Global AIM Architecture Framework

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  • SARPS – Standards and Recommended Practices
  • USAF AMC – United States Air Force Air Mobility Command
  • The FAA AIM Core EA team has been creating the DoDAF products and coordinating with the collaborating teams.
  • The foundation of Global AIM is based on five key assertions: Global AIM is based upon and supports the Global ATM Operational Concept. In other words, AIM exists to support the activities defined in ATM. Global AIM requirements are described in ICAO Standard and Recommended Practices (SARPS). These SARPS should provide a common set of requirements that every AIM community needs to support. Aviation system users expect that AIM will provide globally harmonized aeronautical information. Customers expect to be able to operate seamlessly across member stakes and partners. Global AIM enables future ATM concepts. AIM provides the infrastructure or foundation upon which global ATM exists. Global AIM provides the information basis for global aviation. AIM supports safe, efficient flight operations in an aviation environment were capacity is maximized and environmental issues are minimized. In summary, global AIM involves an international community of dedicated experts, chartered to improve safety, efficiency and capacity in an environmentally sound manner. AIM: Aeronautical Information Management AIS: Aeronautical Information Services ICAO: International Civil Aviation Organization SARPS: Standards and Recommended Practices
  • The current situation according to Annex 15 looks something like this. The role of ATM is to enable flight operations – safely, efficiently and in an environmentally sound manner. AIS supports ATM by providing information and data necessary to support international air navigation. Today we do this in free basic ways: We assemble static information products like AIP, AIC and Charts We provide notices of aeronautical information changes like NOAM, SNOWTAM, BIRDTAM, ASHTAM We provide pre-flight information briefings (PIBs). Are these services sufficient for future ATM? What is missing? How do we ensure AIM is aligned with the Global ATM business. These are questions that the AIM Enterprise Architecture tries to systematically resolve.
  • To define AIM we need to go back to fundamentals and determine how AIM supports current and future ATM business activities. To formulate the linkage between AIM and ATM we went back to ICAO Doc 9854 “Global Air Traffic Management Operational Concept.” According to the Global ATM Operation Concept, the goal of ATM is to provide “a holistic, cooperative and collaborative decision-making environment where the diverging expectations and interests of all members of the ATM community are balanced to achieve equity and access.” Furthermore Doc 9854 goes on to describe AIM by noting “Information management provides accredited, quality-assured and timely information used to support ATM operations.”
  • The ATM High-Level Operational Concept might look like this. In this slide ICAO provides the foundation for Global ATM Interoperability built on AIM Services. This global interoperability is based on the enterprise architecture framework we identified earlier: 1) Performance goals and business activities support the ATM business, 2) AIM services provide the information management infrastructure upon which ATM is based. In addition, we note that ICAO practices provide the foundation for interoperability ATM but must balance that capability with business concerns – safety, efficiency, capacity, environmental and institutional issues.
  • The ICAO Global ATM Operational Concept tells us that in the future we need to evolve to a seamless global air traffic management concept. Such a system requires international harmonization and global interoperability. The ATM concept includes seven capabilities: Manage airspace Demand and capacity balancing Aeronautical operations Traffic synchronization Conflict management Airspace user operations ATM service delivery management It further defines the AIM/Information Service capability as providing the information services needed to support the seven ATM capabilities listed above.
  • The role of AIM according to Doc 9854 is to provide a Common Operating Picture of the Aeronautical Information situation to support flight operations. The document notes that information management needs to consider 5 activities: Monitor quality Control quality Provide information sharing Integrate data (historical, planned and operational) Provide decision informational support These core AIM services need to be applied across the seven ATM capabilities discussed on the previous slide.
  • ICAO Doc 9854 describes seven capabilities for the future ATM environment. How should AIM support these ATM capabilities? What is the linkage between AIM and these seven features? We use Enterprise Architecture concepts to help identify the linkages and new AIM requirements required to support Global ATM.
  • The high level ATM operational concept implies some changes for aeronautical information. In the past AIS focused on satisfying the ICAO annexes; however, the annexes are stove-piped and product-based. They don’t lend themselves to creating a global ATM interoperable environment. AIM needs to focus on satisfying Global ATM operational concepts. ATM as a globally integrated enterprise; new performance goals, business activites and information exchange requirements will be demanded of AIM to satisfy Global ATM needs. The consequence is that we need to change Annex 15 to support future ATM.
  • Based on this role, we can identify an AIM High Level Operational Concept. The concept is “interactive, on-demand aeronautical information interchange between the global aviation community to support safe, efficient and environmentally sound flight operations that maximizes system capacity.” AIM provides a common operating picture for aeronautical information to serve the entire aviation community. The foundation of AIM services are the regulatory frameworks and SARPS provided by ICAO, Regulators and Industry.
  • To identify the linkages between ATM and AIM we have started to decompose the seven ATM Concept Components into lower level ATM business activities. A portion of that decomposition is shown on this slide. We have grouped the ATM components: “Balance Demand and Capacity”, “Synchronize Traffic” and “Manage Conflict” into an overall “Maintain Traffic Flow” business activity. Each of these components have been decomposed, for brevity only the components of the “Balance Demand and Capacity” are shown.
  • As an example here is the business activity model for the “Determine Capacity” sub-activity. “Determine Capacity” is one part of the “Balance Capacity and Demand” ATM concept component. Determine Capacity is defined as Calculate actual capacity levels resulting from aeronautical information common operating picture and environmental conditions that could serve to reduce capacity from engineered (ideal) capacity levels. The model shows 4 components: Inputs, Controls, Outputs and Mechanisms. Inputs are resources that are transformed into outputs. In this example, engineering or ideal capacities are converted to actual capacity levels. Controls are resources that constrain or affect the activity. In this example the actual capacity levels are controlled by environmental conditions (weather, visibility, surface conditions, staffing, etc) and the aeronautical common operating picture (notam, infrastructure, etc). In addition, capacity rules are another control that influence the actual capacity level calculation. These rules might explain how the environmental conditions and aeronautical common operating picture influence the capacity. Mechanisms are organizations that contribute to the business activity. In this example we have listed AIM, but obviously other organizations would contribute to this activity as well. In addition, we have color coded the flows to show flows that are inherently related to AIM.
  • Now that we have decomposed to the ATM business we can start to ask some questions about how AIM supports ATM. How should AIM support the Determine Capacity activity? Should AIM be expanded to include capacity services such as: Capacity rules validation and capture Capacity calculations Capturing environmental conditions Providing Aeronautical Common Operating Picture
  • Furthermore what are the performance requirements for this activity? The general requirement is probably “maximize capacity given constraints while maintaining safety.” How does AIM contribute to achieving this performance requirement?
  • Should AIM be expanded to include capacity information? Clearly capacity information is a component of aeronautical data and this analysis shows it is necessary to support ATM. Capacity includes airport and airpsace capacity. Some examples are taxiway capacity, gate turn around time, runway arrival/departure rate. Is capacity captured in AIM today? Currently AIXM does not include capacity information – the enterprise architecture analysis has identified areas where AIM and AIXM should probably be expanded.
  • If the information is in paper it isn’t good enough. If only one group can get it it isn’t good enough. Our customers shouldn’t have to spend effort to adapt it.
  • In summary we have identified the need for an AIM Enterprise Architecture. The AIM Enterprise Architecture does for business activities what AIXM did for data. We need the architecture to establish a common language for global ATM and to achieve our AIM strategic goals. Our analysis of Doc 9854 shows where AIM can help support future ATM concepts. The EA approach provides a valuable way to understand the scope of AIM versus AIS. We can show what AIM needs to do to achieve global ATM objectives.
  • Global AIM Architecture Framework

    1. 1. Building a Global AIM Enterprise Architecture Creating a Roadmap for Global AIM Interoperability
    2. 2. Agenda <ul><li>Introduction to Enterprise Architecture </li></ul><ul><li>Application to AIM </li></ul><ul><li>Global AIM (G-AIM) EA </li></ul><ul><ul><li>Identifying information needs of the Global ATM Operational Concept (Doc 9854) </li></ul></ul><ul><li>FAA AIM EA </li></ul>
    3. 3. Motivation for Global AIM Enterprise Architecture <ul><li>Aeronautical information is global in nature </li></ul><ul><li>Today’s paper-based AIS guidance and products do not lend themselves to information sharing </li></ul><ul><li>Future ATM Operational Concepts will need more aeronautical information – timely, accurate, quality </li></ul><ul><li>Enterprise Architecture is a tool that can be used to improve efficiency and effectiveness of an organization </li></ul>
    4. 4. Why Enterprise Architecture? <ul><li>Enterprise Architecture provides </li></ul><ul><ul><li>Effective planning – better decisions </li></ul></ul><ul><ul><li>“ Future proofing” </li></ul></ul><ul><ul><li>Helps organize and synchronize investments </li></ul></ul><ul><li>Disciplined approach defining our organization </li></ul><ul><ul><li>Why Performance Goals </li></ul></ul><ul><ul><li>What Business / Operational activities; Information </li></ul></ul><ul><ul><li>How System capabilities and functions; Technologies; Standards </li></ul></ul><ul><ul><li>When Timelines and roadmaps (From AIS to AIM) </li></ul></ul>
    5. 5. Enterprise Architecture Basics <ul><li>Basic Parts of an EA </li></ul><ul><ul><li>Current situation – baseline - “As Is” </li></ul></ul><ul><ul><li>Future goal – target - “To Be” </li></ul></ul><ul><ul><li>Roadmap from “As Is” to “To Be” </li></ul></ul>“ AS IS” “ TO BE” AIP Classical AIS SUP, NOTAM, AIC Future AIM
    6. 6. Global AIS to AIM with Enterprise Architecture Enterprise Architecture Business/ Organizational activities System functions Information needs Technology standards <ul><li>Identify common themes of AIM </li></ul><ul><ul><li>Targets of opportunity (D-AIM, AIXM, AMDB, NDBX, NOTAM) </li></ul></ul><ul><ul><li>Identify barriers to modernization </li></ul></ul><ul><ul><li>- Policy, SARPS, Cost, Technology, … </li></ul></ul><ul><li>Effectively communicate and coordinate AIM </li></ul><ul><ul><li>Influence global AIS modernization </li></ul></ul><ul><ul><li>Ensure AIM’s place within ATM </li></ul></ul><ul><ul><li>Influence vendor products and services </li></ul></ul><ul><ul><li>- Eventually lower costs for AIM Modernization </li></ul></ul>AIP Classical AIS SUP, NOTAM, AIC Future AIM
    7. 7. GAIM Segment-Enterprise Architecture ATM AIM <ul><li>“ Overall Aviation EA” </li></ul><ul><li>NextGen /SESAR/ Future Operational Improvements </li></ul><ul><li>Global ATM Roadmaps </li></ul><ul><li>Investment Analysis and Solution Set coordination </li></ul><ul><li>“ AIM-Segment Actionable EA” </li></ul><ul><li>Global AIM portion of Future Operational Improvements </li></ul><ul><li>Global AIM activities and services </li></ul><ul><li>Global interoperability </li></ul><ul><li>Transition planning </li></ul>
    8. 8. Global AIM EA core team <ul><li>Team with a goal to develop the future architecture for AIM </li></ul><ul><ul><li>US FAA AIM group </li></ul></ul><ul><ul><li>US Air Force, Air Mobility Command </li></ul></ul><ul><ul><li>EUROCONTROL </li></ul></ul><ul><ul><li>AirServices Australia, Information Communication Technology (ICT) Planning Technology and Asset Services </li></ul></ul>
    9. 9. Global AIM Activities <ul><li>Initial coordination – May 2008 </li></ul><ul><ul><li>FAA and AirServices Australia </li></ul></ul><ul><li>2008 Global AIM Congress in Singapore </li></ul><ul><ul><li>Introduction to Enterprise Architecture </li></ul></ul><ul><ul><li>Experiences of ASA and FAA </li></ul></ul><ul><li>Analysis of ICAO SARPS and CONOPS </li></ul><ul><ul><li>Annex 4, 15 – “As Is” today </li></ul></ul><ul><ul><li>Doc 9854 Global ATM Operational Concept </li></ul></ul><ul><li>AIS to AIM Study Group </li></ul><ul><ul><li>Information Paper: “Including AIM into Annex 15” </li></ul></ul><ul><li>2009 work plan </li></ul><ul><ul><li>AIM information needs </li></ul></ul><ul><ul><li>NOTAM and Pilot Briefing concepts </li></ul></ul><ul><ul><li>Enterprise Architecture seminar in Asia-Pacific? </li></ul></ul><ul><ul><li>2009 Global AIM congress in South Africa </li></ul></ul>
    10. 10. The Foundation for Global AIM <ul><li>Global AIM </li></ul><ul><ul><li>Derived from the Global ATM Operational Concept </li></ul></ul><ul><ul><li>Has a common set of requirements </li></ul></ul><ul><ul><ul><li>As defined by ICAO SARPS </li></ul></ul></ul><ul><ul><li>Involves a common set of customer expectations for being able to coordinate operations </li></ul></ul><ul><ul><ul><li>Within and across member states and partners </li></ul></ul></ul><ul><ul><li>Will facilitate the next generation of Air Traffic Management solutions, worldwide </li></ul></ul><ul><ul><li>Provides the knowledge-base for global aviation </li></ul></ul><ul><li>Global AIM involves an international community of dedicated experts, chartered to improve safety, efficiency, and capacity in an environmentally sound manner. </li></ul>
    11. 11. Current situation according to Annex 15 <ul><li>Enabling flight operations </li></ul><ul><li>Provide information/data necessary to support international air navigation </li></ul><ul><ul><li>Assemble static information products (AIP, AIC, Charts) </li></ul></ul><ul><ul><li>Provide notices of aeronautical information changes (NOTAM, SNOWTAM, BIRDTAM, ASHTAM) </li></ul></ul><ul><ul><li>Brief pilots (PIB) </li></ul></ul>ATM AIS
    12. 12. Global ATM Vision <ul><li>Provide “a holistic, cooperative and collaborative decision-making environment, where the diverging expectations and interests of all members of the ATM community are balanced to achieve equity and access.” </li></ul><ul><li>“ Information management provides accredited, quality-assured and timely information used to support ATM operations.” </li></ul>From ICAO Doc 9854 Global ATM Operational Concept (1.9.1) From ICAO Doc 9854 Global ATM Operational Concept (2.15)
    13. 13. ATM High-Level Operational Concept
    14. 14. What does the Global ATM Operational Concept tell us? <ul><li>Need a move to seamless global air traffic management </li></ul><ul><ul><li>Internationally harmonized and globally interoperable ATM system </li></ul></ul><ul><li>ATM includes seven capabilities </li></ul><ul><ul><li>Manage airspace </li></ul></ul><ul><ul><li>Demand and capacity balancing </li></ul></ul><ul><ul><li>Aeronautical operations </li></ul></ul><ul><ul><li>Traffic synchronization </li></ul></ul><ul><ul><li>Conflict management </li></ul></ul><ul><ul><li>Airspace user operations </li></ul></ul><ul><ul><li>ATM service delivery management </li></ul></ul><ul><li>AIM/Information Services </li></ul><ul><ul><li>Provide the information services necessary to support the seven ATM capabilities </li></ul></ul>
    15. 15. Role of AIM according to Doc 9854 <ul><li>Enabling flight operations </li></ul><ul><li>Provide common operating picture of aeronautical situation </li></ul><ul><ul><li>Monitor quality </li></ul></ul><ul><ul><li>Control quality </li></ul></ul><ul><ul><li>Provide information sharing </li></ul></ul><ul><ul><li>Integrate data (historical, planning and operational) </li></ul></ul><ul><ul><li>Provide decision information support </li></ul></ul>ATM AIM Aeronautical Common Operating Picture
    16. 16. What is missing in AIM today? <ul><ul><li>Manage airspace </li></ul></ul><ul><ul><li>Demand and capacity balancing </li></ul></ul><ul><ul><li>Aerodrome operations </li></ul></ul><ul><ul><li>Traffic synchronization </li></ul></ul><ul><ul><li>Conflict management </li></ul></ul><ul><ul><li>Airspace user operations </li></ul></ul><ul><ul><li>ATM service delivery management </li></ul></ul>How should AIM support these ATM capabilities? Global ATM capabilities
    17. 17. Implication for AIS and AIM <ul><li>In the past focused on satisfying Annex 15 </li></ul><ul><ul><li>Annexes are stove-piped </li></ul></ul><ul><li>Focus on satisfying Global ATM operational concepts </li></ul><ul><ul><li>ATM is a global integrated enterprise </li></ul></ul><ul><ul><li>Identify new enhancements needed for AIM </li></ul></ul><ul><ul><ul><li>Performance </li></ul></ul></ul><ul><ul><ul><li>Business activities </li></ul></ul></ul><ul><ul><ul><li>Information exchange requirements </li></ul></ul></ul><ul><li>Result </li></ul><ul><ul><li>Changes to Annex 15 to ensure AIM supports future ATM </li></ul></ul>
    18. 18. AIM High-Level Operational Concept Aeronautical Common Operating Picture Interactive, on-demand aeronautical information interchange between the global aviation community to support safe, efficient and environmentally sound flight operations that maximizes system capacity Air Navigation Service Providers Airports Meteorological Service Airlines ICAO, Regulators and Industry Search and Rescue Law enforcement Military 3 rd Party Data Suppliers General Aviation Other airspace users
    19. 19. ATM Concept Components Provide ATM Services Provide Airspace Operate Aerodrome Facility Maintain Traffic Flow Support Airspace User Operations Manage ATM Service Delivery Balance Demand and Capacity Synchronize Traffic Manage Conflict Determine Capacity Evaluate Traffic Flow Access Demand and Capacity Imbalance Allocate Capacity Mitigate Demand and Capacity Imbalance Facilitate Collaborative Decision Making
    20. 20. ATM Business Activity Model Balance Capacity and Demand Inputs Outputs Mechanisms Controls Calculate actual capacity levels resulting from aeronautical information common operating picture and environmental conditions that could serve to reduce capacity from engineered (ideal) capacity levels AIM flows Other flows
    21. 21. AIM Support for Determine Capacity <ul><li>Should AIM be expanded to include capacity services? </li></ul><ul><ul><li>Capacity rules validation and capture </li></ul></ul><ul><ul><li>Capacity calculations </li></ul></ul><ul><ul><li>Capturing environmental conditions </li></ul></ul><ul><ul><li>Providing Aeronautical Common Operating Picture </li></ul></ul>
    22. 22. AIM Support for Determine Capacity <ul><li>What are the performance requirements? </li></ul><ul><ul><li>Maximize capacity given constraints while maintaining safety </li></ul></ul><ul><li>How are AIM services and information supporting this performance requirement? </li></ul>
    23. 23. AIM Support for Determine Capacity <ul><li>Should AIM be expanded to include capacity information? </li></ul><ul><ul><li>Airport capacity </li></ul></ul><ul><ul><ul><li>Taxiway capacity </li></ul></ul></ul><ul><ul><ul><li>Gate turn around time </li></ul></ul></ul><ul><ul><ul><li>Runway arrival/departure rate </li></ul></ul></ul><ul><ul><li>Airspace capacity </li></ul></ul>
    24. 24. Aeronautical Information Needs The maximum number of aircraft that can be accommodated in a given time period by the system or one of its components Doc 9854 Capacity AirspaceUsage AIXM 5 Mapping Airspace reservation: means, a defined volume of airspace, normally under the jurisdiction of one aviation authority and temporarily reserved, by common agreement, for exclusive use by another aviation authority Definition Doc 9854 Source Airspace Reservation Term
    25. 25. Applying G-AIM EA to the FAA <ul><li>CSSD – Expanding the role of AIM to provide the information and services necessary to support future ATM </li></ul><ul><ul><li>Digital </li></ul></ul><ul><ul><li>Services Oriented Architectures (SOA) </li></ul></ul><ul><ul><li>Standards-based </li></ul></ul>Global AIM Enterprise Architecture FAA NextGen AIM Common Status and Structure Data (CSSD) + =
    26. 26. The Problem …
    27. 27. The AIM Modernization Concept Collect Evaluate Distribute Airport Airspace Weather* Surveillance Route Procedures Traffic Management Initiatives Navigation Aids Communication Aerial Refueling NOTAM Pilot Report Airspace activation Advisory Field Condition Data Management Core Aeronautical Information Services Airport Evaluation Airspace Design Geodectics Common Operating Picture for Aeronautical Information Surface Evaluation SWIM, DataComm, FTI Provide a ‘one stop shop’ for the aeronautical information services necessary for flight operations NAS ATM Support Services System Forecast Planning Performance Enabling NextGen Capabilities Full Flight Plan Airspace Status Situational Awareness 4D Trajectory On-Demand NAS Flight data management * Requirement to be validated and/or reallocated Global ATM Operations Terminal En Route System Operations Aircraft Charting
    28. 28. First steps Standards-based AIM technology platform Components of an AIM solution <ul><li>User Interface </li></ul><ul><li>Business Rules </li></ul><ul><li>Geographic Information System </li></ul><ul><li>Mapping Services </li></ul><ul><li>SWIM Core Services </li></ul><ul><li>Authentication </li></ul><ul><li>Database </li></ul>Key Standards <ul><li>Web Browser </li></ul><ul><li>GML (Geographic Markup Language) </li></ul><ul><li>ISO 19100 Series </li></ul><ul><li>Annex 15 </li></ul><ul><li>AIXM 5.x </li></ul><ul><li>Web Service standards (WS*) </li></ul><ul><li>SQL </li></ul>Technologies <ul><li>Google Web Toolkit </li></ul><ul><li>JBOSS Rules Engine </li></ul><ul><li>PostgreSQL Database </li></ul><ul><li>PostGIS </li></ul><ul><li>OGC WFS, WMS </li></ul><ul><li>Java </li></ul>Development of an open-source, standards-based platform for AIM
    29. 29. Summary <ul><li>AIM Enterprise Architecture </li></ul><ul><ul><li>Establishes a common language to share information across the global aeronautical communities, including: </li></ul></ul><ul><ul><ul><li>CANSO, ICAO, IATA, Global AIM Consortium </li></ul></ul></ul><ul><ul><li>Improve efficiency and effectiveness of AIM to support Global ATM Concepts </li></ul></ul><ul><li>Global AIM </li></ul><ul><ul><li>Identify of future aeronautical information services </li></ul></ul><ul><ul><li>Recommendations for AIS to AIM Study group </li></ul></ul><ul><li>FAA AIM </li></ul><ul><ul><li>Delivery of digital aeronautical information to support NextGen concepts </li></ul></ul><ul><ul><li>Standards-based platform for a model AIM system </li></ul></ul>

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