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Task Group Work Plan

NextGen DataComm Roadmap Task Group – Status Report Steve Dickson, Delta Air Lines, Inc. Forrest Colliver, The MITRE Corporation. Task Group Work Plan. FAA Questions. Our Approach. Include all relevant stakeholders Operator (buyer) - driven Include US and European perspectives

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Task Group Work Plan

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  1. NextGen DataComm Roadmap Task Group – Status ReportSteve Dickson, Delta Air Lines, Inc.Forrest Colliver, The MITRE Corporation

  2. Task Group Work Plan

  3. FAA Questions

  4. Our Approach • Include all relevant stakeholders • Operator (buyer) - driven • Include US and European perspectives • Be data-driven; analytic; cost/benefit-oriented • Review and consider previous work • Leverage work of BCPMWG

  5. 12 ATC Datalink Services Considered • Transfer of Comm/Initial Contact • Direct to Fix • Crossing Restrictions • Advisory Messages • Altitude/Speed/Heading • Altimeter Settings • Beacon Codes • Stuck Microphone • Revised Departure Clearance (DCL) • Go Button • En Route re-routes • Initial Tailored Arrivals

  6. Key Questions facing the Task Group(the Task Group Co-Chairs’ Perspective) • How can the existing data link equipage of the US fleet best be leveraged to validate data link operational concepts during the mid-term (i.e. between now and 2018)? • What is the agreed data link “end-state” (i.e. that which enters into service during 2018 and beyond) and how can this be achieved? • What is the most cost-effective transition roadmap, to evolve the US fleet from its currently equipped state to the end-state? How can federal incentives best be applied to achieve this transition? • How can equipage investments by operators best be synchronized with the FAA’s roadmap for implementation and delivery of data link services? • What global harmonization strategies, if any, best serve the operator community, and why? How are regional operational differences addressed, such as for the case of 4D trajectory management?

  7. Answering the FAA – SubGroup Work Program Sub-group 1 - Brian Townsend • Determine which 12 near/mid-term tower and enroute services require FMS auto-load • Determine specific operations requiring auto-load including: • Ground ops • Terminal • Enroute • Number of message elements Sub-group 2 - Joe Burns • Determine which 12 near/mid-term tower and enroute services require a VDL-2 pipeline • Determine the appropriate circumstances to minimize latency and/or accuracy concerns Sub-group 3 - Pascal Joly / Steve Giles • What steps and timeline should the US DataComm implementation plan adopt to harmonize with Europe’s DataComm implementation plan and timeline • Other global markets

  8. Answering the FAA – SubGroup Work Program

  9. SubGroup 4 interweaves the work Each sub-group utilizes a reporting template and a standardized “rules of engagement,” to ensure work is data-driven and fact or experience-based

  10. Preliminary Findings Subgroup 1 • Suggests that “autoload” is not required for any of the 12 services, except where FMS entry of route clearances becomes sufficiently complex as to lead to unsafe cockpit workload levels Subgroup 2 • Suggests that VDL Mode 0 (POA) may be adequate for ground and cruise use of the 12 services, based on latency considerations • Suggests that VDL Mode 2 would be required in climb and descent phases of flight for most services, based on latency considerations Subgroup 3 • Notes that the first opportunity for global harmonization will likely be ICAO Block 2 via ATN Baseline 2 (SC 214) • Notes that regional differences in approach to 4D trajectory management comprise the most significant challenge to harmonization • Suggests that ATN Baseline 2 remain as ATC data link “end state” to minimize aircraft operator long term avionics investment

  11. SubGroup 4 Tasks • Consider inputs from SG 1, 2, & 3 • Requirement for VDL Mode 2 vs VDL Mode 0 (POA) • Requirement for FMC autoload • US/Europe data link program convergence • Intersection of ATC/avionics capabilities/benefits • Develop recommended US data link road map for entire task group consideration

  12. SubGroup 4 Preliminary Work • Aircraft operators express a preference to use current equipage, primarily ACARS-based, in near to mid term and identify global “end state” for maximum long term ROI • Many trans-oceanic aircraft have FANS • Most oceanic (long-range &wide-body) aircraft are equipped with FANS but those aircraft spend little time in the US domestic system • Some domestic aircraft are capable of upgrade to FANS capability • This is true for most Boeing and Airbus aircraft, but regional jets are generally unable to upgrade to FANS capability • Most US domestic air carriers have ACARS • Most have VDL Mode 0 • Some have VDL Mode 2 • Many have Arinc 623 ACARS ATC datalink functions

  13. SubGroup 4 Future Work • Meet over next two weeks to summarize intersection of ATC/aircraft capabilities and benefits • Present recommendations to full Task Group for consideration • Based on input to date, analysis will be focused on the following data link capabilities: • ATN Baseline 2 • FANS • ACARS/623

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