CPDLC Build 1Aand

CPDLC Benefits

Timothy R. HancockCPDLC Operations LeadFAA Free Flight Program Office

ATN 2002London, EnglandSeptember 24, 2002

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Build 1A Status and Plans

September 2001

December 2003 IDU date

Based on Build 1 host-centric architecture

September 2002

December 2005 IDU date

Based on distributed architecture

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En Route ATN CPDLCBuild IA Summary

• Provides 9 operational services

• ATN-compliant VDL-2 air-to-ground subnetwork

• Ground system will support a DO-178B Level C aircraft certification

• Widespread industry use expected

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U.S. VDL-2 Equipage Projections (ARINC)

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Current Build 1A Program

• Engineering underway for ground system automation

• Evaluating coverage requirements and costs for VDL-2 air-ground communications

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Build 1A Deployment

• Key site Initial Daily Use (IDU): Dec 2005

• National deployment decision will be made in collaboration with industry

Firm commitment/plan for airline equipage VDL-2 service provider coverage

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Build 1 Operational Services

• Transfer of Communication (TOC) – service to direct the pilot to change the assigned voice radio frequency. The TOC message may be automatically or manually initiated as selected at the controlling air traffic sector.

• Initial Contact (IC) – service to support the pilot “check-in” procedure with the next air traffic sector. The IC service verifies the assigned altitude and provides an indication to the controller if a mismatch is detected.

• Altimeter Setting (AS) – service that will support an automatic and manual means for uplinking altimeter setting data to an aircraft. The altimeter setting will be automatically, or manually, uplinked to an aircraft based on the aircraft’s altitude and position.

• Menu Text (MT) – service that will permit the controller to uplink a pre-defined set of messages to pilots. The MT will permit the controller to direct a message either to one aircraft or to all aircraft with which the controller is communicating via CPDLC services.

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Build 1A Operational Services

• Assigned Altitude (AA) – service that is manually initiated that allows the controller to uplink a message directing the pilot to either maintain, climb to, or descend to a specified level.

• Speed (SP) – service that is manually initiated that allows the controller to uplink a message directing the pilot to either maintain, increase to, or decrease to a specified speed.

• Heading (HD) – service that is manually initiated that allows the controller to uplink a message directing the pilot to fly a specified heading.

• Route Clearance (RC) – service that is manually initiated that allows the controller to uplink a message directing the pilot to proceed via a specified routing to a specified position and a message to proceed ‘direct’ to a position.

• Pilot Downlinks (PD) – service that supports downlinks of pilot-initiated altitude requests.

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CPDLC Build I Controller HCI

Sample Data Link equipped aircraft data block with eligibility

NWA212 240 T

295 188

375

NWA115 330C

188 O-01

Sample Data Link equipped aircraft block without eligibility

SL SL AIDAID DATA DATA STATUS STATUS. UAL717 CONTACT 125.250 HLD. UAL717 CONTACT 125.250 HLD. DAL327 FLL 005 . DAL327 FLL 005 TIM TIM. COA22 EXP HOLD . COA22 EXP HOLD UNA UNA. AAL47. AAL47 230…………………. 240/IIC 230…………………. 240/IIC. AAL717 FLL 005 . AAL717 FLL 005 ROG ROG. AAL202 CONTACT 125.250 SNT. AAL202 CONTACT 125.250 SNT

Sample Status List with Message Status

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CPDLC Build IA Controller HCI

A160

Sample Data block with uplinked ‘altitude’ message indication

Sample Data block with ‘Altitude’ Flyout View

Sample Data block with Eligibility and Without Eligibility

Sample Data block with ‘Status List’ (SL) Flyout View

TIM

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Why CPDLC Build 1A?

• Delays and congestion are still a problem

Voice congestion reduces capacity and increases delay

• Communication errors still a problem

Over 25% of US operational errors related to communications*

• ICAO, RTCA, FAA concepts of operations for the future

require data link

CPDLC’s ATN implementation plus FAA’s Next Generation Air/Ground

Communication (NEXCOM) provide the infrastructure

*FAA 1998-1999 data

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• High Fidelity Controller & Pilot-in-the-Loop Simulation Certified Controllers/Supervisors 18 ARTCC Controllers, 6 Supervisors All Controllers Selected by NATCA

Data Link Benefits Studies

• Atlanta ARTCC SectorsLow Altitude Arrivals to ATLHigh Altitude Departures from ATL

•Conducted at FAA Technical Center

Host Computer/PVDs with Data Link

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Worse-Case Congested Sectors

• Exact Replications of Traffic Scenarios ARTCC SAR Tapes

Weather/Winds from NOAA records

Identical Sector Staffing

Identical Airport Acceptance Rates

90% Equipage Rate

• Intensive Data Link Training Classroom

Control Room

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• Tiroe Sector (09) 110-FL230Traffic

– ATL Jet/Turbo Prop Arrivals/Departures

– Overflights

Baseline Day– Holding Pattern into ATL, Missed Slots

• Traffic Results with Data LinkSignificant Reductions in Flight DelaysAdditional Traffic Added (10-40%), Still No Holding Increased Sector Throughput

Atlanta ARTCC

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SolutionProblem

Results – Atlanta Tiroe Jet Only Arrivals

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• Spartanburg Sector (32) FL240 - FL290Traffic

– ATL Departures, CLT Departures/Arrivals– Overflights

Baseline Day– 20 Miles in Trail Restriction off ATL

• Traffic Results w/ Data Link All MIT restrictions lifted Significant Reductions in Ground Delays Increased Sector Throughput

Atlanta ARTCC

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Congested Voice Radio Frequency

Tracker Controller

Manual Controller

New Technologies

• High communication tasking for radar controller

• Restricted team coordination

• Limited contribution of added positions and new technologies

Single-channel Communications

Limited Sector Productivity

LOW EFFECTIVE CAPACITY

Radar Controller

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Congested Sector with CPDLC

Data Link

Data Link

Data Link

Tracker Controller

Manual Controller

New Technologies

• Low voice tasking for radar controller

• Extensive team coordination

• Synergistic effect of added controllers and new technologies

Multi-channel Communications

Enhanced Sector Productivity

HIGH EFFECTIVE CAPACITY

Radar Controller

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CPDLC Reduces Delays as Operations Increase

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CPDLC Messages Sent

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Atlanta Departure Ground Delay Savings

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Time and Distance Performancein Sector 32

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Minutes of Radio Occupation

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En Route Controller Taskingwith CPDLC

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Weather Related Delays

• CPDLC Can Reduce Weather Delays

Any Weather Condition That Compels Aircraft to Deviate From the Flight Plan Increases Controller Voice Communications

Controller Voice Communications Increase Dramatically During Thunder Storm Conditions

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The Benefits of CPDLC

• Up to a 84 Percent Reduction in Voice Radio Channel Occupation Time

• Ability to Transmit More Information in the Same Period of Time

• Ability to Review and Confirm Message Contents

• Reduced Communications Errors

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The Benefits of CPDLC

• Significant Reductions in Ground Delays

• Increased Sector Throughput

• More Timely and Effective Clearances

• More Time to Think and Select Appropriate Actions

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The Benefits of CPDLC

• More Orderly Work Situation During Traffic Rushes

• Improved Distribution of Tasking Among Control Team Members

• Increased Safety

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Data Link Will Increase System Safety

• Assessments by:

FAA Air Traffic

Control Team

Supervisors

Controllers

Pilots

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Air Carriers’ View of CPDLC

Aviation Congestion and Delay Problems Are Real and Increasing

Government/Industry Partnership Must Drive NAS Modernization

CPDLC Is A Cornerstone of NAS Modernization and Key to Addressing Delays

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Business Aviation’s View of CPDLC

Reduced Delays

Discrete (private) Communications

Better International Communications

Increased Margin of Safety

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“CPDLC represents the most significant change in ATC operations since the advent of Radar. Frequency congestion is the limiting factor in sector operations and this equipment will allow controllers to work significantly more traffic within a sector. As higher numbers of aircraft are equipped to participate this will lead to fewer delays and more capacity throughout the en route environment.”

Ruth Marlin,Executive Vice President

National Air Traffic Controllers Association

NATCA Support for CPDLC

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Mitre CAASD and FAA Benefits Updates

• Mitre CAASD Update: Recalculated and updated airline benefits in conjunction with the RTCA Select

Committee Recalculations based on expected equipage levels and airline hub operations Conclusions:

• Numerous benefits of CPDLC Build 1A to airlines and controllers

• Preliminary cost data indicates that the financial benefits to airlines outweigh the cost to equip

• Even a small number of CPDLC-equipped aircraft can provide system-wide benefits

• More study needed to determine actual costs for fully integrating CPDLC into new aircraft

Study available from Mitre by contacting Frank Buck at fbuck@mitre.org

• FAA Benefits Update: Benefits analysis being conducted to support FAA CPDLC investment decision

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Timothy.Hancock@FAA.gov