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RTCA SC-214/EUROCAE WG-78

RTCA SC-214/EUROCAE WG-78. John Gonda MITRE-CAASD Work Package 2 U. S. Co-Chair. SC-214/WG-78 TORs. Standards for Air Traffic Data Communication Services Produce data link standards for NextGen and SESAR DO-264/ED-78A Process Backwards compatibility

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RTCA SC-214/EUROCAE WG-78

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  1. RTCA SC-214/EUROCAE WG-78 John Gonda MITRE-CAASD Work Package 2 U. S. Co-Chair

  2. SC-214/WG-78 TORs • Standards for Air Traffic Data Communication Services • Produce data link standards for NextGen and SESAR • DO-264/ED-78A Process • Backwards compatibility • FANS 1/A – ATN INTEROP Standard Domestic (DO-305/ED-154) • ATN B1 INTEROP Standard (DO-280B/ED-110B) • Continental SPR Standard (DO-290‑Chg 2/ED‑120‑Chg 2). • FANS 1/A INTEROP Standard (DO-258A/ED-100A) • SPR Standard for Air Traffic Data Link Services in Oceanic and Remote Airspace (DO-306/ED-122). • Coordinate • FAA, ICAO, EUROCONTROL,ATMAC R & P, PARC CWG, AEEC

  3. 4DTRAD

  4. WP 2 SPR Objectives (Maastricht) • Organization of work • Resources • Schedule • Mature 4D TRAD OSD • Resolve OSA/OPA Approach • Resolve Interoperability Issues with FANS/ATN CPDLC and FANS ADS C • Resolve Env B/Far Term Scenario Approach • Introduce FLIPINT OSD • Discuss OSA/OPA? • Discuss Interoperability with FANS ADS C • Discuss status of D FLUP, D HIWAS, D RVR, ITP

  5. SC 214/WG 78 Organization • Chairs: Paul Mettus/Danny Van-Roosbroek • DFO: Gregg Anderson • New SGs structure until December 2009 • PUB: Editors subgroup for WP1 SPR and Interop • WP1: WP1 Maintenance/Finalization (ad hoc) • Chairs: Jane, Thierry • SPR: WP 2 (4DTRAD,FLIPINT, ITP) SPR • Chairs: Dijana, John • INT: Interop for WP2 (4DTRAD, FLIPINT, ITP) • Chairs: Claudia, Frederic • Nav/Ground TP: JL De Menorval/TBD

  6. Editors • 4D TRAD • OSD (Maintenance) :Steve/Dijana • OSA :Bruno Godet • OPA :Wim Brondsema • INT :Greg Saccone • SPR Integration: Thierry and Jane • FANS Accomodation: Chris Collins • FLIPINT • OSD : John Gonda (Steve/Dijana review) • OSA : Todd K. (Bruno review) • OPA : Kathy Devito • SPR : Integration: Thierry and Jane • INT : Discussion at Maastricht? • FANS Accomodation: Chris Collins • WP1 SPR : Jane/Thierry • WP1 INT: Frederick (for ATN);Chris Collins(FANS Accommodation);TBD (ACARS, if required) 

  7. Mature Draft WP1 + 4DTRAD OSD RTCA Dates WP1 Eurocae Dates S1/S2 Standards Published WP2 Mature Draft S1/S2 WP3 EUROCAE and RTCA Proposed Dates WP1 FAA Call to Industry WP2 WP3 2008 2009 2010 2011 2012 2013 2014

  8. Potential Implications for Users • Upgraded Software Applications • Context Management • Controller Pilot Data Link Communications (Additional Messages and Services) • Automatic Dependent Surveillance – Contract (Converged ADS-C over VDL-Mode 2) • Flight Information Services • New Operating Methods • Integration between navigation and communication functions for auto load, position reporting and intent downlink • Ability to negotiate preferred trajectory • No major hardware replacement • Assuming existing avionics meet Perf/Interop Standards

  9. SG-3 Scope (ATN & FANS1/A+) DO-280B/ED-110B ATN Baseline 1 Continental Services DO-258A/ED-100A FANS 1/A+ Continental and Oceanic Services DO/ED-YYY ATN Advanced Continental & Oceanic Services Air INTEROP Req. ED-110B ED-100A DO/ED-YYY ATN INTEROP Ground INTEROP Req. ED-154 DO-305 ED-110B ED-100A DO/ED-YYY FANS INTEROP DO/ED-YYY DO - 280 / ED - 110 FANS 1 / A + ATN Advanced ATN Baseline 1 Oceanic Services Continental & Continental Services Oceanic Services

  10. FAA’s NextGen Efforts and Alignment With Europe Widespread 4-D Agreements Widespread Delegated Separation = Merging & Spacing (M&S), Crossing and Passing (C&P), In-Trail Procedures (ITP), Paired Approaches (PAIRAPP) 2010 2015 2020 2025 Existing Aircraft Avionics Capabilities Aircraft Equipage Avionics Standards Avionics Available RTCA SC214/WG78 Equipage Segment 1 Segment 2 Segment 3 Integrated NextGen Equipage Rule TRACON En Route Tower Operational Capabilities Departure Clearances Data Link Automatic Terminal Information Service Revised Departure Clearances TRACON Data Comm Including Routine Clearances, Comm Mgmt, 4-D TAP/CDA & Time Based Metering Initial Trajectory Based Ops Clearances Conformance Management Comm Mgmt Traffic Flow Management Reroutes Time Based Metering Red = Terminal Function Black = En Route Function Purple = Cross Domain Function • Operational Terminal Info Service • NAS Status / Delays / Constraints / Sequencing & Hazardous WX Initial Optimized Descent (TAP/ CDA) European Deployment A/C Forward Fit Rule A/C Retrofit Rule / All Europe Ground Systems LINK 2K+ 4DLINK / SESAR SESAR Implementation Package 1 Implementation Package 2 Implementation Package 3 Initial 4D (Complex Clearances) En Route ATC Clearances Widespread 4-D Agreements Conformance Management Comm Mgmt ATC Microphone Check Widespread M&S / C&P / ITP / PAIRAPP Taxi-Out & In; Terminal Info TAP/CDAs Initial TAP/CDA’s

  11. Traffic Demand Growth 2008-2025 2025 Growth = 1.85x2008 based upon 3.7%/year Based upon annual growth rate in Europe = Worst Case

  12. Environment Definitions • Existing – Existing Stds, traditional airspace, 25% equipage • Env A – Mixed equipage airspace, 75% equipage • Env B - High Performance Airspace, 100% equipage (required) Sector Peak Instantaneous Aircraft Count FAA/Eurocontrol COCR V 2.0, RTCA DO 290

  13. 4D Trajectory – Data Link Service( 4D TRAD) 4D Trajectory Data Link Service(4D TRAD)

  14. SC 214 4DTRAD – An Integrated Service Trajectory Data Downlink CPDLC DLIC ACL Trajectory Data ACM Event Reporting 4DTRAD MET Data MET Ground-Ground ATSU 1 Human ATSU 2 TFM Pilot/Controller FMS ATSU X Navigation Flow Mgt

  15. The 4D Trajectory Data Link (4DTRAD) Service Closing the Loop for Air Traffic Control John Gonda MITRE CAASD Michael R. C. Jackson, PhD Honeywell Labs Rob Mead & Greg Saccone Boeing Research and Technology

  16. Background of RTCA SC214 / EUROCAE WG78 • In plain terms: • Update of CPDLC (and ADS-C) specifications with new assumptions • Interoperability of ATN, FANS, and ACARS • Primary means of communication – voice supplemental • Goal of worldwide applicability • Consider requirements of NexGen, SESAR, etc. • These scope changes ripple through the definitions of services and data links. • Backwards compatibility is expected for portions of CPDLC that have already been implemented. • These standards will drive the next generation of airborne capability.

  17. 4D TRAD Service Description and Status • Service Description (OSD) includes • Controller-Pilot Data Link Communication (CPDLC) Application • 3D+ Time or Speed • Flight Path Intent (FLIPINT) Service • Automatic Dependent Surveillance – Contract (ADS-C) Application could support • Status • 4DTRAD Environment included in larger Integrated Safety and Performance Requirements Draft • 7 Operating Methods, 46 Operational Requirements, 3 Scenarios • OSD draft version 0.40 available on SC 214 website • http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/atc_comms_services/sc214/ • 4DTRAD Operational Safety Assessment (Env A/B CPDLC OSA) complete • 4DTRAD Operational Performance Assessment (Env A/B CPDLC OPA) complete

  18. Trajectory Management and Communications Evolution Focus of SC214/WG78 SESAR NextGen Today Transition ICAO Flight Plan ICAO Future Flight Plan Flight Object Trajectory CPDLC: L2K+ baseline 4D TRAD - 1 4D TRAD - 2 No RTA (Departure slot) RTA for planning RTA for separation Slide Courtesy of Eurocontrol

  19. Environment Assumptions • Airborne perspective • Existing Environment = existing capabilities in Traditional Airspace. • Environment A = upgraded capabilities in a mixed equipage situation requiring new safety and performance requirements. • Environment B = the strictest and most beneficial, full NextGen/SESAR capabilities in a 100% aircraft equipped High Performance Airspace. • Ground perspective • Transitioning from Radar-based to trajectory based ATM • Decision support tools • AMAN / TMA type tools for scheduling arrivals • En-route conflict probe and decisions support for controllers, e.g. EDA

  20. Motivations for Data Link • NextGen and SESAR concepts use transmission of complex trajectory clearances, weather information and air traffic advisories. • Difficulty in introducing CDAs / OPDs in high traffic density. • Lack of predictability in inter-aircraft compression • Lack of predictability in terminal area • Communication / coordination between airspace

  21. Point Type Fly-by waypoint Turn Direction Left 0,L,934,N59302E017443,1279,090456 Time! 09:04:56 Lat / Lon N59º30.2’E017º44.3’ Altitude 12,790 feet Turn Radius9.34 NM Representative Data Exchange • Route: ESSAESMS10 • ---------starts here----------- • 1,,,N59397E017581. • 1,R,113,N59401E018009,108,090122. • C,,,N59376E018019,500,090227. • 0,R,557,N59359E017585,769,090306. • 0,L,934,N59302E017443,1279,090456. • 0,,,N59070E017184,2511,090907. • 0,R,1893,N59044E017155,2604,090932. • B,,,N58515E016548,3032,091149. • 8,,,N58380E016335,3500,091408. • 0,,,N58366E016312,3500,091423. • 0,,,N57592E015342,3500,092051. • 0,,,N57388E015041,3500,092420. • 0,,,N57024E014122,3500,093032. • 0,,,N56455E013489,3500,093323. • 9,,,N56354E013354,3500,093504. Coordination of FLIPINT trajectory data with 4DTRAD messages

  22. Operational Context of 4DTRAD Step 1. Downlink 4DT ATC Center 1 ATC Center n TRACON Central Flow Control

  23. Step 1 – Downlink Current 4D Trajectory • Detailed user preferred trajectory • Waypoints (lateral and vertical) • Altitude, time, and speed predictions • Constraints in the flight plan (altitude, speed, and time constraints) • Gross weight • Min/Max ETA at several waypoints specified by ATC. • ADS-C Extended Projected Profile (EPP) is the expected means to transmit this information. • ICAO 9694 draft 11 • SC214/WG78 are proposing modifications to this draft • OPLINK panel expected to carry this forward.

  24. Operational Context of 4DTRAD Step 1. Downlink 4DT Step 2. Ground Coord. 3D ATC Center 1 ATC Center n TRACON Central Flow Control

  25. Step 2 – Ground-Ground Coordination – 3D • ATC ground system receives trajectory • Processes the 4DT in light of current airspace considerations • Develops a representation of the trajectory. • Evaluates user-preferred trajectory • Determines if trajectory modifications are required. • Trajectory shared with all relevant ground systems • Discrepancies between ground systems need to be solved at this stage in order to propose to the aircraft a trajectory that can then be respected by all ground actors. For a majority of flights this evaluation and coordination will result in a reconfirmation of the planned trajectory.

  26. Operational Context of 4DTRAD Step 1. Downlink 4DT Step 3. 3D Route Clearance Step 2. Ground Coord. 3D ATC Center 1 ATC Center n TRACON Central Flow Control

  27. Step 3 – Uplink of 3D Route Clearance • If route change is necessary, • The ground coordinated route (with any necessary altitude and speed constraints) uplinked via CPDLC clearance. • Flight crew analyzes clearance • If acceptable • activated in the FMS • CPDLC clearance is accepted • updated 4DT is downlinked to the ground • In case of a rejection • negotiation can switch to voice at any time • Flight crew loads updated meteorological data for the modified route to ensure that the predicted times and speeds are accurate. • Aircraft trajectory downlink includes its preferred descent speed schedule for optimal operational and business needs. • ATC will attempt to effect deviations only to the extent needed to assure safety and capacity.

  28. Operational Context of 4DTRAD Step 1. Downlink 4DT Step 3. 3D Route Clearance Step 2. Ground Coord. 3D Step 4. Ground Coord. 4D ATC Center 1 ATC Center n TRACON Central Flow Control

  29. Step 4 – Time / Speed Constraint Determination • The 4th dimension (time / speed) may need to be adjusted • Ground system tools generate traffic sequence and schedules. • In light to medium density traffic, a simple speed assignment may suffice to prevent aircraft conflicts. • In higher density traffic, time or speed clearances can be used to improve the predictability of the aircraft arrival time at a metering fix. • The location and value of the CTA agreed to by multiple ground systems via ground-ground coordination, if appropriate.

  30. Operational Context of 4DTRAD Step 1. Downlink 4DT Step 3. 3D Route Clearance Step 5. Time / Speed Constraint Step 2. Ground Coord. 3D Step 4. Ground Coord. 4D ATC Center 1 ATC Center n TRACON Central Flow Control

  31. Step 5 – Air-Ground Negotiation of Time Constraint • If time or speed constraints are required, • the ground system controlling the aircraft issues the clearance to the aircraft. • RTA used if how an aircraft meets the time constraint can be left up to the aircraft automation without impeding safety or capacity. • Speed schedule issued if ATC needs tighter control of the speed profile due to other traffic or control constraints. • Flight crew reviews the implications of the ground proposed time constraint and will either accept or reject it, similar to step 3. • For time constraints, the RTA function is engaged to track the time constraint using the speed profile.

  32. Operational Context of 4DTRAD Step 1. Downlink 4DT Step 3. 3D Route Clearance Step 5. Time / Speed Constraint Step 6. Conformance Monitoring Step 2. Ground Coord. 3D Step 4. Ground Coord. 4D ATC Center 1 ATC Center n TRACON Central Flow Control

  33. Step 6 – Conformance Monitoring • The flight continues its progression in accordance with the agreed route and constraints. • Aircraft avionics monitor per the ADS-C contract • downlink updated 4DT as specified • periodic updates • event-based updates (predicted speed, time, or altitude deviations) • ATC also monitors the aircraft progress for conformance • To the extent possible, ATC will limit tactical interventions of aircraft on 4D trajectories.

  34. Benefits of TBO • Improved accuracy and predictability of trajectories • Early agreements of trajectories • Reduced tactical corrections • Increased fleet and aircrew utilization • Airspace capacity increase potential • Reduced controller & pilot workload • Reduced frequency congestion • Improved Safety • Reduction in pilot and controller errors • Additional means of communication • Helps enable Continuous Descent Approach / Optimized Profile Descent • Reduced fuel burn and emissions • Reduced noise • Reduced flight time delay

  35. Challenges to Trajectory Based Ops • Consensus on details of operational concept • NexGen, SESAR, Boeing, Airbus, etc. • Critical mass of Users wanting to pursue TBO • Belief that SESAR and NextGen is needed • Business case – the cost to build must be recouped by benefits within a reasonable time period. • Standards for the datalink communications • RTCA, EUROCAE committee underway, ICAO also involved • Coordinated development of ground and airborne capability • Neither air nor ground systems will be built without confidence in the other • Chicken & Egg problem: ATM system <> Airplane Capability <> Airline Investment … • Mixed equipage • The system must be able to provide benefit with only a portion of aircraft equipped • Shared separation responsibility between ATM & pilot • Requires ATM tools & culture shift

  36. Flight Path Intent (FLIPINT) SPR • In WP2 TOR as separate service • Approach: • Strip out CPDLC related material from 4DTRAD OSD √ • Align with ICAO 9694 Draft √ • Coordinate with Nav Group • Complete OSA and OPA • Complete Interoperability material for FANS ADS-C • Include FLIPCY function (from DO 290.ED 120) and include intent to use for surveillance in remote Domestic airspace √ • Delete Ground to Ground functions √ • Delete trajectory conformance monitoring operating method √

  37. Current Draft OR’s that Require Nav Expertise Communication Domain • OR4 - The airborne domain and ground domain time sources shall be synchronized to within one second. • OR8 - Pilots and controller awareness on the 4DTRAD service termination shall be supported by their respective ground and airborne systems tools • OP.Rec1 - It is recommended that the airborne domain provide adequate guidance in the trajectory data, for example achievable min/max speeds and ETA min/max at each point in the trajectory, to support the ground systems processing • OR41 - The airborne system shall provide real time monitoring of the flight’s potential divergence from the accepted time or speed constraints including alerting functions in case of non-conformance • OR43 - The pilot shall be aware of any uplinked constraints and shall be required to approve and execute the aircrafts conformance to that constraint. • OR45 - The avionics supporting the trajectory negotiation process shall provide the flight crew with tools that support the review of the impact of the trajectory changes and constraints proposed by the ground systems

  38. 4D Trajectory – Data Link Service( Initial Trajectory Based Operations (ITBO) Service

  39. Basic issue • Europe requires downlink of an airborne trajectory, including all data in draft ICAO 9694 ADS-C. This requirement comes from SESAR. • While this is an agreed 4D-TRAD sub-group “end-state” requirement: • Nextgen does not require this • Other aircraft data types are being used in early 4D trials in Sweden • Other methods are being pursued in trials in the Netherlands, the US, Australia, and New Zealand. • Impact of this difference on the 4DTRAD OSD: • 5 of 42 ORs and 1 of 7 operating methods are different • Differences arise from source of the data • Both the European version and the other version have stakeholders interested in Green Cover documents they can use for regulatory and design purposes • That cover SC214 capabilities (new messages and other new requirements) • That do not promote interim or divergent aircraft builds • That do not result in divergent regional end-end procedures

  40. 4DTRAD OSD Layout as of 3/10/2014 4DTRAD (common OSD) Operating method 1.b 4 requirementsonly on ground Operating method 1.a 5 requirementsbased on a/c capability Operating method 1 Operating method 1.b • One common 4DTRAD service • 6 common operating methods • 1 operating method (ITBO) with two alternatives • One requiring a specific downlink data set • One based on other means of acquiring the data set • Specific ground requirements for each (5 and 4) • Common, mandatory aircraft requirements • Differences are not visible at the operator level (controller or pilot) Operating method 2 Operating method 3 Operating method 4 Operating method 5 Operating method 6 Operating method 6

  41. Proposed Avionics Options Configuration 1 does not equal Segment 1

  42. FMF-Loadable Uplinks • Msg# Uplink Message Element A340 747 777 787 • 46 CROSS position AT level X X • 47 CROSS position AT OR ABOVE level X X • 48 CROSS position AT OR BELOW level X X • 49 CROSS position AT AND MAINTAIN level X • 50 CROSS position BETWEEN level AND level X • 51 CROSS position AT time X X X X • 52 CROSS position AT OR BEFORE time X X X X • 53 CROSS position AT OR AFTER time X X X X • 56 CROSS position AT OR LESS THAN speed X • 58 CROSS position AT time AT level X • 59 CROSS position AT OR BEFORE time AT level X • 60 CROSS position AT OR AFTER time AT level X • 62 AT time CROSS position AT AND MAINTAIN level X • 64 OFFSET distance direction OF ROUTE X X X • 65 AT position OFFSET distance direction OF ROUTE X • 67 PROCEED BACK ON ROUTE X • 73 predepartureclearance X X X • 74 PROCEED DIRECT TO position X X X • 75 WHEN ABLE PROCEED DIRECT TO position X X • 77 AT position PROCEED DIRECT TO position X X X • 79 CLEARED TO position VIA route clearance X X X X • 80 CLEARED routeclearance X X X X • 81 CLEARED procedure name X X • 83 AT position CLEARED route clearance X X X X • 84 AT position CLEARED procedure name X • HOLD AT position MAINTAIN level INBOUND TRACK deg dir X • HOLD AT position AS PUBLISHED MAINTAIN altitude X

  43. Fleet Predictions Group 5 Group 1 Group 3 Group 2 Group 4

  44. Boeing’s Planned Capabilities(Including Aircraft Counts for Selected Years) * From MITRE 2007 Model Specific Forecast

  45. Normalized Env Sector DensityCPDLC Application Transactions/SH

  46. SC-214 TORs for NextGen/SESAR Synchronization

  47. List of Services for Standards Development • Work Package 1: Data Link Initiation Capability (DLIC), ATC Clearance Service (ACL), ATC Communication Management Service (ACM), ATC Microphone Check Service (AMC), Departure Clearance Service (DCL), Data Link Taxi (D-TAXI), Airborne Situational Awareness In-Trail Procedures (ATSA-ITP), Data Link Operational Terminal Information Service (D-OTIS) Including: VOLMET, Notices to Airmen (NOTAMS), Data Link Automatic Terminal Information Service (D-ATIS). • Work Package 2: 4D Trajectory Data Link (4D TRAD), Flight Path Intent Service (FLIPINT), Data Link Runway Visual Range (D-RVR), Data Link Flight Update Service (D-FLUP), Data Link Hazardous In-Flight Weather Advisory Service Including: Micro-Bursts (MB), Special Air Reports (SAR), Wake Vortex Reports (WVR), Wind Shear Warning (WSW), Significant Meteorological Information (SIGMET).

  48. New Data Communication Paradigm • Negotiation • Core element that sets CPDLC ACL Service apart from CPDLC 4D TRAD • Can this be done with the existing CPDLC message set? • Previous work relied on freetext. • What data does the airborne need to negotiate with the ground • Do we want the aircraft to negotiate with the ground? • What data does the ground need to negotiate with the aircraft? • How can we limit the negotiation process – do we limit it? ATSU Pilot Slide Courtesy of Eurocontrol

  49. SESAR JU • Air Navigation Service Providers: the DSNA (France), the DFS (Germany), ENAV (Italy), NORACON (Northern Europe and Austria), AENA (Spain), and NATS (En Route) Limited (the United Kingdom); • Ground and Aerospace Manufacturing Industry: Frequentis, Indra, Natmig, SELEX Sistemi Integrati and Thales; • Aircraft Manufacturers: Airbus and Alenia Aeronautica • Airports: SEAC (a consortium expected to be comprise six large European airports), AENA and NORACON; • Airborne Equipment Manufacturers: Honeywell and Thales

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