European Data Link Challenges WAC Aviation Arena 4/Mar/2014 By: Patrick GEURTS, Senior Manager ATM Business Development
May 31, 2015
European Data Link Challenges WAC Aviation Arena 4/Mar/2014 By: Patrick GEURTS, Senior Manager ATM Business Development
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Contents 1. Quick Historical View 2. Implementing ATN/VDLm2 in Europe 3. The Challenges associated with the
Implementing Rule 4. Conclusion
Quick Historical View
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• SITA: • Operating the AIRCOM data link services for 25+
years • Initially based on ACARS • In support to AOC
• European Data Link Mandate • Introducing CPDLC/ATN in European upper
airspace • Based on VDLm2 • Sharing the same infrastructure for AOC and ATC
• Challenges
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Introduction
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A/G Data Link for AOC Purpose
Airline Operations depend on Data Link
Aircraft Maintenance Engine reports via ACARS
enable preventive maintenance avoiding
costly in-flight breakdowns
Operations Control Aircraft movement
reports via ACARS key to
synchronize operations through airports
Flight Planning Flight plans & weather
transmission to cockpit
enable efficient operation
of modern aircraft
Airline Operations have already made the transition to Data Link
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SITA support for FANS & ATN
• 1995 : SITA supports FANS-1 usage since first certification • 2000 SITA deploys VDL capability developed in 1990’s • 2005 SITA adds operational ATN routers for Eurocontrol • 2008 SITA is ATN/VDLm2 CSP for Eurocontrol Maastricht • SITA has VDL partnerships with ANSP’s of Germany, France, Switzerland, Spain, Portugal, Saudi Arabia.
ATC Center Airline
FANS CPDLC/ ACARS/VDL
ICAO CPDLC/ ATN VDL
ATN Router
ACARS Processor
AOC ACARS/ VDL
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SITA VDLm2 Coverage in Europe
VDL service delivered: • in Spain through partnership with AENA • in Germany through partnership with DFS • in France through partnership with DSNA • in Portugal through partnership with NAV Portugal • In Switzerland through partnership with Skyguide
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Implementing ATN/VDLm2 in Europe
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Contents 1. Quick Historical View 2. Implementing ATN/VDLm2 in Europe 3. The Challenges associated with the
Implementing Rule 4. Conclusion
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VGS Partnership Model
Win / Win Approach
- SITA outsources the provision of its A/G communication service (AOC, ATC) to the ANSP - SITA contributes to the ANSP costs for operating the A/G infrastructure
- The ANSP deploys a state-of-the art A/G datalink communication infrastructure at a fraction of the costs it would sustain if developed from scratch - The ANSP owns and operates the infrastructure and develops its know-how - The ANSP receives a cost contribution that is directly linked to the volume of AOC traffic
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ATN Service Model
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The Challenges associated with the Implementing Rule
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The Challenges associated with the Mandate
VDLm2 multifrequency
Testing and Certifying
Performance/PAs AOC/ATC Co-existence
Non-AOC Operators
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Performance / PAs
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ATN Provider Abort: investigation within Data Link Implementation Service Group (Eurocontrol CRO, ANSP, CSP, airlines, aircraft and avionics manufacturers)
Detected and investigated since the early implementation of ATN CPDLC during LINK2000+ PSG meeting, now DLISG.
Several problems have been confirmed and corrected (CSP radio or network, VDR Deafness, CMU software)
New problems appear and require further investigations.
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Performance / PAs
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• An agreed service monitoring scope is required – taking into account the complete end to end service delivery chain Role of the Central Reporting Office Harmonization of indicators, their metrics and the reporting
process
• If investigations indicate frequency congestion, then stakeholders may consider to expedite multi frequency in Europe
• This is a dynamically changing ecosystem
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Certification Framework
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• ATC usage of data link requires aviation certification authority intervention • European Aviation Safety Agency plans to certify ATC use of VHF data link and
in some way the VHF data link networks used – impact is unclear
• Regulatory framework (i.e. Regulation 552/2004) applies to ATC Components or systems, but what about a service?
• ATC usage can create liabilities that cannot be sustained or justified by airline community VHF data link network operators • ANSP’s often need to comply with government policy on contractual liability
which may be incompatible with airline community network operator policies
• Better certification harmonization is required at European Levels
• Avoid contradicting national requirements
• Streamline and optimize the certification process
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Other Challenges
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• How to reach non-AOC aircraft? Rules of Engagement defined by the Link 2000+ Program Need to raise awareness of non-AOC aircraft Operators
• VDL Multi-frequency CSC Channel loading is increasing but still low (av. ~ 10%) If investigations conclude CSC congestion, then stakeholders may
consider to expedite multi frequency in Europe Deployment of multi frequency will require close cooperation between
all operators
• Tight Schedule – Limited Resources The next deadline, February 2015, is around the corner All ANSPs in the 2015 group are knocking at the door We have to address requests in sequence
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Conclusions
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• Real time monitoring of the end to end service should be done/coordinated at European level
• Certification and performance requirements imposed by ATC usage of VDL should be harmonized in Europe
• Airlines and ANSPs need to recognize that ATC usage of VDL will fundamentally change the VHF data link network operation
• ATC sharing of VDL avionics is a compromise – it avoids airlines needing additional avionics but the resulting sharing of VDL channels and stations requires the networks to change to meet ATC requirements
• SITA is keen to continue the collaboration to further investigate VDL / ATN issues, but it must be a joint effort from all communication operators (CSPs and ANSPs) as well as other parties like airframers and avionic vendors
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Conclusion
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Thank You!
20 PSBD/ACS
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