1. Data Communications Program
Program Overview
Presented to: ACP WG-M
By: Gregg Anderson
US Member for OPLINKP
Date: February 1-2, 2011

2. History of FAA Continental Data Communications Initiatives
Mission Need Statement #
JRC Original Program Decision
CPDLC Build I, IA, II, III
IOC Miami ARTCC /02
CPDLC Build I
AMS Investment Analysis Build IA /04
Terminate CPDLC Program
ZMA Build I Shut Down 10/04
Investment Analysis Readiness Decision /06
New Data Comm Program
Initial Investment Decision /08
Provide entry into Final Investment Analysis

3. FAA Data Comm CONOPS ARTCCs TOWER ATCSCC TRACONs
Trajectory Based Operations
High Performance Airspace
ARTCCS
TRACONS
TOWERS
Clearances
WX Reroutes
Time Based Metering
Pilot Downlink
Fix
Tailored Arrivals / CDAs
ARTCCs
VDL-2
Network
User Flight
Operations
Control
VDL-2
TOWER
ATCSCC
TRACONs
Taxi Instructions
Digital ATIS
Departure Clearance
Global Harmonization, Enhanced Safety, Increased Capacity

4. What is Data Comm? It is a portfolio consisting of:
Automation Platforms
Tower, TRACON, En Route, Oceanic
Network
VDL-2 & potentially VDL-0 for DCL
SATCOM
Avionics
FANS/ATN
Services
Traffic flow management
Flight crew requests/reports
High availability, guaranteed delivery and low latency times
Data exchange for Safety Critical Air Traffic Control (ATC) clearances and instructions
Data Comm is designed around the basic principles listed on this slide:
First, Data Comm builds on the experience gained from CPCLC in Miami, over the Ocean, and through the European Link 2000 program to design a practical approach, implementing Data Communications in an incremental fashion (Data Comm is harmonized with Europe. We are leveraging the same Mode 2 technology being implemented by the Europeans for their initial and follow on data network).
Second, Data Comm is being designed to meet all safety requirements. (Design, performance requirements that are not extensible, we will build to meet Seg Two requirements from outset.)
Third, Data Comm is leveraging existing equipage such as Mode 2 avionics, and program plans include accommodating FANS.
Additionally, the Data Communications Program is working jointly with EUROCAE Working Group 78 through RTCA Special Committee 214 to develop avionics standards that will support all Data Comm capabilities through Segment Two to maximize airspace user benefits. We are expecting SC-214 to become the converged application for Europe and the US since the Europeans have indicated their plans to leverage SC-214 standards in their follow on data link implementation.

5. What will Data Comm do? Safety Fuel Schedule
Eliminate read back / hear back errors
Reduce occurrences of pilot deviations
Improve human efficiency
Fuel
Reduce flight times, miles flown and carbon emissions
Optimized profiles in all phases of flight e.g.OPD’s
Schedule
Improve integrity of flight segments
Quicker recovery from disrupted operations
Place the Delay Chart pool here. (JTA/David Frame)
Delay per aircraft 5

6. Timeline – Segment 1 Final Investment Decision
Air Ground Network & Tower Automation (2011)
Initial
Investment
Decision
(2008)
Request for Proposal Release (2011)
Investment
Analysis
Readiness
Decision
(2006)
Final Investment Decision for
En Route (2012)
Tower
Initial Site (2014) En
Route
Initial Site (2017)
Many of you are probably familiar with the FAA’s Acquisition Management System represented by this graphic. Data Comm received approval to enter Investment Analysis in 2006, and successfully completed the first phase in 2008.
The program is now in Final Investment Analysis and the focus is to finalize the requirements and the business case for the components required to deliver Segment One services. The Final Investment Decision for the Data Communications Network and Tower services is scheduled for Towards this end we will be releasing a Request for Proposal for the Data Communications Network in 2010.
The Final Investment Decision for En Route Services is planned for 2012.
Tower service is scheduled to begin in 2014 with Departure Clearances. We are assessing how to accelerate the development and implementation.
En Route services are currently planned to begin in They include automating routine clearances, transfer of communications to the next sector, and the ability to provide better routes around weather.
The program cost and schedule profiles for Segment One services will be baselined at Final Investment Decision.

7. Timeline – Segment 2 Segment 2
En Route and Approach Control Implementation (2022)
Final Investment Decision
Segment 2
En Route and Approach Control (2018)
Initial
Investment
Decision
(2008)
Investment
Analysis
Readiness
Decision
(2006)
Segment Two services will include introducing data messages for non time critical communications in the Approach Control environment, as well as implementing trajectory based flight in designated airspace.
The Final Investment Decision for these capabilities is currently scheduled in The planning milestone for initial Approach Control services is 2018 and we are in the process of refining our planning date for En Route Services. The date is anticipated in the 2018 – 2020 range.

8. Data Comm Capabilities – Globally Harmonized
Aircraft Equipage
Existing Aircraft Capabilities (FANS 1/A+ over VDL-2)
214/78 Equipage
Avionics Available
Avionics Standards
Segment 1
Segment 2
Segment 3???
DC In TRACON / Upgrade En Route
DC In Tower
DC In En Route
NextGen Equipage Rule???
Operational
Capabilities
Validation & Trials
Revised Departure Clearances
TRACON Data Comm Including Routine Clearances, Comm Mgmt, & Optimized Descents
D-ATIS
D-TAXI Out
D-TAXI In
Widespread 4-D Agreements
Red = Terminal Function
Black = En Route Function
Purple = Cross Domain Function
Clearances
Conformance Management
Comm Mgmt
TFM Reroutes
Operational Terminal Info Service
NAS Status / Delays / Constraints / Sequencing & Hazardous WX
Optimized Descent (TAP/CDA) Validations
Widespread Delegated Separation using ADS-B Interval Management
Initial Trajectory Based Ops
European Deployment
A/C Forward
Fit Rule
Core Europe Ground Systems
A/C Retrofit Rule /
All Europe Ground Systems
LINK 2K+
4DLINK / SESAR
SESAR
Implementation Package 1
Implementation Package 2
Implementation Package 3
En Route ATC Clearances
Complex Clearances
Widespread 4-D Agreements
Comm Mgmt
ATC Microphone Check
Conformance Management
Taxi-Out & In; Terminal Info
Widespread M&S / C&P / ITP / PAIRAPP
Initial TAP/CDA’s
TAP/CDA’s 8

9. Why it makes sense to use FANS-1/A(+) (Worldwide Coverage Area for Data Link Services ~2007)
ATN w/FANS (2011)
ATN w/FANS (2016)
FANS 1/A
FANS 1/A

10. Risk-Adjusted Then Year
Data Comm Requires Significant User Investment
Segments 1 and 2
Risk-Adjusted Then Year
Air-Ground Network
12%
Automation
43%
User
(Equipage)
45%
Costs through 2032
Includes development, installation, training, ops, maintenance, etc

11. Data Comm Equipage Strategy
Users equip once for all segments
Ground system evolves
100%
Financial incentives
Offset equipage costs
Operational incentives
Provide high benefit services
Service for equipage
Regulatory Action
Combination of forward-fit, retro-fit, and/or airspace actions
Aligned with NextGen rulemaking strategy
Regulatory Action
Operational incentives
Data Comm Equipage
Financial
incentives
Mandate only without incentives

12. CPDLC Provides Enhanced Communications in ALL domains
CPDLC Reduces
Controller-Pilot Misunderstandings
Radio Operator and Controller-Pilot transcription errors
Confusion from non-standard phraseology
Radio Frequency congestion
CPDLC Provides
Auto-loading of ATC clearances
Standardization of ATC messages across regions
Data formats for pilot down-links that can automatically be integrated into ground automation systems
Increased efficiency w/beneficial results

13. Emerging Services Tailored Arrivals Waypoint Management
Optimized arrival profile up-linked to aircraft and loaded into FMS
Waypoint Management
Managed in-flight spacing using Data Comm for delivery of control times at strategic points
4-D Trajectory Optimization
Enhancements to flight profiles are negotiated via CPDLC
ADS-C Oceanic In-Trail Procedures
Separation down to 15NM for climb and descent through a blocking aircraft, and

14. Departure Clearance - DCL
FANS DCL Service 2014
ATN DCL Service 2017
DCL service consist of:
Initial Departure Clearance
Revised Initial Departure Clearance
Revised Departure Clearance
Departure Clearance Defined in SC-214/78
FAA Ops Spec A056 recently modified to authorize worldwide Data Communication capability (Continental & Remote airspace) according to your B50 areas of ops

15. Non-DC aircraft await pre-departure clearance via voice
Revised Pre-departure Clearance Issued to Data Comm Aircraft First - Scenario
Non-DC aircraft await pre-departure clearance via voice
Story note: We now show the flights at their departure gates at the terminal. Since Flight 123 is data com equipped, the revised pre-departure clearance can be transmitted quickly and accurately and the flight receives it clearance to push back first. Flight 789 has to wait for a voice communication for the revised route clearance, so it will be in the departure queue later than flight 123.
Click once to start the animation and then let it run
Photo from Google Earth April 20, 2009 15

16. Taxi Queue after Push-back
Revised Pre-departure Clearance Issued to Data Comm Aircraft First - Scenario
Taxi Queue after Push-back
Non-DC aircraft still in Taxi Queue
Story/animation note: Simply an animation of the departure queue and departure. Note that a difference in 3-4 aircraft in the departure queue at LGA in the morning rush out of New York can be a minute difference in departure time. (coordinated between multiple airports).
Click once to start the animation and then let it run
Click twice to leave the slide quickly 16

17. DCL Revised Departure Clearance Benefits
Minutes
Equipage Rates
30%
Projected
~12,000
minutes
saved
July 2009
60%
100%
Better performance in high traffic
and adverse weather conditions 17

18. FANS Logon

19. DCL Loadable Clearance
Page 1
Page 2

20. User Benefits of Data Comm Summary
Significant Reductions in Ground Delays
Fuel Savings from TAPs, CDAs, and more efficient routes
Increased Sector Throughput
More Timely and Effective Clearances
More Time to Think and Select Appropriate Actions
More Orderly Work Situation During Traffic Rushes

21. Data Communications Implementation Team (DCIT) DRAFT Terms Of Reference
Background:
The Data Communications Implementation Team (DCIT) is an 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.
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.

22. DCIT Draft (con’t) 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:
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.
From the FAA NextGen Web site, Data Communications:
“Advances in data communications between ground and airborne systems are envisioned to increase sector-based traffic capacity allowing greater user access and more efficient flight routing”.

23. DCIT Draft (con’t) Participation: Place and Timing of Meetings:
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:
Operators
Communication Service Providers
Avionics and aircraft manufacturers
FAA Air Traffic Organization
FAA AVS (AFS/AIR)
Form of commitment for major stakeholders will be by letter to the Co-Chairs, endorsed by the FAA Program Office and the DCIT.
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.

24. DCIT Draft (con’t) Tasks:
Assist in developing appropriate Roadmap and Transition plans.
Carry-on the activities essential to success in integrating the Data Communications segments.
Supervise the integration of committed Stakeholders into the Data Communications operational environment.
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.
Provide a mechanism for resolution of technical and operational problems through the various standards bodies such as the Data Link User Forum and RTCA.
Serve as the Configuration Control Function for Data Communications Baseline Reports, as required, to the FAA Program Office and 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 Integration Team, (LIT) and FANS Interoperability Team (FIT) as required.

25. Issues Airspace users will not voluntarily equip
Required ROI does not support timely user investment
Economic climate not conducive to airspace user investment
Agency needs to provide incentives and mandate to lead airspace users to NextGen
Industry wary of FAA commitment to Data Comm and NextGen
Completing the NextGen Integrated Concept Of Use and Equipage Strategy will reduce industry risk
Alignment of decision support tools with Data Comm schedule – ERAM, Automation, etc.
Technical and Operational Issues concerning Airborne and Ground systems can not be solved without user participation and implementation – We need your help! 25

26. Summary Several RFC’s have been solicited in the last year
Dedicated ATS Network and Repurposing of Aircraft Radio’s, which
Helped refine our requirements & ready us for the final SIR
Data Comm is a key enabler for the NextGen TBO portfolio
The Data Comm operational concept was developed to enable TBO
Coordinated implementation plans are required
Aligned with Automation Roadmap, TBO portfolio, NextGen Implementation Plan and “Global Implementation Plan”
Coordinated w/Users investment plans

27. Coordination is Key to Data Comm’s Success
Meeting the Challenge
Coordinating with FAA organizations
Collaborating with aviation community
RTCA
Industry forums
Harmonizing with
Europeans on
standards & operations
Industry
The scope of the program is large and complex. The challenges are many. Working with stakeholders early on is required to meet these challenges. SO -
We are ensuring we remain aligned with Agency direction, NextGen goals, Enterprise Architecture Roadmaps, and Agency approach to benefits assessment and allocation.
We are coordinating with members of the aviation community – vendors, airspace users, manufacturerers, air framers through RTCA activities, Industry forums, and our Data Communications procurement and outreach activities. We plan to increase our communications with airspace users and Industry focusing on service integration and implementation.
And, we are working with the Europeans to develop and validate standards which will support Data Communications capabilities through Segment Two and, beyond. These standards will become the technical and operational baseline for the Europeans next implementation of data communications and our initial implementation of Data Communications in domestic airspace.
The bottom line its, as the last bullet indicates, coordination is key to Data Comm Success!
Coordination is Key to Data Comm’s Success

28. How We Want to Fly!!! How We Need to Fly!!!
Data Comm – moving traffic with the speed of information

29. Questions ?