1. CPDLC Build 1A and CPDLC Benefits Timothy R. Hancock CPDLC Operations Lead FAA Free Flight Program Office ATN 2002 London, England September 24, 2002

2. 1 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

3. 2 En Route ATN CPDLC Build 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

4. 3 U.S. VDL-2 Equipage Projections (ARINC)

5. 4 Current Build 1A Program Engineering underway for ground system automation Evaluating coverage requirements and costs for VDL-2 air- ground communications

6. 5 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

7. 6 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.

8. 7 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.

9. 8 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 AID DATA STATUS. UAL717 CONTACT 125.250 HLD. DAL327 FLL 005 TIM. COA22 EXP HOLD UNA. AAL47 230…………………. 240/IIC. AAL717 FLL 005 ROG. AAL202 CONTACT 125.250 SNT Sample Status List with Message Status

10. 9 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

11. 10 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

12. 11 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 Sectors  Low Altitude Arrivals to ATL  High Altitude Departures from ATL Conducted at FAA Technical Center  Host Computer/PVDs with Data Link

13. 12 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

14. 13 Tiroe Sector (09) 110-FL230  Traffic – ATL Jet/Turbo Prop Arrivals/Departures – Overflights  Baseline Day – Holding Pattern into ATL, Missed Slots Traffic Results with Data Link  Significant Reductions in Flight Delays  Additional Traffic Added (10-40%), Still No Holding  Increased Sector Throughput Atlanta ARTCC

15. 14 SolutionProblem Results – Atlanta Tiroe Jet Only Arrivals

16. 15 Spartanburg Sector (32) FL240 - FL290  Traffic – 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

17. 16

18. 17 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

19. 18 Congested Sector with CPDLC 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

20. 19 CPDLC Reduces Delays as Operations Increase

21. 20 CPDLC Messages Sent

22. 21 Atlanta Departure Ground Delay Savings

23. 22 Time and Distance Performance in Sector 32

24. 23 Minutes of Radio Occupation

25. 24 En Route Controller Tasking with CPDLC

26. 25 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

27. 26 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

28. 27 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

29. 28 The Benefits of CPDLC More Orderly Work Situation During Traffic Rushes Improved Distribution of Tasking Among Control Team Members Increased Safety

30. 29 Data Link Will Increase System Safety Assessments by:  FAA Air Traffic  Control Team Supervisors  Controllers  Pilots

31. 30 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

32. 31 Business Aviation’s View of CPDLC  Reduced Delays  Discrete (private) Communications  Better International Communications  Increased Margin of Safety

33. 32 “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

34. 33 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

35. 34 Timothy.Hancock@FAA.gov