Data Communications Implementation Team (DCIT) DCIT Meeting 06/14/2011 Federal Aviation Administration June DCIT Agenda and Objectives 1. 2. 3. 4. 5. 6. 7. 8. Welcome Minutes from Last Meeting(s) Update on Site Visits to WSA and SFO Work Group Sub Group Reporting DCL Operational View TIMS to AOC Database Subscriber IRD with Jeffrey Bass En Route Survey Results/Discussion Membership Designation a) Letter of Authorization 9. Trial Schedule Update/Time Line 10. Open Discussion Federal Aviation Administration May DCIT Meeting Action Items Item # Origin Action Item 1 Rob Mead 2 Rob Mead Provide a DCL Trials dates or a milestones timeline. To establish an end-to-end procedures guide for four sub-groups to use. 3 Gregg Anderson Look up RPL use on ERAM Due Date DCIT 7 Actionee Status DCIT Team Ongoing DCIT 6 DCIT Team Ongoing: Thane created a draft and presented it to the DCIT participants during the meeting. DCIT 6 Elvan McMillen Completed: ERAM as it is defined today does not have the bulk store implemented and is not processing ICAO Repetitive Flight Plans (RPLs). Not a priority at this time. 4 DCIT Generate an interface requirements document. DCIT 6 Carl Swaney Ongoing 5 Participants Prepare a plan for the SRMP effort. DCIT 6 DCIT Team Ongoing Federal Aviation Administration Data Communications Program 06.08.2011 WSA Visit 06.10.2011 SFO Facility Visit To: DCIT By: Matt Maki – DCL Trials Lead Federal Aviation Administration DCIT Identified Facilities • DCL Trials expected to be conducted at 3 sites out of 8 candidates (DCIT Identified Primary Site) • Eastern Service Area: - MEM / EWR / IAD / JFK / SDF • Central Service Area: - IAH • Western Service Area: - SFO / LAX (Removed From Consideration) Federal Aviation Administration WSA Visit – 06.08.2011 • FAA Western Service Area officials briefed on Data Communications Program Background/Schedule and Trial Activities • WSA reported no negative issues that might prohibit SFO as a candidate Trials site Federal Aviation Administration SFO Data Collection Objectives • • • Status of facility activities/relations that could affect Trial Site Consideration ATC opinion on value of DCL at SFO (initial and revised) Tower Configuration (Space for Trials Automation – 19” Rack, Display, etc.) Federal Aviation Administration SFO Visit Summary Recap • Team met with SFO Plans and Programs Manager, NATCA ATC Rep, AF/Tech Ops Reps: AT and Deputy Managers did not attend Data Communications Program/Trial Schedule/Activities Briefed • Upcoming facility activities and current ATCT/airport configuration pose uncertain risk for conducting trial activities: 2012-2014 RWY construction activities (3 phase) – Runway closures expected (EMAS installations, Taxiway/ILS Reconfigurations) Duel Clearance Delivery Positions (25’ apart) – 2 DTAP Displays Limited Taxi/Bullpen space for re-route queuing (BEBS limited) New ATCT scheduled for 2015-2016 delivery (TDLS time frame) • Existing ATCT has adequate space to host DTAP Automation hardware and FTI connections (19” Rack Space and Telco space) Federal Aviation Administration Key: 10L 19R19L West Plan– 90% A SE Plan – 10% 10R D TAXI FOXTROT – SINGLE FILE A HVY D 28R 28L 1L D 1R Federal Aviation Administration Dual Clearance Delivery Positions West Ops Plan – 90% of Time SE Ops Plan – 10% of Time 2 DTAP Display Units Would Be Required Federal Aviation Administration Plenty of Space For DTAP Automation Hardware and Cable Runs Federal Aviation Administration Site Selection Evaluation Matrix (Revised 06.12.11) LOW/PART/BENE ATL DFW DTW EWR IAD IAH JFK LAX MEM MIA MSP ORD SDF SFO COA UAL Federal Aviation Administration Recap – Next Steps • Collect final feed back from SFO ATCT Manager • Record completed SFO data for Decision Lens input • Continue visits to ESA and Facilities (Scheduled for June – July) • All 8 site selection data processed for Decision Lens analysis Federal Aviation Administration Data Communications Implementation Team (DCIT) Work Group/Sub Group Reporting To: DCIT Date: 06/14/2011 Federal Aviation Administration Data Communications Implementation Team (DCIT) DCL Operational View To: DCIT Date: 06/14/2011 Federal Aviation Administration Federal Aviation Administration Data Communications Data Exchange with User Automation (Tower-AOC) Jeffrey Bass FAA Terminal Services Tower Data Link Lead Federal Aviation Administration Agenda • • Potential methods of Data Exchange IRD Federal Aviation Administration User Preferences for Service Delivery: Proposed Approach • • • • • • • • FAA ground automation will support user preferences (PDC or DCL) for delivery mode for departure clearances Will accommodate mixed fleets at same departure airport Ensures departure clearance is generated and approved in desired mode Current mechanism for PDC is a Subscriber List from AOC Updated monthly or bi-weekly Air carrier is per airline per airport (not per flight); GA is per flight (tail number) TDLS uses to determine if a candidate for a PDC Options for communicating delivery preference • None – flights will get voice clearances • Current Subscriber List - identifies all flights at airport as PDC only. • Future Subscriber List for DCLs – identify specific flights as PDC or DCL(and optionally as FANS or ATN) at that departure airport. • Future ICAO FP – add Field 10a (equipment) for PDC or DCL (FANS or ATN) Federal Aviation Administration Potential Methods of Data Exchange • 2012 Flight Plan • Due to ERAM implementation target date uncertainty DCP will make this Plan B • • • • • • Subscriber Data Base Web Interface – Plan A Working with FAA security for approval Bulk Load Individual Flight Updates up to 90 minutes before P-time Participation Identification 1. Flight Number 2. Tail Number What’s the expectation by the airlines? 1. Will flights be updated to participate in real-time? Federal Aviation Administration Departure Clearance (DCL) – Courtesy Copies • Today, AOC automation provides Gate ID as positive response to PDC • Delivery Options to AOC for DCL courtesy copies 1. None 2. Initial only 3. Initial and Revisions • Will use same architecture as today. Generate a courtesy copy of the DCL to get this information at the same time as currently done for PDCs 1. For DCL’s will be clearly marked as a copy 2. Header that says “AOC Courtesy Copy – Not For Use as a Clearance”. 3. Copy will not have a beacon code in order to ensure it is not usable and to differentiate it from a PDC clearance. 4. FOC provides Gate ID as acknowledgement 5. In no copy required, plan is to use a blank PDC to ask for Gate information Federal Aviation Administration AOC-TDLS Interface Requirements Document • • Currently contains lower-level network specifications Operational Data Flows and Data Elements to be added based on operational considerations as discussed earlier Federal Aviation Administration Data Communications Implementation Team (DCIT) DCIT En Route Services Survey Results Federal Aviation Administration Greatest Benefit: Top 3 Choices Services TOC IC GO Button Direct To Fix Altimeter Settings Crossing Restrictions Tailored Arrivals Advisory Messages Routes ALT/SPD/HDG Beacon Codes Stuck Microphone AAL 1 2 3 COA GE 1 1 UPS UAL USA 1 1 2 2 3 2 3 1 2 3 3 OVERALL RANKING 6 5 1 5 3 4 2 2 3 Federal Aviation Administration Priority Ranking Services TOC IC GO Button Direct To Fix Altimeter Settings AAL 1 2 3 6 8 COA 5 6 1 4 10 GE Crossing Restrictions Tailored Arrivals 7 5 8 3 2 3 Advisory Messages Routes ALT/SPD/HDG Beacon Codes Stuck Microphone 10 4 11 12 9 7 2 9 11 12 1 4 UPS 7 8 4 2 9 UAL 5 6 1 4 11 USA 8 7 1 9 10 OVERALL RANKING 5 6 1 4 9 6 1 9 2 3 6 7 3 10 3 5 11 12 7 3 8 10 12 4 2 5 11 12 8 2 8 10 11 Federal Aviation Administration Priority Ranking w/o TOC & IC AAL COA GE UPS UAL USA OVERALL RANKING GO Button 1 1 1 4 1 1 1 Direct To Fix 4 4 2 4 7 4 Altimeter Settings 6 8 7 9 8 8 Crossing Restrictions 5 6 2 6 7 3 5 Tailored Arrivals 3 3 3 1 2 6 3 Advisory Messages 8 5 8 5 4 6 Routes 2 2 2 3 2 2 ALT/SPD/HDG 9 7 5 6 5 7 Beacon Codes 10 9 9 8 9 9 Stuck Microphone 7 10 10 10 10 10 Services 4 Federal Aviation Administration Rational for Max Benefit/Timeline Concern: Services AAL COA TOC High Percentage of Reduced frequency Controller Voice congestion, Traffic controller workload, TOC errors IC High Percentage of Reduced frequency Controller Voice congestion, Traffic controller workload, communication errors GO Button Ability to recover more quickly from wx re-routes; will also lead to less mileage in wx reroutes due today’s required overly conservative reroutings. DataCom a must. Economic benefit for recovery from flow constrained areas / irregular ops GE Allows more complicated clearances that cannot be done via voice today, providing flexibility that can greatly improve capacity UPS UAL USA ***Most of these items/services seen as benefits from our CPDLC implementation*** Reduced frequency congestion, controller workload, TOC errors Primary function and most used by crews. By the way, the abbreviation TOC is used most commonly as Top of Climb and can be confusing in this table Reduced frequency congestion, controller workload, communication errors Process happens a lot this help controller during flight reducing radio freq Much of the work for Improve speed and enabling the Go accuracy of TFM Button in ground reroutes automation has been done. Federal Aviation Administration Rational for Max Benefit/Timeline Concern:(con’t) Services Direct To Fix AAL COA GE Although Economic benefit beneficial, can be for reduction of accomplished with miles flown (disregarding great voice for while since 1 through 5 circle routings) are higher benefits in they’re in place. Altimeter Although Reduced vertical beneficial, can be separation errors Settings accomplished with voice for while since 1 through 5 are higher benefits in they’re in place. Although Crossing Reduced vertical Allows more timely Restrictions beneficial, can be separation errors coordination of accomplished with constraints so that voice for while aircraft automation since 1 through 5 can plan the best are higher benefits trajectory within in they’re in place. those constraints UPS Provides ability to quickly implement revised optimal routings UAL USA Economic benefit for Improves data reduction of miles exchange controller flown more inclined to issue as process is easier Reduced vertical separation errors Reduce radio congestion Reduced vertical separation errors Ability for pilot to plan ahead and program FMS to calculate optimum descent profile. Federal Aviation Administration Rational for Max Benefit/Timeline Concern:(con’t) Services AAL COA GE UPS Tailored Arrivals Fuel and CO2 reductions through more efficient descents. DataComm a must. Advisory Messages Although beneficial, Reduced frequency can be congestion, accomplished with controller workload, voice for while since ensures all pilots are 1 through 5 are aware of potential higher benefits in hazardous weather they’re in place. / turbulence along route Eliminates Economic benefit Allows more flexible Rank based on our transmission errors for TFM, recovery routing, facilitates ability to use data for in non-TFM flight planning from irregular ops, improved use of generated complex weather, etc validation airspace without route clearances. requiring hardware Leads to higher upgrades to load larger percentage of time Nav Database that more efficient would be required by routes can be proliferation of RNAV offered. DataCom a routes (Q/T Routes) must. Routes Would allow most efficient routings within terminal area. Allows more efficient routing and is further ahead in the evaluation and implementation studies than Routes UAL USA Tailored Arrivals have We waste so much time, fuel and money a proven economic with present system of value. step-down arrivals Good tool to assign runway confirmation to the crew prior to TOD. This will aid in getting more windowed arrivals into the system. Many issues arise with a facilities reluctance to issue runway assignments. Ensures all pilots are Advisory, Caution, aware of potential Messages integral to hazardous weather / safe operation and turbulence along route would provide an efficient and accelerated method of delivery to aircraft Economic benefit for Largest (volume) data TFM, DARP operations exchange with potential for error and recovery from irregular ops, weather, corrupting data into FSM using manual etc procedure. Federal Aviation Administration Rational for Max Benefit/Timeline Concern:(con’t) Services AAL COA ALT/SPD/HDG Although Reduced frequency beneficial, can be congestion, accomplished controller with voice for workload, while since 1 communication through 5 are errors higher benefits in they’re in place. Reduced frequency Beacon Codes Although beneficial, can be congestion, accomplished controller with voice for workload, while since 1 communication through 5 are errors higher benefits in they’re in place. Negative impact Reduced frequency Stuck Microphone not as great as congestion, today with controller enough workload, equipage; but communication still need badly errors since voice usage will be for nonroutine immediate intervention. GE UPS UAL USA Reduced frequency Eliminate confusing congestion, controller multiple item workload, clearances communication errors Reduced frequency infrequent congestion, controller workload, communication errors ***Timeline that extends these implementations to 2018 is a concern in general*** Reduced frequency Data would suggest congestion, controller this doesn’t happen workload, very often. communication errors Federal Aviation Administration Additional Comments: COA Continental would like to thank the Data Comm Implementation Team for continuing to consider ways to leverage existing technology (FANS 1/A+) in a way that would provide maximum benefit to operators. As requested at the May 2011 DCIT meeting, Continental Airlines would like to provide the following Benefit / Ranking of Data Comm En Route Services. Continental believes that maximum economic incentive for airlines to equip and utilize FANS 1/A+ could be achieved in the ability to recover from irregular ops and maintain schedule integrity. The ability to receive timely En Route re-routes and TFM initiatives would help ensure maximum utilization of the NAS. We understand that capabilities that would reduce frequency congestion, controller / pilot workload, and errors are beneficial and essential to NextGen initiatives. However, direct benefits from these capabilities are not easily identifiable and therefore are ranked with a lower priority. Continental is concerned that certain capabilities may be the hard to achieve in the short term. Capabilities such as a “Go Button”, automated advisory messages tied to a certain route, and Initial Tailored Arrivals may require automation (ERAM) or procedure development that may not be possible in the near future. We would be interested in learning what the FAA feels would be a realistic time frame needed to implement each of the proposed En Route services. Federal Aviation Administration Additional Comments: GE The survey was filled out with the assumption of an integrated (FANS 1/A+) Data Comm service. If a non-integrated (ATN Baseline 1) service is provided, the benefit that could be achieved from these services is significantly reduced (e.g. the number of waypoint entries needs to be limited waypoints must be on published routes which limits the effectiveness of Tailored Arrivals especially). UPS Does your organization have any concerns regarding the planned time frame for the rollout of Data Communications En Route services? No, UPS is planning to have this in place prior to the planned timeframe. Can DCIT provide additional information to help you brief your management team on the services and benefits offered by the NextGen Data Communications program? UPS would be interested in receiving additional information that would explain the business case and benefits offered by the NextGen Data Communications Program. Federal Aviation Administration Additional Comments: UAL United Airlines believes it is important for the future, ATN driven, NAS to be capable of conducting robust Trajectory Based Operations (TBO). To make that possible the aviation community needs to build on the TBO capabilities enabled by FANS-1/A and FAN-1/A+. Specifically the industry needs to extend the concepts of Dynamic Airborne Reroute Procedures (DARP) and Tailored Arrivals into domestic airspace. These robust TBO capabilities would allow operators that have invested in FANS equipment to maximize the value of their investment. The economic incentives for conducting Tailored Arrival operations are well documented. Exercising the use of Data-Linked arrivals, departures and other TFM initiated TBO in the near term will allow flight crews and controllers to build their expertise in conducting such operations. The other routine DataComm operations such as “Transfer of Communications”, Initial Check-In, Altimeter Settings etc. all maximize their benefit to the aviation community by having larger numbers of equipped aircraft participate in DataComm operations. These routine DataComm capabilities come part and parcel with the installation of FANS1/A+. While these collective efforts are expected to bring substantial savings to the aviation community it is difficult to justify the cost of installing FANS equipment against the collective efforts of competitive operators. Conversely it is easier to develop a business case for installing FANS equipment when the economic incentives of Data-Linked arrivals, departures and other TFM initiated TBO are considered. These are the reasons United Airlines has chosen the “GO Button”, Tailored Arrivals and Routes as the top three En Route services the DCIT should pursue. As the requirements for a fully functional ATN is being developed under SC-214 many of the benefits of TBO can be captured using FANS equipment today. United Airlines is concerned that much of the effort to convert DataComm driven NAS will used to automate the current operational environment and that not enough effort will be spent enabling the dynamic routing capabilities of Trajectory Based Operations. We would like to understand the plans including proposed timelines for enabling dynamic TBO during Departure, En route and Arrival operations. Federal Aviation Administration Data Communications Implementation Team (DCIT) Membership Designation To: DCIT Date: 06/14/2011 Federal Aviation Administration DCIT CHARTER (DRAFT): Terms of Reference (TOR) for the Federal Aviation Administration (FAA) Data Communications Implementation Team (DCIT) 1. Background: The Data Communications Implementation Team (DCIT) is a collaborative environment for participants to perform advocacy and outreach activities on behalf of the NextGen Data Communications Program. Team members will be able to participate in forums related to integration of ground automation, communication networks, and avionics systems design and certification as well as Data Communication procedures which will enable users to have a stake in the success of the Data Communication Program. Participants include, but are not limited to airframe and avionics manufacturers, FAA, National Airspace System (NAS) users, and related industry associations and business groups. 2. Mission: Provide a forum to advance FAA NextGen Data Communications in the NAS and bring forward guiding principles from the Task Force 5 recommendations which include: 4.6.1.3.1 Digital ATC-Aircraft Communications for Revised Departure Clearances, Reroutes, and Routine Communications (Operational Capabilities 16, 17, 39, 42a, 44) The Task Force recommends implementation of this initial set of operational capabilities enabled by Data Comm for aircraft equipped with either FANS 1/A+ or ATN Baseline 1. Specifically, the services described in capabilities 16, 17, 39, 42, and 44 should be provided to those aircraft equipped with Future Air Navigation Services (FANS) 1/A+ compliant with RTCA DO-290/2 and DO-258A, conducted over VDL Mode-2 (TSO-C160 ) using the ATC facility notification and controller-pilot data link communication (CPDLC) applications. Federal Aviation Administration DCIT CHARTER (DRAFT) con’t: 3. Authority and Administration: Using the DCIT as the umbrella organization, co-chairs from the FAA and Stakeholders will be selected as the Technical and Operational authorities for the integration of Data Communications into NAS operations. Technical and administrative support will be needed and should be provided by the relative participants as required. Issues or information of a proprietary nature will be handled by Non-Disclosure Agreements signed by relevant participants. 4. Participation: Participation is limited to implementers of Data Communications Air Traffic Services in the NAS by authorization of the FAA Program Office. This would include the following major categories and their essential support: a) b) c) d) e) f) Part 121/135 Operators Communication Service Providers Avionics and aircraft manufacturers FAA Air Traffic Organization FAA AVS (AFS/AIR) Other Regional Implementation Organizations (e.g., L2K+, PIRG’s) Form of commitment for major stakeholders will be by letter to the Co-Chairs, endorsed by the FAA Program Office and the DCIT. Federal Aviation Administration DCIT CHARTER (DRAFT) con’t: 5. Tasks: •Assist in developing appropriate Roadmap and Transition plans. •Supervise the integration of committed Stakeholders into the Data Communications operational environment. •Carry-on the activities essential to success in integrating the Data Communications segments. •Provide a focus for the integrated planning and test schedules of the stakeholders. •Analyze problems reported by participating members and performance metrics of the end-to-end system as prescribed in applicable Data Communications and standards documents. •Serve as the Configuration Control Function for Data Communications Baseline Reports, as required, to the FAA Program Office and e.g., Air Transport Association. •Address Certification and Approval issues as required. •Address Human Factors issues as required. •Advise the FAA Data Communications Program Manager and related FAA Program Managers on operational and technical issues. •Coordinate with other similar regional integration teams, e. g. LINK 2000+ Integration Team, (LIT) and FANS Interoperability Team (FIT) as required. Place and Timing of Meetings: The DCIT will meet regularly at the FAA Program Office or other location as mutually agreed upon. It is expected that the DCIT will meet jointly with Data Communications implementers from other worldwide regions on an as needed basis. //S// Sandra B. Anderson, Manager, Data Communications Program Federal Aviation Administration Data Communications Implementation Team (DCIT) Trial Schedule Update/Time Line To: DCIT Date: 06/14/2011 Federal Aviation Administration Federal Aviation Administration