2 4 Project Responsibilities The Project Manager example essay topic

1.0 INTRODUCTION 1.1 Project Overview The objective of this project is to develop a software environment Air Traffic Control System. This will assist the Federal Aviation Authority (FAA) in aircraft handling. The system will utilise advanced technologies such as voice recognition and response, touch screen capability for aircraft isolation and communication, and artificial intelligence models to predict problems and alert controller / pilot of flight path corrections. The controller stations will also use voice recognition for many of the interface functions thus providing the controller with increased capability.

This system will also include embedded training packages, which will help keep the controller abreast of system upgrades and policy changes. The time, budget and requirements are listed below: vs. Requirements phase (1 months; Project manager, FAA representative and team leaders; $100 k) vs. Specifications phase (1 months; Design team; $4 M) vs. Design phase (8 months; Design team; $4 M) vs. Implementation phase (10 months; Design team; $11 M) vs. Integration phase (10 months; Design team; $8 M) vs. Construction phase (6 months; Design team; $2 M) Total development time is 3 years with a cost of approximately AUS $30 M. 1.2 Project Deliverables The complete program ATO operating on SGI computers with dual monitors functioning on a LAN within the control tower connected to other control towers across a WAN. This ill be complete at the end of three years. User and operational manuals will also be provided during the final year as the system is being constructed. 1.3 Evolution of the Software Project Management Plan The project manager must first agree upon changes in the SPMP that the FAA wishes to be implemented. The project manager must seek approval from the FAA before changes are made to the SPMP unless the changes are critical to the functioning of ATO, in which case the changes can be implemented as they arise.

In such cases the FAA will be notified of the change at the earliest instance. All changes to the SPMP will be documented in order to keep the SPMP up to date and for legal implications. 1.4 Reference Materials Our company coding, documentation and testing standards. 1.5 Definitions and Acronyms Acronyms ATO Air Traffic One FAA Federal Aviation Authority GUI Graphical User Interface SGI Silicon Graphics Incorporated WAN Wide Area Network SPMP Software Project Management Plan SQA Software Quality Assurance LAN Local Area Network AI Artificial Intelligence Definitions ATO An Air Traffic Control System for in-route aircraft handling.

AI Models Prediction algorithms that alert the controller / pilot of flight path corrections. 2.0 PROJECT ORGANISATION 2.1 Process Model The software life-cycle model to be used is the spiral model with rapid prototyping. This model was chosen due to the large nature of the ATO project and the risks involved. A rapid prototype is constructed in the requirements phase with risk analysis conducted before commencing each phase. Commencement of the next phase is not started until all risks have been resolved. This model will ensure the needs of FAA are met and guarantee a safe system.

The specifications of the program are constructed by the project manager and verified by the FAA. The design team will assemble the program through the various stages. This process will be evaluated and verified by the team leaders and randomly by the project manager and an FAA representative. 2.2 Organisational Structure The development team consists of twenty software engineers under the responsibility of one project manager. The project manager will mediate between the client, FAA, and the design team. The design team will be split up into four groups of five each working on parts of the model and conducting risk analysis.

One member of each group will be assigned the leader. The leader will ensure the team progresses according to schedule, ensure the code is tested properly and risk analysis is performed sufficiently. These leaders will report to the project manager directly. 2.3 Organisational Boundaries and Interfaces The design team will conduct all the work for this project.

This includes the creation of the ATO system and the network to host it. The project manager will meet with the team leaders to discuss progress and problems at the beginning and end of each week. The project manager will also meet with the FAA on a monthly basis to report progress and discuss changes and modifications. Major changes that affect the budget or the operation of ATO will be reported to the project manager as they arise who will then relay this information to the FAA or design team (the party who is not yet aware of the change) before approving or resolving the change, which will then be documented. As mentioned above, SQA will be conducted by the leaders, project manager and FAA representative. Team leaders will be rotated quarterly so that laziness within the group is minimised and quality levels are maintained.

2.4 Project responsibilities The project manager will liase with the client (FAA) and be responsible for overall product quality. Each team leader is responsible for their team's productiveness and the quality of code being done by the team. Members of the team, including the leader, are responsible for verifying and validating the code that they create. 3.0 MANAGERIAL PROCESS 3.1 Management Objectives and Priorities The main objective is to deliver ATO on time and within budget with no errors whatsoever. Priority will be given to the AI models and the usability of the system. Embedded training packages will be given the lowest priority.

Teams will work on their assigned modules with their leaders. The project manager will monitor the daily progress of the teams, oversee integration, examine quality and liase with the FAA. Team leaders will meet at the beginning and end of each week with the project manager to discuss problems and progress. Formal meetings between the FAA and the project manager will occur at the beginning of every month to report progress and determine if changes need to be made.

The project manager will manage schedule and budget requirements. Risk management will be the responsibility of the project manager and the FAA representative. Minimizing faults and maximising user-friendliness are the project manager's priorities. The project manager is also responsible for all the documentation and as to ensure that it's kept up to date. 3.2 Assumptions, Dependencies and Constraints The specification document stipulates the criteria of acceptance.

Assumptions The product must be reliable (have an up time of 99.9%). Fail-safes must exist for communication and control. Dependencies Program must operate on SGI machines. Program must integrate with existing networking components.

FAA operators should be able to use program with minimal training. Constraints The deadline must be met. The budget must be adhered to. Existing networking hardware must be utilized.

3.3 Risk Management The risk factors and tracking mechanisms are as follows: vs. ATO will be a replacement system for currently utilized air traffic control system. It is therefore possible to examine the program in parallel with the existing software and draw comparisons thus making the ease of implementation quicker and easier. ATO will be utilising advanced technology to implement most of its functions. In this case no similar program exists and thus extensive testing must be conducted. vs. FAA control tower operators are experienced users with the current air traffic control system and are assumed to be computer literate.

The requirements of the new system would have originated largely from control tower users feedback thus with careful communication with the clients, ATO can be created to a high degree of depth with minimal disruption to user adoption. vs. There is always the possibility of a major design fault. This is why extensive testing and SQA is conducted by the design team and overseen by a FAA representative and the project manager. vs. The project must meet the hardware dependencies imposed by the FAA. This should not be a major concern as the program is being implemented on new computers. As for the networking components, appropriate code can be created to utilise existing hardware. vs. In the unlikely event that during the software creation process the hardware being utilised by the engineers fails, machines will be leased until the other machines can be replaced.

The smooth running of this project is critical and due to its large nature and complexity maintaining a flowing environment is necessary. 3.4 Monitoring and Controlling Mechanisms The project manager is responsible for all review and auditing. This will be accomplished through the two weekly meetings with the team leaders. In the meeting at the beginning of the week team leaders will present their goals for the week and any problems which they have.

At the end of week meeting each team leader will present their teams progress and any more problems. The project manager will determine whether they are progressing as expected and whether they are following the specifications and the SPMP. Any other concerns of the project manager will be made to the team leaders. Major problems faced by the design team will be immediately reported to the project manager.

3.5 Staffing Plan The project will have to be running continuously up until completion in three years. The project manager will be required for the entire three years. The design team will consist of software engineers who will be coding and compiling over 150 different modules. A design team consisting of twenty engineers will need to be maintained throughout the three years. As long as suitably skilled engineers are kept and recruited (graduates would suffice) the design team can be maintained. Team leaders would be more experienced software engineers.

In the eventuality that a team leader leaves the organisation, a software engineer who has been in the project from the beginning that also possess suitable skills will be promoted to the level of team leader. This also applies for the project manager. The project manager would like to be retained for the duration of the project. If his or her services were to be lost, the most suitable team leader would be elevated to the position of project manager. All development stages of the ATO project are considered within the means of the employees of the design team.

Should an instance arise such that no member of the design team has the ability to implement, a person of appropriate skill will be hired. The chance of this occurring is rare and most likely only to occur when dealing with the FAA's existing networking hardware. 4.0 TECHNICAL PROCESS 4.1 Methods, Tools and Techniques The spiral model with rapid prototyping will be used. Object oriented modelling will be used to establish the specifications of the program. The source code will be written in C++ and run under UNIX. A small-scale network simulation of air traffic control will be modelled on a few computers, no more than five.

Network emulation programs such as Comet will implement the WAN simulation of all airports running the air traffic control program. Documentation and coding will be performed in accordance with company standards. 4.2 Software Documentation Software documentation will follow company standards. To ensure complete documentation, the project manager will review the documentation of a phase when the phase is complete. As the spiral model assesses risk at the end of each phase, at this time the project manager will also evaluate the documentation and complete it before commencing the next phase. 4.3 Project Support Functions Quality assurance and testing will be conducted by the project manager in conjunction with the FAA representative.

The project manager along with the team leaders will assure the design team proceeds on schedule and in accordance with the specifications and SPMP. 5.0 WORK PACKAGES, SCHEDULE AND BUDGET 5.1 Work Packages The classes to be included are: vs. The Graphical Usr Interface (GUI) (control panel, RADAR, Aircraft model) vs. Upervisors console vs. Air Operations components (detection, identification, tracking, guidance and surveillance) vs. Conflict analysis (proximity, altitude, heading, speed, aircraft attitude) vs. Emergency Management vs. Aircraft security for ground control vs. Information storage and retrieval vs. Embedded training The methods for creating each of the classes will be independently by the individual teams. The teams will be under close supervision and in constant communication. This will ensure that all classes are compatible and in accordance with the specifications.

5.2 Dependencies As specified in the spiral model, no phase will be started until the previous phase has been approved and finalised by the project manager with all testing and risk analysis complete. 5.3 Resource Requirements Twenty personal computers for the software engineers and team leaders, equipped with the UNIX platform and C++ programming tools and an object oriented modeller. A network simulator such as ns-2, to run on UNIX and model the complete system. The project manager will require a similar machine and one capable of documenting the projects procedure and relevant documentation such as the contract and all correspondence with the client. A computer will also need to be set up for the FAA representative so they can also conduct work when present in the office. The above computers will be used through all stages of the project.

The code can be written on these computers as well as model the air traffic control system in operation. When the program is near fruition, the new SGI computers that will be used in the airports will be purchased and have the program loaded on to them. These computers will then be set up to model the system in action. Once all the computers have been set up and are working as they should they can be moved to the airports. Here training can be commenced on the system and preparations made to connecting the new computers to the existing network.

A large enough area to contain the computers will be needed and to train staff. A few computers can then be connected to the existing network. This will cover any networking issues that may arise and provide more training on the real word environment. When all problems with connecting the new computers to the existing network have been resolved more computers could be connected to phase out the old machines. At the end of three years the ATO system will be fully operational with trained staff and little to no old computers still connected to the network. There should be no down time as a result of connecting the new computers to the network and the few computers left will be there only as a fail-safe.

5.4 Budget and Resource Allocation Resources AUS Requirements $100 k Specifications $4 M Design $4 M Implementation $11 M Integration $8 M Construction $2 M Total: $29,100,000 5.5 Schedule Week 1: Meet with client and determine requirements Week 2-3: Produce Rapid prototype. Week 4: Gain client and user approval Week 5-6: Write specification document Week 7: Inspect specification document Week 8: Gain approval by clients Week 9: Design SPMP Week 10-44: Object orientate design document, object orientated design inspection, detailed design document, and detail design inspection (Keep designing, and inspecting until designs are satisfactory) Week 45-79: Implementation and inspection of each module, module testing and documentation (Keep Implementing then inspecting and testing until each module works) Week 80-124: Integration of each module, inspection of individual modules, product testing, and documentation check. (Integrate and testing until the modules work together.) Week 125-130: Finalisation of the ATO program. Week 131-156: Implementation in the Airports.

ADDITIONAL COMPONENTS Training: Training will be conducted on site by members of the design team. Four locations in Australia will receive one team (a team leader plus the four other members of the team) which will assist in the training and set up of the ATO system at the airport. The project manager will travel between these locations to oversee the progress and handle difficult issues that arise. During this process, a FAA representative is expected to be present to learn the system. After the system is handed over additional training will be provided at a fee.

Security: High level of security will be required to gain access to the ATO system. A password will be required to gain access to this system. Product Maintenance: The system is designed to have an up time of 99.9% and as such will require no maintenance from a software point of view. Assuming the airport had in place an existing maintenance schedule for the computers this can be carried on with no relation to our organisation. Product Enhancement: The likelihood of product enhancement for ATO is unlikely in the near future. Any enhancement would be discussed between the FAA and our company and involve the creation of a new contract.