EUROCAE WG-78 / RTCA SC-214 Configuration Sub-Group Meeting Reykjavik, Iceland,

1. EUROCAE WG-78 / RTCA SC-214 Configuration Sub-Group Meeting Reykjavik, Iceland, 10-14 September 2012 CSG Progress Report Meeting Objectives Work Organisation Jane HAMELINK , (THANE) RTCA CSG Co-Chair Thierry LELIEVRE, (ALTRAN) EUROCAE CSG Co-Chair

2. Main AchievementssincePlenary#15 (Maastricht (NL), June 2012) • SPR/INTEROP Status: • PU-10 SPR, PU-20 INTEROP and PU-30 FANS-ATN available on the FAA Website since end of June 2012 • Update of Annex M, rules for Route Loading, July 29, 2012 • Update of the CPDLC, ADS-C POICS, - first version of FIS POICS” • Update of Annexes EFGH (OPA) • Update of Annex C ADS-C OSA including Oceanic Material • Consolidation of CPLDC Message Set (in coordination with OPLINK, SESAR D-TAXI) • Coordination with OPLINK: • Update of CPLDC Message Set with a list of open issues/areas: • Consolidation of D-TAXI and FIM Messages • Proposal to accommodate Dynamic Performance Based Navigation (PBN) Routing Operations • Alerting attributes/message accessibility • New messages for Open CLIMB/ open DESCENT procedures • Alignment of Position Report content between CPDLC, ADS-C and PANS-ATM • Alignment of ICAO Standards with SC214/WG78 Materials: • Proposed amendment of PANS-ATM Doc444 (Edition 15) for ADS-C and CPLDC • Proposed amendments of ICAO Doc 9694 (Edition 2), Annex 3 (Edition 16) and Annex 15 (Edition 13) for FIS Templates • Proposed amendments of Doc 9869 - Manual on RCP • Papers have been submitted to OPLINK for presentation by FAA, EUROCONTROL at next OPLINK Meeting in September

3. SPR/INTEROP Comments/PDRsStatusOverview(on version I) • 60 PDRs Created • (total is 383!): • 53 on SPR/INTEROP • 7 on INTEROP Most comments are coming from the CPLDC message set assessment • 1 (remaining) « Working » PDR on INTEROP (Version H)

4. PDRsStatusOverview (on version I) TBD if it is still an issue • 44 PDRs are “RESOLVED/CLOSED”: • Bug 335 - [SPR/INTEROP][CPDLC] Mandatory Provision of Lat/Lon in Published Identifier Variable • Global Issue: Impact Assessment is still required . ICAO / OPLINK propose to resolve the Published Identifier Duplication in NavDataBase. => Shall we keep mandatory provision of Lat/Lon? • 8 PDRs are “PROPOSED FIXED”: • 336 [SPR/INTEROP][CPDLC] Move Section 5.2.7.1 Rules for AutoLoading to Annex M • 372 [SPR/INTEROP][ADS-C] Clarification on Air and Ground ADS-C demand Contract Capabilities • 375 [SPR/INTEROP][ADS-C] Change in Timestamp for predicted ADSC data block (EPP, Min/MaxETA, Projected Profile) • 376 [SPR/INTEROP][ADS-C] Changes of ADS-C Emergency Mode behavior & Emergency Status • 377 [SPR/INTEROP] [CM] New ORs for Ground Correlation (removal of Aircraft OR) • 378 [SPR][CPDLC] Additionnal Concatented Constraints from ED100 4.6.7.7.3 Additional reports • 379 [SPR/INTEROP][ADS-C] Change in "Crossover Altitude" and "Transition Level" in EPP • 390 [SPR/INTEROP] [CPLDC] Replacement of UM154, UM155 and UM156 8 PDRs are “WORKING”: • 345 [SPR/INTEROP][CPDLC] Addition of New/Reinstated CPLDC Messages • 347 [SPR/INTEROP][CPDLC] Deletion of CPLDC Messages • 380 [INTEROP] [FIS] Issues with D-HZWX ASN.1 • 381 [INTEROP] [FIS] Issues with METAR ASN.1 • 383 [SPR/INTEROP] Additional D-TAXI Messages • 384 [SPR/INTEROP] Deletion of D-TAXI Messages • 385 [SPR/INTEROP] Modifications of D-TAXI parameters • 386 [SPR/INTEROP][CPDLC] Change the response attribute in some CPDLC messages

5. SPR/INTEROP Comments/PDRsStatusOverview(on version I) • 46Comments on SPR/INTEROP receivedfrom AIRBUS (August 3, 2012)+ 1 • 11comments are still WORKING/OPEN and willrequire CSG assessment(see open issues for discussion thisweek) • 2 commentsmay have an impact on CPLDC Message Set: • Provision of an Offset Limit in an offset clearance in order to optimize EPP computation performance and EPP accuracy. Without it, when an offset would be loaded, the aircraft FMS would compute an offset going up to the destination. • Provision of the altimeter setting reference, QNH or QFE, in the [Altimeter] parameter (Messages UM153, UM213, UM278 and UM282). Some countries, e.g. Russia are still using QFE. Comment against resolution of OPLINK comment V1-67 • . • Clarification isrequired by Honeywell (and subsequently by FAA) on Annex M, CPDLC I OR-8 and CPDLC J OR-4 (and CPDLC J OR-5) : • CPDLC J OR-4 and OR-5 : The List of CPLDc message requiring auto loading has to be exhaustive • Redundancybetween CPDLC I OR 8 and Section 2 • ConsistencybetweenAnnex M and CPDLC J OR-4 and OR-5 has to beensured

6. Status of OPLINK Comment Resolution • SeeOPLINKP_CPDLC_Comments_9_August_2012.docfor details • 221 Comments have been received and assessed on OPLINK CPDLC Message Set (See OPLINKP_CPDLC_Comments_9_August_2012.doc) • 189 Comments have been resolved and, when required, resolution is taken into account in the current SPR/INTEROP version J and associated PDRs have been created. • 32 comments remain open and are linked to open issues/areas that require CSG Assessment or OPLINK Feedback, notably: • Consolidation of D-TAXI Messages • Accommodation of Dynamic PBN Routing • Alerting attributes/message accessibility • Consolidation of FIM Messages • New messages for Open CLIMB/ open DESCENT procedures • Alignment of Position Report content between CPDLC, ADS-C and PANS-ATM

7. Main Issues • Recommendations for CPDLC Message Alerting/Accessibility • Review of Position Paper from Kim and Tracy, POS_CSG_Message_Accessibility_08_23_2012 .doc • In order to ensure appropriate pilot response time to Controller-Pilot Data Link Communication (CPDLC) messages, particularly urgent messages, the following recommendations are proposed: 1) Each CPDLC message on the flight deck should be accompanied by an aural and visual indication, 2) When the message includes an element with a high alert attribute, this attribute should be coded in the visual indication for a message, and 3) The flight crew should be able to access the message with one simple action (such as a key press) upon receipt of the notification that a message is available for review. • Consolidation of D-TAXI Messages and Variable • See OPLINK Comments • Accommodation of Dynamic PBN Routing • See OPLINK Comments and Paper from Jarret LARROW (FAA) • For variable Route ClearanceR, need to provide opportunity to transmit leg types (e.g RF Leg) and RNP values on specified routes. It will enable greater flexibility for future airspace control with automation enhancements • CSG agreed on No change until Feedback/Guidance from OPLINK/WG85 on the general acceptance and maturity of this concept => Not to be addressed during this week

8. Main Issues • Consistencybetween Section 2, Annex M, CPDLC I OR-8 and CPDLC J OR-4: • CPDLC J OR-4 and OR-5: To ensurethat the List of CPLDC messages requiring auto loadingisexhausitive • To ensureconsistencybetweenAnnex M and CPDLC J OR-4 and OR-5 • To avoidredundancybetween CPDLC I OR 8 and Section 2 • Provision of a limit in an OFFSET Clearance • AIRBUS explain that, without it, when an offset would be loaded, the aircraft FMS would compute an offset going up to the destination airport, and then go to very badly optimized performances and badly estimated EPP. With this Limit only the part of the route impacted by the offset has to be computed. • BOEING explains that this Offset Limit will not avoid the FMS to compute the full EPP. It brings complexity rather than simplification. • Action to AIRBUS to clarify the benefit of providing such Offset Limit for next meeting in Iceland • The CPLDC Termination request shall not be sent with deferred VCI (UM118R, UM119R, UM121R and UM122R): • In SPR Table 3-1 Step 3 the CPLDC termination is sent with the Deferred VCI. In consequence the CPLDC will be terminated and the aircraft will consider the NDA as the new CDA before the effective voice/control transfer of the aircraft. • CSG Webex [29August2012]: Agree. Deferred VCI shall not be sent with a CPLDC Termination Request. Proposal is to remove these messages from table 3-1 step 3

9. Main Issues • Use of Speed Schedule and RTA/CTO to meet a time constraint: • See e-mail exchanges and Greg’s paper. • The current 4DTRAD service description does not  preclude to use both as complementary means to meet/monitor the time constraint • Proposal is to consider RTA and Speed Schedule as alternate ways of meeting the time constraint. It is up to the controller discretion to select the appropriate tool, given the operational constraints and dependant on aircraft equippage. When the RTA function is applied  for a particular flight, speed schedule cannot be applied at the same time to the same flight • Setting the value for “tr” (LACK Timer) for Oceanic • In INTEROP, the values for “tr” are defined according to the CPLDC based services: 60sec for OCL and 40 sec for other services. There is no distinction of the environment which means that those values are applicable to all environments (Domestic and Oceanic). • CSG agreed that such distinction is required and a “tr” value shall be defined for Oceanic.

10. Main Issues • Indication to the controller that “Autoload” capability is provided by the aircraft systems (proposed by EASA (David MANCEBO) • the controllers will need to know such capability of an aircraft installation in advance • When a controller send a long complex re-routing to a flight crew, the pilots need to take some time to check if they can accept it, before answering WILCO. When they have auto loading, they will need shorter time than when they do not have it. • When talking about oceanic, the times to respond may be enough. But, compared to the time to respond in continental airspace, the management of such complex re-routing (without auto loading) may need longer time than the expected by the controller (or by the system), therefore the controller should know it, otherwise, timers would expire. • EASA Proposal is to add an OR “ATC controller shall be notified if the aircraft is capable or not of such Autoload feature”. •   After WG78 discussion, this comment is considered as - out of scope - for WG78/SC214.  Indeed, the current 78/214 SPR mandates the autoloading capability for all  baseline 2 compliant A/C.  It was recognised that future implementation programmes may have to solve the issue in a mixed equippage environment.

11. Main Issues • Change proposal to ED110B/DO280B to allow seamless transfer for Dual Stacked flight from CONTINENTAL into OCEANIC (See Position Paper from EUROCONTROL) • Currently, ED110B/Vol2/Annex B/Table P-10 - Freq Parameter (pg 191) specifies the “INHIBIT” status of the frequency parameter for HF, SAT, UHF, making it impossible for flights, leaving Continental EUR airspace and entering the Oceanic airspace to transfer the voice channels, using CPDLC. • These flights concern dual stack aircraft (with and without seamless transition) • Proposal is to change of ED110B/Vol2/Annex B/Table P-10 - Freq Parameter (pg 191) to permit the selection and acceptance of CPDLC messages, containing HF, SAT and UHF frequencies by ANSPs at the Oceanic/Domestic boundaries and the acceptance of these CPDLC messages by flights, leaving the Continental EUR airspace and entering the Oceanic airspace. • WG78 agreed with this change, after reassuring, that there is no impact on the certification of short haul flights in the context of LINK2000

12. Main Issues • Harmonization of Position Report Content • Discrepancies between PANS-ATM, ADS-C and CPLDC • Feedback from OPLINK is expected => Not to be addressed during this week

13. Main Tasks for this CSG Session • To address open issues (and review related position papers if any) • To discuss SPR / INTEROP Harmonization and Consistency Improvement • Several comments have been raised about the need for duplicating some information/table between the SPR/INTEROP. Initially some  information/text/table have be duplicated in order to enhance readability/comprehensibility of each document and to allow use of each of them as a standalone document. • Terminology has to be harmonized as much as possible. • To review updates of OPA (Annexes EFGH) • To review update of ADS-C OSA

14. CSG SESSION organisation

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