20110614_DCP_DCIT_6_Meeting_SlidesvFINAL.pdf

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
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