1. ATS DATALINK CENTRAL REPORTING AGENCY ACTIVITIES
Thank you Mr. Tung Wan.
My name is Yoshiro Nakatsuji of ATCA Japan.
Today, I will present some chips about ATM Center, which JCAB is now developing,
and about ATS datalink and its monitoring system.
My organization, ATCA, is authorized by JCAB to be Central Reporting Agency, for ATS Datalink Problem Reporting System of IPACG FIT (FANS Interoperability Team).
(Informal Pacific ATC Coordinating Group)
YOSHIRO NAKATSUJI
JCAB CENTRAL REPORTING AGENCY

2. Our presentation includes;
ATS Datalink Central Reporting Agency Activities
Our presentation includes;
1. ADS/CPDLC ATC Systems
2. FIT CRA and RASMAG
3. Example of Problem Reports
4. Operational Performance
I would present:
In Part 1;
About the ATM Center in Japan, which is planned to implement in FY2005.
In Part 2,
I would provide some information on ATS datalink
and its monitoring activities by Central Reporting Agency.

3. ATS Datalink Central Reporting Agency
ADS/CPDLC ATC SYSTEM
I think you’ve had detailed knowledge about ATS Datalink.
But to make sure, I would make a brief explanation about it, and how the datalink is reflected to operational systems.

4. Oceanic Sector with Electric Strips and CPDLC Display at Tokyo ACC
1. ATS Datalink and its usage
Oceanic Sector with Electric Strips and CPDLC Display at Tokyo ACC
This is an Oceanic workstation, actually used at Tokyo Center, for 5 years since 1998.
This system has full capability of ADS, CPDLC and AIDC.
This system displays Electric Flight Progress Strips, and CPDLC and AIDC Message Window on the screen.
When the controller clicks a strip, AIDC (ATC Inter-facility Datalink) Window will appear on the screen.

5. Oceanic Traffic Situation Display used at Tokyo ACC
This is Traffic Situation Display used at Tokyo ACC Oceanic.
ACC receives aircraft positions with ADS Reports, CPDLC Position Reports and Pilot’s verbal communication by HF.
Oceanic ATC System, ODP, calculates the flight data, and the latest information are shown on ATC Traffic Situation Display with updated aircraft positions every minutes.
Most of advanced ATC systems have capability of Conflict Probe, which informs the controller any conflicting situation and suggests solutions.

6. ADS Position Displayed on ATC Screen Tokyo ACC’s Oceanic System
1. About ATS Datalink
ADS Position Displayed on ATC Screen Tokyo ACC’s Oceanic System
This is the aircraft position, displayed on ATC screen.
A//C is at FL330, moving to South-ward.
CPD means “CPDLC equipped”.
Green square is the space to be protected for separation with other aircraft.
When the system detects a Conflict with other A//C, ATC system alerts the controller with CNF signal on the aircraft tag.
Some recent Oceanic ATC Systems, for example Tokyo ACC, have a capability of Rejection of Clearance, when the system detected a possible conflict with the clearance made by CPDLC. In this case, the system refuses this clearance, and advises the controller to check it again.

7. 2. FIT CRA and RASMAG In this Part 2,
We’ll prepare the information on ATS Datalink CRA (Central Reporting Agency), of which activities are defined in the handbook of RASMAG (Regional Airspace Safety Monitoring Advisory Group) of APANPIRG.
Operational Procedures of ATS Datalink is described in POM (Pacific Operation Manual).
You can get this document on our website. I will show you our CRA Website address later at the end of my presentation.

8. What’s FIT ? FIT Structure
2. FANS Interoperability Team
What’s FIT ? FIT Structure
IPACG/ISPACG
Report
FIT (FANS Interoperability Team)
Structure for FIT & CRA is like this.
FIT is a work group of the IPACG (Informal Pacific ATC Coordinating Group) or ISPACG.
One of the major responsibility of FIT is to monitor datalink system performance , and to process Problem Reports, that are sent from stakeholders.
To perform these tasks, FAA of U.S. and JCAB provide funding for the CRA activities.
CRA works in daily basis, so as to monitor System Performance, and to solve the operational problems by processing PRs sent from ADS/CPDLC end users, pilots & controllers.
Report
CRA (Central Reporting Agency)
U.S. and Japan provide CRAs for FIT.

9. RASMAG RVSM Monitoring RNP Monitoring Advisory Group / APANPIRG
Regional Airspace Safety Monitoring
Advisory Group / APANPIRG
RASMAG is a group responsible for airspace safety monitoring in Asia/Pacific airspace regarding;
ATS DATALINK Monitoring
RVSM Monitoring
RNP Monitoring
Regional Airspace Safety Monitoring Advisory Group is one of the advisory group of APANPIRG.
RASMAG is a group responsible for airspace safety monitoring in Asia/Pacific airspace.
They are;
+ATS DATALINK (ADS/CPDLC AIDC) monitoring, by collecting & processing PRs, and analyzing system performance.
+RVSM Monitoring is Airspace Safety Assessment, using Mathematical Model, that is Collision Risk Model, and also, Monitoring of Height Keeping Performance of A//C in operation.
+RNP Monitoring is to collect the data of a/c’s lateral deviation to assess the accuracy of navigation performance of aircraft actually operating.

10. FIT is the datalink specialist’s work group of ISPACG & IPACG
2. FANS Interoperability Team
Who are stakeholders ?
FIT is the datalink specialist’s work group of ISPACG & IPACG
Representatives of all these parties below participate in this activity:
Air Traffic Service Providers
Aircraft Operators
Aircraft and Avionics Manufacturers
Datalink Service Providers(DSP)
ATC Systems Manufacturers
State’s Regulatory Authorities
International Organizations
Stakeholders for ATS Datalink Monitoring are shown here:
ATS Providers,
Aircraft Operators
Aircraft and Avionics Manufacturers: Boeing, Airbus
DSP: Datalink Service Providers such as ARINC and SITA.
State’s Regulatory Authorities : CAA
ATC Systems Manufacturers:
International Organizations: ICAO, IATA, IFALPA, IFATCA.

11. What are FIT responsibilities ?
2. FANS Interoperability Team
What are FIT responsibilities ?
The FIT(FANS Interoperability Team) oversees the monitoring process to ensure the ATS datalink system continues to meet its performance, safety, and interoperability requirements and that operations and procedures are working as planned.
FIT is responsible to:
review Problem Reports and determines resolution
develop interim operational procedures
monitor progress of problem resolution
prepare summary of problems
assess system performance
authorize and coordinate for system testing
FIT oversees the monitoring process to ensure the ATS datalink system continues to meet its performance, safety, and interoperability requirements, and that, operations and procedures are working as planned.
Roles of FIT and CRA is shown here:
+ review Problem Reports and determines remedial actions for resolution
+ develop interim operational procedures
+ monitor progress of problem resolution
+ prepare summary of problems for ISPACG/IPACG
+ assess system performance of ADS & CPDLC and provide those information for IPACG/ISPACG
+ authorize and coordinate for system testing
Probably, this sort of duties may become the responsibility of RASMAG of APANPIRG in the future.

12. What’s CRA ? CRA: Central Reporting Agency
3. CRA Activities
What’s CRA ?
CRA: Central Reporting Agency
is an organization tasked with the regular dissemination of de-identified information on:
statistical performance data based on Periodic Status Reports prepared by ATS providers, and
Problem Reports sent from stakeholders and their processing status & rectification progress
CRA is an organization tasked with the regular dissemination of de-identified information to stakeholders.
Statistical performance data are analyzed based on Periodic Status Reports, prepared by ATS providers.
Problem Reports are sent mostly from pilots and controllers. And CRA provides information on their processing status & remedial progress to stakeholders.

13. ATS Datalink Central Reporting Agency
3. Example of
Problem Reports
Datalink works good in daily operation and we receive benefits from it. However, Datalink operation is not always going very well in daily operation.
We have experienced problems sometimes.
I would provide you with some examples of PRs sent from pilots and controllers.

14. An Example of Problem Reports Improper CPDLC Position Report
FMS Database includes non-ATC waypoints and provides pilots with these information.
A Pilot downlinked CPDLC Position Report for Non-ATC Waypoint.
When repeated, it increases pilots and controllers workload and communication load.
Operators were requested to educate pilots to send ATC Compulsory Reporting Point only.
This Problem Report was sent from controllers. A pilot downlinked a CPDLC Position Reports for Non-compulsory Reporting Points.
Usually, aircraft FMC Database includes Non-ATC Waypoints, and the avionics provide pilots with all waypoints on CDU display.
However, Position Reports, that controllers need, are only ATC Compulsory Reporting Points. Unnecessary reports increase controller/pilot workload, and also network communication load.
Therefore, pilots are requested to delete Non-ATC-waypoints and downlink ATC-waypoint only.

15. An Example of ADS Problem Reports Emergency Reports from Non-Emergency Aircraft
When a pilot operates EMERGENCY SELECT ‘ON’ or EMG Button , ADS EMG Mode is engaged and the avionics downlinks emergency messages.
ATC System receives it and display the aircraft identification with EMG Tag on ATC screen.
However, actually the aircraft was not in emergency.
Supposed to be pilot’s mishandling of ADS.
Manufacturer took a remedial action.
When EMG SELECT ‘ON’ is operated on ADS, it is engaged in EMG Mode, and the aircraft downlinks an EMG message.
When the ATC System receives it, it informs the controller with EMG signal on the screen.
However, actually the aircraft was not in emergency.
Aircraft manufacturer estimated the cause, that the right side pilot hit EMG button, unintentionally, with his left leg to activate it.
As a remedial action, aircraft manufacturer attached a cover to the EMG Button, to protect from pilots careless error to hit button unintentionally.
After that, CRA received very few PR on this.

16. Example: WX Deviation with Heading Mode
Actual Flight Path
Flight Direction and Position Displayed on ATC Screen
Heading Select
Weather
21NM
Planned Route
I show you typical problems we received from end users
When A//C found weather ahead, on their radar, the pilot decided to avoid weather by heading select on Flight Director.
We have two(2) options to avoid weather.
-1- Heading select on FD.
-2- Off Set input to FMS.
When pilots choose FMS Off Set, FMS recognizes his route, actually flying. And there is no problem at all.
However, when aircraft fly by Heading Mode, FMC doesn’t recognize the route actually flying. Then, when A//C deviates his course, more than 21 NM from FPL route, A//C downlinks a wrong ADS predicted route. Then A//C position will be displayed abnormally, like Green Triangles on ATC screen. They are heading back to the old waypoint, however actually flying forward.
This was Boeing A//C case. In Airbus case, it will be 7 NM, instead of 21 NM.
NEXT WAY POINT
Abnormal aircraft positions and flight directions may be displayed for an aircraft on ATC screen, when the pilot selects Heading Mode for weather deviation, instead of FMS Offset.

17. VHF Coverage Fringe Area
Satellite Coverage Space
Aircraft downlinked acknowledge, but
failed, because of out of VHF coverage.
VHF ? SATCOM ??...
No acknowledge from aircraft
This is the typical Network Problem.
We experiences some similar problems everywhere in the world, but is not resolved yet.
Aircraft avionics, Communication Unit, are set with priority of selecting communication media in sequence of -1- VDL Mode A, -2- VDL Mode 2, -3- SATCOM, -4- HFDL.
When A/C is flying in VHF coverage area, and tries Connection with ATC Center, Avionics selects VDL automatically. But at fringe area of VHF coverage, sometimes, the message trip tends to be unstable, and Connection between A/C & ATC Center get failure.
ATC systems determines Connection Failure, when time out, or receiving MAF(Message Assurance Failure) from DSP However sometimes, actually, ATC system can communicate with the A/C At the fringe area of VHF coverage, we experience such kind of complicated events.
DSP sends MAF (Message Assurance Failure) to ATC Center
ATC uplinked a
message to aircraft
VHF Coverage
VHF Coverage

18. Central Reporting Agency Activities
4. Operational
Performance
In this section, I will show you some actual performance data in Tokyo FIR;

19. Nature of Traffic in Tokyo FIR
Average Number of Traffic in Tokyo Oceanic Airspace (September 2003)
442 aircraft per day
Average Number of Successful CPDLC Connections (September 2003)
127 aircraft per day
CPDLC Connection shares about 29 %,
and about 50 % for North Pacific.

20. Trend of Number of Successful CPDLC Connections
130
120
110
100 90 80 70 60
2002 Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct 2003
Number per Day
Monthly Average / March 2002 – October 2003

21. System Performance Analysis
3. Activities of CRA
System Performance Analysis
CRA analyzes System Performance based on monthly statistical reports sent from ATS providers.
It includes statistical data of:
- Delay time for Round Trips
- Delay time for Downlinks
- Number of lost messages
- Unavailability of systems
- Connection success and failure
Each ATS unit sends to CRA “Monthly Status Report” on ADS & CPDLC operational performance.
Delay time is the period, between the time-stamp when ATC Unit sent a message, and the time-stamp when ATS Unit received MAS (Message Assurance).
Downlink time is the time difference between the time stamp of aircraft and the time-stamp when ATS System received it.
Lost message is determined when Message Assurance Failure received or when No Response received by ATC System for 15 minutes.
Unavailability is the rate of System Outage
Connection success and failure is Connection Success Rate.

22. CPDLC System Performance
CPDLC Downlink 95 & 99 Percentile, 9/2002 – 8/2003
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Sep.
2002
Oct.
Nov.
Dec.
Jan.
2003
Feb.
Mar.
Apr.
May.
Jun.
Jul.
Aug.
Trip Time (h:mm:ss)
No. of MSG
95Percentile
35000
99Percentile
30000
25000
20000
This graph shows an operational performance of CPDLC Downlinks for a year from September 2002 through August 2003.
Bar chart is the number of CPDLC Downlinks. Average number of CPDLC Downlinks per a day is some 800 in Tokyo FIR.
Blue polygonal line shows ‘ Time required to trip from A//C to ATC Systems for 95% of total message. Mostly, it shows, that 95% of downlinks was within one (1) minute Blue straight line is the acceptable performance of one (1) minutes that, currently, we consider.
Red polygonal line shows ‘ Trip Time for 99% of total downlinks. It shows that, mostly, 99% are within 2 minutes Red straight Line is Current Acceptable Performance of three (3) minute.
15000
10000
5000

23. CPDLC System Performance
CPDLC Uplink 95 & 99 Percentile, 9/2002 – 8/2003
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2002
Oct.
Nov.
Dec.
Trip Time (h:mm:ss)
No. of MSG
95Percentile
18000
99Percentile
16000
14000
12000
10000
8000
This slide appears Operational Performance of CPDLC Uplinks.
Blue Polygonal Line indicates the trip time of 95% uplink messages. The line shows trip time of 30 seconds in average, however, the acceptable level within 2 minutes.
Red straight line of Six (6) minutes is, currently, considered to be the acceptable performance for 99% of total uplink messages. However, actually, it is mostly within 3 minutes, but changeable between 1 minute to 3 minutes.
The reason why changeable is unknown.
6000
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Feb.
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Jun.
Jul.
Aug.
2002
2003
2003
2003
2003
2003
2003
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2003

24. ADS System Performance
ADS Uplink Message Success Rate 9/2002 – 8/2003
Number of Uplink Messages / Month
This slide shows you ‘ADS Uplink Success Rate.
Bar chart shows Number of ADS Uplink Messages.
Number of uplink message significantly increased in March It was probably additional system loading by tests made by some user.
Red line is the success rate of reaching the message to A//C.
This data shows the performance meets the acceptable rate throughout. However, performance is getting down. There is no obvious reason for this trend.
It is not easy to investigate the reason for failure, because datalink is the complex integrate system of Avionics, Networking and ATC system. .

25. 3. Activities of CRA
Website
Web-site is available for any participants who sign the confidentiality agreement.
CRA provides ‘lessons learned’ experienced by other pilots and controllers on CPDLC/ADS operation.
It includes useful information for pilots & controllers and system engineers.
I bring some confidential agreement with me.
If you would sign the confidentiality agreement, CRA will send you back your Password.
Please sign the agreement and hand pass to me, or fax it to CRA office.
Please attach your business card or your address with it.

26. Please send your Problem Report to:
3. Activities of CRA
Address of JCAB’s CRA
Please send your Problem Report to:
For Website:
But to be accessible to Problem Reports or Performance data, you are requested to sign Confidentiality Agreement
This is address of CRA and its Website.
We will appreciate any problem reports.
Then, we will analyze the problem and feed it back to you.

27. ATS Datalink Monitoring Structure and PRs & PSRs Process
ICAO: RASMAG → APANPIRG
Stakeholders
Civil Aviation Authority / ATS Provider
System Monitoring & Establishment of Standards
Datalink Based ATC & A/C Operation Procedures
Development of Datalink Operational Procedures
Report to FIT
CAA
ATS
CAA
ATS Provider
Report
ATC Unit
Central Reporting Agency
PR Processing/PSR Production and Analysis
　　　　　　　　　　 Database Management
　　　　　　　　　　　Performance Monitoring　　　　　　　　　　　　　　　　　
　　　　↑ 　　　　　　　　　　　　　↑　　　　　　　
　Data Analysis Register in Database 　　　　　　　　　　　　　　
　　　 ↑　　　　　　　　　　　　　↑　　　　　　　　　　　　　　　
　　　　　　　　　　　　　　　 De-identification　　　　　　　　　　
　　　　　　　　　　　　　　　　　　 ↑
　　　　　　　　　　 Analysis of Findings ⇔ Follow up
Creation of ↑
New PR　　　 Resolution　　　　　　　　　　　　　　　　　　　　 ↑
　　　　　　　　　　　　　　　　Investigation
ATS Unit/Aircraft Operator/ＤＳＰ/ATC Systems/Avionics
Other
CRAs
Controller
Aircraft
Operator
ＰＳＲ Report
PR Report
Exchange
of Data
Cooperate
Pilot
Web-site
This is the overall structure of ATS Datalink Monitoring System in Asia Pacific Airspace.
And this is also the summary of my presentation today.
Thank you listening.
Data Collection
Aircraft
Manufacturer
ATC System
Manufacturer
Datalink Service
Provider(DSP)
Receipt of PR
De-identification