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

History of FAA Continental Data Communications Initiatives Mission Need Statement # 042 1991 JRC Original Program Decision 1998 CPDLC Build I, IA, II, III IOC Miami ARTCC 10/02 CPDLC Build I AMS Investment Analysis Build IA 04/04 Terminate CPDLC Program ZMA Build I Shut Down 10/04 Investment Analysis Readiness Decision 09/06 New Data Comm Program Initial Investment Decision 07/08 Provide entry into Final Investment Analysis

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

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.

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

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 2011. 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 2016. 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.

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 2015. 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.

Data Comm Capabilities – Globally Harmonized 2010 2015 2020 2025 2030 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

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

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

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

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

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

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 http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/atc_comms_services/sc214/current_docs/ FAA Ops Spec A056 recently modified to authorize worldwide Data Communication capability (Continental & Remote airspace) according to your B50 areas of ops

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

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 20-30 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

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

FANS Logon

DCL Loadable Clearance Page 1 Page 2

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

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.

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: 4.6.1.3.1 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”.

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.

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 2000+ Integration Team, (LIT) and FANS Interoperability Team (FIT) as required.

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

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

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

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

Questions ?