system
towards the Data Communications Program (DCP) Departure Clearance (DCL) Trials
activities. The DCL Trials support pre-operational demonstrations of key aspects of the
tower controller-pilot data link communication (CPDLC) services in field trials. The DCL
trials will validate the concept of operation for the delivery of departure clearances and
revised departure clearances through advanced automation and CPDLC. The trials will
ensure procedures and training plans are appropriate, and will provide airspace users an
opportunity to experience the benefits associated with Data Comm services. Operational
trials will evaluate requirements in support of the fully-compliant automation system
development and deployment.
The DCL service provides automated assistance for requesting and delivering initial and
revised departure clearances. DCL provides CPDLC messages for the following: Flight
plan route, initial and requested altitude, beacon code assignment and departure
frequency. When DCL is provided through the use of CPDLC, this information is
exchanged using CPDLC messaging. For the trials, the messages will be selected from
those already used in Future Air Navigation Services (FANS) equipped aircraft. The
CPDLC message elements are defined in RTCA DO-258A that current FANS avionics
already support. The DCL service is designed for use in surface operations and replaces
the existing Pre-Departure Clearance (PDC) at trial sites for participating aircraft.
1.1. Scope
This document describes the system integration characteristics and the overall end-to-end
architecture of the Federal Aviation Administration’s (FAA) DCL trials. These trials will
take place in the 2012-2014 timeframe at various airports including Memphis, Atlanta and
Newark. The primary purpose of the trials is to validate the concept of use associated with
delivery of Data Comm services to the tower environment. This document also provides
an overall technical approach for integrating the DCL Trials end-to-end system
components supportive of the ATS Facilities Notifications (AFN) Logon and DCL service
implementation by way of FANS as an air / ground digital communication solution.
The DCL Trials will validate the concept of operation for the delivery of departure
clearances and revised departure clearances through advanced automation and CPDLC.
1.2. Applicable Documents
The following documents are considered applicable to the integration activities. Some of
these documents provide the requirements baseline for the components being integrated
while others are provided so their contents can be used as guidelines.
Systems Integration Description Document
INTRODUCTION • Page 6 of 33
Systems Integration Description Document
Version 0.2 - April 24, 2012
Doc
ID/Number
Document Title
Revision
Date
Originating
Organizatio
n
RTCA DO-258A
Interoperability
Requirements for ATS
Applications Using ARINC
622 Data Communications
(FANS 1/A Interop
Standard)
(Supersede
s DO-258)
04/07/05
RTCA
ARINC
SPECIFICATION
622-4
ATS Data Link Applications
over ACARS Air-Ground
Network
Rev -4
10/12/01
AEEC/ARINC
ARINC
SPECIFICATION
620-6
DATALINK GRIOUND
SYSTEM AND INTERFACE
SPECIFICATION
6
11/15/07
AEEC
NAS-IC-40010001
Interfaces Between the Enroute
Data Distribution System
(EDDS), EAS Air Traffic
Management (ATM) Data
Distribution System
(HADDS)/Store And Forward
Application (SAFA) & Their
Client Applications
Mapping of Airline
Reservation, Ticketing, and
Messaging Traffic over IP
May 1998
IETF
Manual on VHF Digital Link
(VDL) Mode 2
November
2001
ICAO
RFC 2351
ICAO Doc 9776
ARINC
Specification 618-6
ARINC
Specification 631-4
AIR/GROUND
CHARACTER-ORIENTED
PROTOCOL
SPECIFICATION
6
06/16/06
AEEC
VHF DIGITAL Link (VDL)
MODE 2
IMPLEMENTATION
PROVISIONS
4
8/31/05
AEEC
Systems Integration Description Document
Applicable Documents • Page 7 of 33
Systems Integration Description Document
Doc
ID/Number
ARINC
Specification 622-4
RFC 791
Version 0.2 - April 24, 2012
Document Title
Revision
Date
Originating
Organizatio
n
ATS DATA LINK
APPLICATIONS OVER
4
10/12/01
AEEC
September
1981
IETF
Internet Protocol
Specification
Systems Integration Description Document
Applicable Documents • Page 8 of 33
Systems Integration Description Document
2
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SYSTEMS INTEGRATION APPROACH
The DCL Trials system is comprised of a number of major sub-systems, which by way of
well-defined standard interfaces, integrate and communicate to form an end-to-end
environment providing an infrastructure for the DCL Trials. The system components are
described in detail in Section 3.
The fully integrated system for the Logon and DCL service will include ground automation
platform, the Host ATM (Air Traffic Management) Data Distribution System (HADDS), and
the FAA’s Telecommunications Infrastructure (FTI) Operational IP (OPS-IP). The HADDS, a
flight data system, uses the OPS-IP for network connectivity between facilities and for
ground connectivity with the DCL Trials Communications Service Providers (CSPs). The
CSPs provide a ground communication routing mechanism and an air / ground network to
reach participating DCL trials aircraft.
2.1 Assumptions
The assumptions that provide context for the integration approach are included in this
section. These assumptions are subject to change, as certain aspects of the system
architecture are still being detailed. Any changes that impact the integration approach will
be addressed in future revisions of this document. Following are the current assumptions:
1. <List Assumption 1>
o
Describe details the listed assumption
o
Describe details the listed assumption
o
Describe details the listed assumption
2. <List Assumption 1>
o
Describe details the listed assumption
o
Describe details the listed assumption
o
Describe details the listed assumption
3. <List Assumption 1>
o
Describe details the listed assumption
o
Describe details the listed assumption
o
Describe details the listed assumption
4. <List Assumption 1>
o
Describe details the listed assumption
o
Describe details the listed assumption
o
Describe details the listed assumption.
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SYSTEM DESCRIPTION
This section provides an overview of the DCL Trials end-to-end system. Figure 3-1 below
presents an end-to-end architecture for the DCL Trials system.
Figure 3-1 DCL Trials Architecture
3.1 Overview
The DCL Trials will validate the concept of operation for the delivery of departure
clearances and revised departure clearances through advanced automation and CPDLC.
The Data Communications Trials Automation Platform (DTAP) will provide the FAA with
the controller user interface, processing and National Airspace System (NAS) connectivity
necessary to generate, deliver and track departure clearances utilizing Radio Technical
Commission for Aeronautics (RTCA) Special Committee 214 (SC-214) standards to Future
Air Navigation Services version 1+/A (FANS-1/A) equipped aircraft. The DTAP will be
used in operational towers alongside the current Tower Data Link Services (TDLS) platform,
to augment rather than replace the current PDC process.
The DTAP will provide the FAA with the controller user interface, processing and NAS
connectivity necessary to generate, and deliver departure clearances to FANS equipped
aircraft.
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The aircraft operator provides Flight Plan information to the Air Route Traffic Control
Center (ARTCC) associated with the departure airport via the ground-to-ground
communications system. The ARTCC processes the flight plan providing modifications to
conform to established routes. The ARTCC transmits the processed flight plan to the Air
Traffic Control Tower (ATCT) via ground-to-ground communications.
DTAP automation creates a DCL by presenting to the controller for review, a proposed DCL
that was created using HADDS data. The controller may modify the DCL with local data
and approves the DCL. After controller approval, DTAP makes the DCL available for a
flight crew request. Upon approval of the DCL by the controller, the automation system
forwards a copy of the DCL to the Airline Operations Center (AOC).
The Flight Crew prepares the aircraft for the flight and activates the data link system, by
sending an AFN logon via the CSP Network to the ground system. Ground acceptance of
the logon and correlation of the logon information with a flight plan initiates a network
connection between the aircraft and ground system. After network connection, the Flight
Crew requests a departure clearance from the DCL Service automation. The service
responds by transmitting a DCL to the aircraft via the CSP network.
When changes in tower or en route conditions occur for weather or other reasons, the tower
or the ARTCC will amend the clearance information. After amended data is processed, the
controller will take action to transmit a revised DCL to the flight crew.
3.2 Systems Descriptions and Interfaces
3.2.1 Overview
Interface testing will be performed for the DTAP to ensure connectivity and addressing
characteristics are met. DTAP system interfaces will be tested to ensure that it can
effectively connect and extract information from the NAS. This includes routing and
forwarding testing with failover conditional testing. Interface testing will evaluate the
DTAP requirements for the Flight Deck Interface through the CSP and the HADDS.
Multiple systems will be utilized in the end-to-end environment during the testing at the
WJHTC, including the DTAP, the FTI National Test Bed (FNTB), CSP, HADDS, and FANS1/A Aircraft Avionics. Communication capabilities will be tested to ensure satisfactory
performance across relevant systems as shown in Figure 3-1.
3.2.2 Data Comm Trials Automation Platform (DTAP)
The DTAP provides Departure Clearance messaging from within the selected tower(s) to
participating aircraft.
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The DTAP interfaces with many other parts of the DCL Trials Architecture. At the physical
and network layers the DTAP interfaces with FTI to obtain IP network service. The DTAP
interfaces with HADDS and the CSP network(s) using FTI.
The DTAP interfaces with HADDS to obtain flight plan information. DTAP uses the flight
plan information to aid in its creation and revision of departure clearances.
The DTAP interfaces with the CSP network(s) through the FTI National Enterprise Security
Gateway (NESG). The DTAP uses the CSP interface to exchange messages with aircraft and
airline automation systems. These messages are 620 formatted messages using either
Mapping Airline Traffic over IP (MATIP) or Middleware Solutions (MQ) over IP. These 620
messages are received by the CSP network, processed and “forwarded” to the appropriate
next destination. Figure 3-2 below presents the end-to-end protocol stack view of DTAP,
CSP and the avionics system.
Figure 3-2 Protocol Stack View
3.2.3 HOST
The Host Computer System is FAA's key information processing system for its 20 en route
centers, which control aircraft in transit over continental United States and during
approaches to some airports. It processes radar surveillance data and flight plans, links filed
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flight plans with actual aircraft flight tracks, provides alerts of projected aircraft separation
violations, and processes weather data. The Host provides flight plan information for the
DTAP (via HADDS) as part of the FAA’s DCL Trials.
3.2.4 Host ATM Data Distribution System (HADDS)
The HADDS provides the interface to DTAP for flight plan information as part of the FAA’s
DCL Trials system.
3.2.5 Tower Data Link Services (TDLS)
The TDLS system supports tower-to-aircraft message exchanges via data link
communications. Pilots, controllers, and flight planners use the TDLS system. The TDLS
system is comprised of three applications; PDC, the Flight Data Input/Output (FDIO)
Emulation and Digital Automatic Terminal Information Service (D-ATIS).
The PDC application displays clearances received from the ARTCC. The TDLS operator can
append information about departing aircraft at the airport and transmit the clearance using
a data link to a participating airline/user computer. Users deliver the final clearance directly
to equipped aircraft or to a departure gate printer for distribution to the aircraft not
equipped with display capability.
FDIO Emulation is an application that displays flight plan data, weather information, and
general information messages from the ARTCCs. TDLS operators use the application to
obtain flight plan information and input, request, and revise flight plan data via the TDLS
processor.
During the DCL trials controllers at the Clearance Delivery and Flight Data positions will
continue to use the existing PDC and FDIO capabilities of TDLS.
3.2.6 NAS Security Gateway
FAA’s FTI provides ground to ground network connectivity using an IP backbone between
FAA networked systems. The NESG provides a secure interface between the private FAA
network and external systems. For the DCL Trials the external system(s) being connected
is/are the CSP networks of ARINC and SITA.
3.2.7 CSP networks
The CSP network subsystem(s) provide air/ground connectivity between the FAA’s
network and aircraft. This connectivity is in the form of ACARS messaging to transport
FANS messages. Ground-to-ground messages between the DTAP and the CSP network(s)
are defined in DO-258A, ARINC 622 and ARINC 620. Air-to-ground messages between the
CSP network(s) and aircraft are defined in DO-258A, ARINC 622, ARINC 631, and ARINC
618
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The CSP network interfaces with aircraft at the physical and network levels. The CSP
network interfaces with FTI/Security Gateway at the physical and network layers. The CSP
network(s) interface with DTAP to exchange inputs destined for both aircraft and airline
automation systems and send outputs received from aircraft and/or airline automation
systems.
The trials program intends to use multiple means to interface to aircraft at the physical level
depending upon aircraft configuration and current capability.
•
•
VHF Digital Link (VDL) Mode 0 – ACARS VHF
VDL Mode 2 – VDL Mode 2 or ACARS over AVLC (AOA)
At the network layer the air/ground communications protocol is ACARS (ARINC
specification 618). More specifically using messages defined in ARINC 622 and RTCA’s
DO-258A.
3.2.8 Aircraft
Participating aircraft will have messaging capability to support the DCL trials program’s
needs. These needs include a Flight Management system (FMS) with FANS
communications capability and VHF Digitial Link (VDL) (Mode 0 or Mode 2) capable radios
and Communications Management Units (CMUs).
3.2.9 Airline automation
The Airline automation system will receive a separate “courtesy copy” of each departure
clearance from the DTAP using an ARINC 620 formatted message. This “Courtesy copy”
will be a separately created and sent message based upon the contents of the DO-258A
formatted message sent to the aircraft and other flight plan information available to the
DTAP.
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4
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INTEGRATION AND SEQUENCE DATA FLOW
4.1 Integration Approach
Technical integration for the DCL Trials system is addressed in two parts: 1) GroundGround System Integration, and 2) Air-Ground System Integration. Such integration
approaches are further divided into “system threads” based on major ground-ground and
air-ground system components in Section 4.2.
The architecture that will be utilized to conduct end-to-end system testing of the DTAP
system at the WJHTC in Atlantic City, NJ is depicted below in Figure 4-1.
Figure 4-1 DCL Trials End-to-End System Test Architecture
4.1.1 Ground-Ground Integration
To enable exchange of flight, logon and session information between end system
components, the flight data hosted on HADDS, the AFN capability hosted on DTAP, and
the CDPLC DCL capability hosted on DTAP will utilize the following integrated elements
as a means of ground communications across the interfaces:
•
•
•
DTAP AFN Application
DTAP CPDLC Application
HADDS
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•
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NESG
Figure 4-2 shows the approach for integrating the ground-ground system elements from a
system’s threads point of view. The focus of this integration step will be on ensuring DTAP
is able to receive and process flight data from HADDS, and ensuring that the DTAP can
communicate with Front End Processor proxy located in the external DMZ of the NESG.
Figure 4-2 Ground-Ground Integration
4.1.2 Air-Ground Integration
To enable exchange of end-to-end AFN logon and CPDLC communication between end
system components, the following integrated elements (across the ground-ground and airground interfaces) allow for the end-to-end service for the DCL Trials system:
•
•
•
•
•
•
•
DTAP AFN Application
DTAP CPDLC Application
HADDS
NESG
CSP
Aircraft AFN Application
Aircraft CPDLC Application
Figure 4-3 shows the approach for integrating the air-ground system elements from a
system’s threads point of view. The focus of this integration step will be to ensure that the
DTAP Data Comm applications; AFN and CPDLC; can communicate with the Aircraft Data
Comm applications; AFN and CPDLC respectively; through the CSP’s air/ground network.
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Figure 4-3 Air-Ground Integration
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End-to-End – SEQUENCE DATA FLOW
This section identifies the logical sequence of data flows within the end-to-end environment.
Such sequences account for the ground-ground and air-ground message flow for end-to-end
communications between ATC controller and Pilot. Prior to actual sequence data flows,
below you will find relevant information about “Flight Plan Prior to Departure Time”,
“Logon element data”, and a “Timeline for pre-conditions”. The sequence flow diagrams
are shown on Figures 5-1, 5-2 and 5-3 respectively.
FLIGHT PLAN PRIOR TO DEPARTURE TIME
a. Flight Plans (FPs) are filed by FOC/AOC and stored in ERAM FDP
a. FPs are validated, and if found valid they are assigned Global Unique Flight ID
(GUFI) and stored as part of the Flight Object (FO) in ERAM
b. Once stored, they are distributed to TDLS (can also be requested)
c. FOC/AOC will receive a response for filed FPs (Accepted / Rejected ) based on key
fields such as Aircraft ID
d. Controllers can display FPs from their consoles
e. FPs can be updated or deleted (send update)
f.
Flight Plans are either Proposed (Pending) or Active (when aircraft takes off and is
detected by the radars)
g. Multiple proposed FPs per flight can exist; and are resolved by a controller
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Figure 5-1 AFN Logon
Figure 5-2 Departure Clearance
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Figure 5-3 Revised Departure Clearance
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COURTESY COPY FORMAT
This Section describes the initial and revised courtesy copies to be provided by the tower
automation system to the airline host (or proxy). The format of the courtesy copies, as
shown in Table 5.1, is intended to be similar to the existing PDC messages the airline
systems receive from TDLS today. Table 6-2 and 6-3 include “Notes”, and “Outstanding
Issues” as related to the CC formats; while Table 6-4 illustrates the Clearance Fields. Finally,
Table 6-5 provides an example of the CC message.
Table 6-1 Initial Courtesy Copy (CC) Message Format
{field values in brackets. Field identifiers marked with “#” from table below, notes marked
with *}
^AQU {IATA address TO }
. {IATA address FROM} {DDHHMM}
^BCCI
{ Sequence Number} COURTESY COPY – NOT AN ATC CLEARANCE
{Flight ID *A} {field #1}
{Equipment *B} P{Departure time *C}
{Computer Identifier *D} {field #19}
{Route Information *E}
{Route Information *E}
{Route Information *E}
{Free Text *F}
{Free Text *F}
{Free Text *F}
{Free Text *F}
{Free Text *F}
{Free Text *F}
{Free Text Additional *G}
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{Free Text Additional *G}
{Free Text Additional *G}
^C
Table 6-2 Revised Courtesy Copy (RC) message format
{field values in brackets. Field identifiers marked with “#” from table below}
^AQU {IATA address TO }
. {IATA address FROM} {DDHHMM}
^BCCR
{ Sequence Number} COURTESY COPY – NOT AN ATC CLEARANCE
{Flight ID *A} {field #1}
{Equipment *B} P{Departure time *C}
{Computer Identifier *D} {field #19}
{Route Information *E}
{Route Information *E}
{Route Information *E}
{Free Text *F}
{Free Text *F}
{Free Text *F}
{Free Text *F}
{Free Text *F}
{Free Text *F}
{Free Text Additional *G}
{Free Text Additional *G}
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{Free Text Additional *G}
^C
Table 6-3 Notes
A: Flight ID is not in the FANS message, it will be derived from other DTAP information.
B: Equipment type is not in the FANS message, it will be derived from other DTAP
information.
C: Departure time is not in the FANS message, it will be derived from other DTAP or airline
information.
D: Computer Identifier is not in the FANS message, it will be derived from other DTAP
information.
E: Route information consists of fields #2, #3, #4, #5, #6, #7, #8.
F: Free text consists of fields #10, #13, #14, 15, #16, #17, #18, #20, #21
G: Free text added consists of fields #18, #20, #21. This field includes all of the fields that
are not in the PDC message today.
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Table 6-4 Clearance Fields
Field
number
Field description
Example values
1
AirportDeparture
KBWI
2
AirportDestination
3
RunwayDeparture
4
ProcedureDeparture
5
RunwayArrival
6
ProcedureApproach
7
ProcedureArrival
8
AirwayIntercept
9
RouteInformationSequence
10
0 PublishedIdentifier
GOOFY/N01W05
1 LatitudeLongitude
N45000W120456
2 PlacebearingPlacebearing
N45000W120456/359T
3 PlacebearingDistance
N45000W120456/359T/11NM
4 AirwayIdentifier
J450
5 TrackDetail
N45000W120456
RouteInformationAdditional
DCP INTEGRATION PLAN
ATWalongtrackwaypointssequence
J450+2NM
ReportingPoints
???
InterceptCourseFromSequence
PETTY/359T
HoldAtWaypointsSequence
???
WaypointSpeedAndAlitutudeSequence
PETTY/400K
APPENDIX D - Glossary • Page 25 of 33
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RTArequiredTimeArrivalSequence
11
Then As Filed
THEN AS FILED
12
Route As Filed
ROUTE AS FILED
13
Expect Level [level]
EXPECT LEVEL F320
14
Departure Speed [speed]
DEPARTURE SPEED 250K
15
Departure Heading [heading]
DEPARTURE HEADING
010DT
16
No Delay Expected
NO DELAY EXPECTED
17
Special Instruction [freetext]
{freextext}
18
Departure Frequency [frequency]
FREQ 117.543
19
UM19 Maintain Altitude [altitude]
MAINT 10000FT
21
UM158 ATIS [code]
ATIS X
Table 6-5 Courtesy Copy Example
Line
Text
Notes
1
^AQU ANPOCWN
Destination
2
.OKCTWXA 081251
Automation System address
3
^BCCI
SMI
4
001 COURTESY COPY – NOT AN ATC
CLEARANCE
Sequence number and notification
5
SWA9999 1234 KOCK
Tail number, beacon and departure
airport
6
H/B744/Q P1330
Equipment and departure time
7
000 320
Computer code and altitude
8
KBWI --- PROC1 --- APPR2 ---
Departure airport, placeholder for
departure runway, departure
procedure, placeholder for arrival
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runway, approach procedure,
placeholder for arrival procedure
9
IRW IRW/N16W006 ADM321 J999
Route Information
10
THEN AS FILED
Free text
11
DEPARTURE SPEED 300K
Free text
12
DEPARTURE HEADING 010DT
Free text
13
NO DELAY EXPECTED
Free text
14
SPECIAL INFORMATION
Free text
15
FREQ 117.543
Free Text additional
16
MAINT 10000FT
Free Text additional
17
SQUAWK 4356
Free Text additional
18
ATIS X
Free Text additional
20
^C
ETX
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Systems Integration Description Document
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Table 6-6 Courtesy Copy Acknowledgement Message
{field values in brackets. Field identifiers marked with “#” from table below}
^AQU {IATA address TO }
. {IATA address FROM} {DDHHMM}
^BCCA
{Flight ID *A} { Sequence Number} {ACK Y/N}C{Tail Number} P {Departure time} {Gate
Assignment}
^C
Table 6-7 Courtesy Copy Acknowledgement Field Descriptions
Field name
Field Explanation
{IATA address TO }
Address of DTAP at destination tower
. {IATA address FROM}
Address of airline host sending the ACK
{DDHHMM}
Time message was sent to DTAP
Flight ID
3-char customer ID (e.g. SWA, not WN)
plus numerals
Sequence Number
This should match the sequence number
of the CCI or CCR that this
acknowledges
{ACK Y}
Y is the only valid value following ACK
{Tail Number}
If known, default if unknown is single
period “.”
{Departure time }
Format is 2 characters of hours followed
by 2 characters of minutes (HHMM)
Gate Assignment
Default if missing is “G”
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Systems Integration Description Document
7
Version 0.2 - April 24, 2012
TEST PROGRAM DESCRIPTION
This section provides a summary of the Test Program, focusing on the test and evaluation
approach, summary of test requirements, activities leading to test, test environment, test
location, test tools, and an overview of the types of testing to be conducted in order to
evaluate the DTAP requirements laid out in the Program Requirements for DTAP.
7.1 Approach and Concept
The objective of the test activities is to evaluate the operational effectiveness and suitability
of the DTAP system using a systematic approach, under simulated operational end-to-end
conditions in the lab environment, including “aircraft in the loop” conditions that are
representative of those found between Air Traffic Control sites and aircraft avionics in the
field. Hardware and software will be evaluated. All findings will be submitted in a test
report that will provide recommendations of acceptance or non-acceptance of the DTAP
system. A preliminary test report will be delivered following the test conduct at the WJHTC,
with a final report being delivered after SAT at each DCL Trials location.
7.1.1 Evaluation Approach
The evaluation will be based on the degree to which the DTAP system satisfies the program
requirements for DTAP under operationally realistic conditions. The evaluation and
assessment of the DTAP will include a period of test procedure checkout and dry run
testing before the formal test. This allows test personnel the opportunity to refine test
procedures and to develop familiarization with the end-to-end system.
7.1.2 Critical Operational Issues (COIs)/Test Requirement Summary
The DTAP testing will test the effectiveness and suitability of the implementation of the
DTAP system requirements through the evaluation.
Critical Performance Requirements (CPRs) are program requirements deemed essential to
the successful performance of the system in meeting the mission needs. Special emphasis is
placed upon the evaluation of CPRs to ensure the visibility of making prudent and timely
decisions for this acquisition.
Each Critical Operational Issue (COI) is broken down into Measures of Effectiveness
(MOEs) and Measures of Suitability (MOSs). Measures of Performance (MOPs) establish
quantitative/qualitative values for use in the test and evaluation of the MOEs and MOSs.
These values are measurable by a test process. Measures are developed to address each of
the tasks from the user and ATC functional position perspectives, which are evaluated
during the test and are laid out in the corresponding test procedures and Verification
Requirements Traceability Matrix (VRTM).
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7.1.3 Performance Thresholds
Relevant thresholds for the testing are included in the individual test procedures as
required.
7.1.4 Activities Leading To Test
The following activities must be accomplished prior to start of the formal DTAP test at the
WJHTC:
•
Completion of DTAP contractor Developmental Testing (DT)
•
Development of the Test Plan
•
Development of the Test Procedures
•
Conduct of Test dry runs
7.2 Test Environment
To test the DTAP requirements, we will utilize two test environments located at the WJHTC
in which the test procedures will be run.
The first environment will be a self-contained environment in the Data Comm Prototype
and Integration Lab, and will consist of the DTAP and a HADDS stand-alone system. This
will provide system functionality to test application and interface DTAP requirements in the
lab bench environment.
The second environment will be an end-to-end system that will closely mimic the
operational field environment, and will provide an end-to-end system to run the test
procedures that will closely mimic the real field DCL Trials architecture. This end-to-end
system test environment will consist of the DTAP in the Data Comm Prototype and
Integration Lab, FTI National Test Bed (FNTB), HADDS, DCP CSP, and FANS equipped
aircraft avionics.
Refer to Figure 4-1 for the test environment architecture.
SAT will be performed at each DCL Trials location prior to the start of the Trials, and will
utilize the trials architecture environment shown in Figure 3-1.
7.2.1 Test Location
End-to-end system testing will be conducted at the FAA WJHTC at the Atlantic City
International Airport in Atlantic City, NJ.
SAT will take place at each DCL Trials location prior to the start of that Trial period. FedEx,
United Airlines, and Delta Airlines have offered FANS equipped aircraft at field locations to
support testing.
7.3 Test and Analysis Tools
Test tools are meant to be utilized in a lab environment in an effort to emulate specific
system components in the absence of real software and hardware end-to-end system
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elements. For the laboratory environment test phase, such test tools are categorized as
shown:
•
•
•
•
•
FANS Avionics Tool Set
HADDS in a box
TESTOPIA
BUGZILLA
FNTB
Verification that the test tools perform properly with no anomalies and/or discrepancies
will be performed as part of the environment.
7.4 Test and Evaluation Descriptions
The test program for end-to-end system testing at the WJHTC encompasses four main areas
of formal test as listed below:
1.
2.
3.
4.
DTAP Functionality
Data analysis on all of the DTAP functionality to verify their pass/fail status
Document any Program Trouble Reports (PTRs)
Flight Deck Avionics
7.4.1 DCL Trials End-to-End System Testing
The William J. Hughes Tech Center (WJHTC) is responsible for and will develop individual
test procedures to be executed at the WJHTC Data Comm Lab, in accordance with the test
descriptions for the DTAP functionality requirements and must successfully verify that the
DTAP meets or exceeds all requirements, as documented in the approved VRTM.
This testing at the WJHTC will include application interface testing, CSP interface testing,
and end-to-end system testing. Application interface level testing will be performed, which
includes the DTAP application communicating and interfacing with ground-ground
components as part of the end-to-end chain. CSP interface testing will be performed with
the DTAP system ground infrastructure to ensure connectivity and addressing
characteristics are met. This also includes routing and forwarding testing with failover
conditional testing. End-to-end lab testing will be performed and will include testing with
FANS-1/A avionics with “aircraft in the loop” scenarios. This end-to-end aircraft acceptance
testing will be performed to validate and verify the proper function and operation of the
DTAP.
SAT will be conducted at each DCL Trials location prior to the beginning of the Trials. The
WJHTC test procedures will be utilized to test requirements to show the DTAP and trials
infrastructure is ready for the commencement of the DCL Trials.
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7.4.1.1 Test Objectives
The objective of the Test Plan/Procedures will be to evaluate whether the DTAP
requirements were implemented as designed and operationally suitable as outlined in the
Program Requirements for DTAP and documented in the VRTM.
Once the formal test has been complete, data analysis will be conducted to verify and
document DTAP functionality.
7.4.1.2 Test Criteria
The evaluation/success criteria for the DTAP functionality are found in the individual test
procedures.
7.5 Test Approach
The test approach used for each DTAP Functionality is listed in the individual test
case/procedures. They include descriptions of specific tasks, activities, test conditions,
scenarios and operational situations. The Test Process is depicted in Figure 7-1 below.
Figure 7-1 DCL Trials End-to-End Test Process
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APPENDIX D - Glossary
Acronym
Description
ACARS
Aircraft Communications Addressing and Reporting System
AOC
Airline Operations Center/Aeronautical Operational Control
ARTCC
Air Route Traffic Control Center
AS
Applications Systems
ATC
Air Traffic Control
ATN
Aeronautical Telecommunication Network
CPDLC
Controller Pilot Data Link Communications
CSP
Communications Service Provider
D-ATIS
Digital Automatic Terminal Information Service
Data Comm
Data Communications
DCIT
Data Comm Integration Team
DCL
Departure Clearance
FDIO
Flight Data Input/Output
FDP
Flight Data Processing
FEP
Front End Processor
FNTB
FTI National Test Bed
FTI
FAA Telecommunications Infrastructure
ICAO
International Civil Aviation Organization
ICD
Interface Control Document
IRD
Interface Requirements Document
NAS
National Airspace System
NESG
National Enterprise Security Gateway
PDC
Pre-Departure Clearance
RTCA
RTCA, Inc. (formerly Radio Technical Commission for
Aeronautics)
TDLS
Tower Data Link Services
WJHTC
William J. Hughes Technical Center
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APPENDIX D - Glossary • Page 33 of 33