European pre-Operational Datalink Applications

EOLIAProject Overview and Summary

ResultsGary Colledge

NATS Evaluation ResultsMark Green

ATN 200026th September 2000, IEE, London

Background Project span 4.5 years, 4th Framework

DGXIII- 3 years for development & deployment- 1.5 years for evaluation & flight trials

Project completed in June 2000Sponsors

Lead Partner

Main Partners

Sub-Partners

Airbus IndustrieAirbus Industrie

Achievements Defined, developed & integrated prototype

datalink ATC services, selected by User Forum

Evaluated ATC Datalink Services, Procedures and Human Factors issues

Completed Studies; Safety and Cost Benefits

Demonstrated & evaluated datalink services using ‘enabling technology’ from ProATN

First implementation of ATN datalink on industry standard avionics equipment

ProATNPrototype ATN (ProATN) - ‘sister’

project to EOLIA, providing enabling infrastructure; routers, communication software, trials networks etc,.

Aussaguel Aerospatiale, Toulouse

BIS

PUBLIC WAN

ES NLR Citation

Experimental Aircraft

BIS

SITA X25 W AN

ES

CAPSIN IGCN

NATS - SAS CAA House, London

Spectrum House, LGW

BIS

TAD

EOLIA life cycle

User Reqs,Safety and

Costs Benefits

SystemEngineering

GroundEnd System

Development

Validationand

Evaluation

AirborneEnd System

Development

WP1AMA

Project Management

WP2NATS

WP3NLR

WP5 A-ATM

WP4AMA

WP6Sof

NATS, NLR, A-ATM, Sof developed ground systems,NLR, AMA developed airborne systems

The ‘Service Layer’ Philosophy

The datalink ‘service layer’ provides a set of common functions between the ATN application layer and local end user systems (air and ground).

The EOLIA service layer provides: a common implementation of the ODIAC services error handling functionality constraining the ATN applications for utilisation in specific airspace

EOLIA servicesDLIC - Data Link Initiation CapabilityA mandatory service that is required to provide the underlying communications functionality for use by all other services

APR - Aircraft Position ReportingEnables the air situation to be displayed visually to the controller

ACM - ATC Communications ManagementProvides automated assistance in transferring communications between ATC sectors

ACL - ATC ClearancesAllows the pilot and controller to exchange clearance and information messages

EOLIA Services (2)

FLIPCY - Flight Plan ConsistencyProvides automatic cross-checking of the flight plan information held by the ATC system on the ground and the Flight Management System on board the aircraft

DSC - Downstream ClearanceEnables the aircrew to request and obtain clearances and information from air traffic units that will be responsible for control of the aircraft some time in the future

Note:Automatic Terminal Information Service (ATIS ) functional definition/ studies. Not implemented.

Dynamic Route Availability (DYNAV) not implemented.

WP highlights

Prioritisation of services, Definition for implementation (D21)

Benefits reports; Safety (D22) Costs (D24)

Functional definition, code developmentCompletion of EOLIA ground systems

(SARPs v1.1 +PDRs)• AIRSYS ATM StandAlone System ‘SAS’• SOFREAVIA (CENA & STNA)• NLR ‘NARSIM’• NATS (Air Traffic Management Development Centre

‘PRELUDE’ & London ‘NATS-SAS’)

WP highlights (2)

Completion of EOLIA airborne systems (SARPs v1.1 +PDRs)

- Development of Air Traffic Services Unit (ATSU) for Airbus simulator, NLR test bay & NLR Citation (FANS A compliant methodology)

Development of ground FLIPCY- Airsys-ATM: developed and tested with air-

ground data generator / live trials- NATS: integrated and tested in NATS

simulator / live trials

WP highlights (3)Evaluation activities

- Le Bourget air show- Ground simulations

• CENA experiments• NLR NARSIM simulations• Airsys-ATM AGDG aircraft simulation• NATS simulations

- Citation Flight trials

Evaluation report (D64)

Le Bourget Airshow ‘99

EOLIA “Kernel” Functionality- Limited functionality DLIC, ACM & APR- Limited ACL message set- No FLICPY

Demonstrations at Airshow- “A340 simulator” A-ATM SAS via

video-link- NLR Cessna Citation II A-ATM SAS (6

flights)

DeliverablesReferencenumber

Title Dateavailable

D17 Project Completion Report May 00 D18 Technology Implementation Plan Jun 00 D21 ATC Data Link Service Definition Jul 96 D22 Safety Benefits Report Dec 97 D23 Cost Benefits Report Oct 98 D24 Benefits Report Jun 00 D31 System Definition Sep 96 D32 Technical Verification Plan Jan 97 D33 Technical Verification Report Apr 00 D41 Airborne ES Acceptance Document Apr 98 D51 Ground ES Acceptance Document Apr 98 D61 Initial Validation Plan Dec 97 D62 Initial Verification Report Jul 98 D63 Final Validation Plan Oct 99 D64 Evaluation Report Jun 00

Services Evaluated

TrialDatalinkService

NATS NLR NLR/AirsysATM

Sofréavia/CENA AM -Airbus

EUROCONTROL

DLIC (live flight)

ACM

FLIPCY

DYNAV NOT IMPLEMENTEDACL

DSC

APR (live flight)

ATIS NOT IMPLEMENTEDAMC*

CAP*

* Not EOLIA datalink services

Datalink Services used in the Trials

HMIs were developed for each partner’s individual ATM system

It is evident that common concepts have been used in the various partners’ HMIs

Underlying ATM systems require some fundamental differences to exist in partners’ HMIs

Controller Working Position (CWP) HMI Commonality

CENA

NATS

NLR

PHLAB \ 078 190190 312 C550

EOLIA airborne HMI

Multifunction Control and Display Unit (MCDU)Datalink Control and Display Unit (DCDU)

Airbus Datalink HMI

2 new DCDUs2 new Attention Getters

1 ‘ATC COM’ keyon MCDU

NATS - NLR Live Trials Two flights were flown with the NLR Citation/Satcom equipped.

• 13/04/2000: Amsterdam through Dutch Temporary Reserved Airspace (TRA) and return

• 14/04/2000: Amsterdam to Teeside (UK) and return

A scripted sequence of tests was prepared to cover; • DLIC, APR, FLIPCY, ACM, ACL

ACL messages were sent to a full cockpit implementation of the datalink system in the cabin of the aircraft. (The instructions were then passed to the pilots who then made the appropriate flight inputs.)

During the Amsterdam-Teeside flights, ACL exchanges were conducted purely for engineering test purposes and had no effect

on the course of the flight.

Message Transfer Delays - Summary

Application - Application layer timing via Satcom, 2 ground routers in comms chain

Uplink (252 messages)- Min.1.4s, Mean 6.71s, 95% 20.08s, Max. 36s

Downlink (343 messages)- Min.3.5s, Mean 11.35s, 95% 23.98s, Max.

39.9s

CPDLC Transfer Delays

0

10

20

30

40

50

60

70

Transit Time (s)

Fre

qu

en

cy

NATS CPDLC Messages (All Trial Flights)Sample Size 419 messagesMinimum 1.7 s Maximum 39.9 sMean 8.57 s 95 Percentile 22 s

NATS-SAS CPDLC Message Transit Times (Up & Downlink)

CPDLC Message Lengths

0

50

100

150

200

250

300

350

400

2 8 14

20

26

32

38

44

50

Message Length (Bytes)

Freq

uen

cy

CPDLC Message Length Distribution (Up & Downlink)

ADS Transfer Delays

N A T S A D S M e s s a g e T r a n s it T im e s (U p & D o w n lin k )

N A T S A D S M e s s a g e s ( A ll T r ia l F l ig h ts )S a m p le S iz e 1 6 1 m e s s a g e sM in im u m 1 .4 s M a x im u m 3 7 .8 sM e a n 9 .6 9 s 9 5 P e r c e n t i le 2 3 .9 2 s

0

5

1 0

1 5

2 0

2 5

T r a n s it T im e ( s )

Fre

qu

enc

y

ADS Message Lengths

0

20

40

60

80

100

120

2 10

18

26

34

42

50

58

66

74

82

90

98

106

114

122

130

Message Length (Bytes)

Fre

qu

en

cy

ADS Message Length Distribution (Up & Downlink)

EOLIA

European pre-Operational DataLInk Applications

Findings of NATS January 2000 Simulation

NATS EOLIA Simulations

December 1998

April 1999

January 2000

The object of the simulation was to obtain initial controller feedback regarding the HMI and datalink procedures

The object of the simulation was to obtain further feedback on the enhanced HMI and ATC procedures for datalink. Initial exposure / opinion of the DSC service

The object of the simulation was to measure controller workload in a controlled environment.

Objectives

To measure and assess controller workload

To run enhanced simulations of selected EOLIA services

To enable controller assessment of the simulated EOLIA services

How:

Real-time simulations were conducted using a Swanwick representative platform. Data was collected and subsequently analysed. The results from the R/T baseline exercises were compared with the results from the Datalink exercises.

Data Link Initiation Capability Service (DLIC)

ATC Communications Management Service (ACM)• Partial ACM: Voice in / VCI out• Full ACM: MRT in / VCI out

Downstream Clearance Service (DSC)• DSC STAR Fully automatic

Flight Plan Consistency Checking Service (FLIPCY)

Services simulatedServices simulated

Airspace simulated

DANDI

LONAM

TOPPA

ELDIN

BLUFAKOMIK

SITKO

BEENOKIPPA

DOGGA

ROYCE

ROLLS

SKATE

GORAM

GAZARGIGGSFAMBO

NEW

SILVA

OTR

GOLES

PAM

UW538UW534

UW532

UL602

UR4

B1/UB1

UL603

UA37UW550

UL7

UL74

UW551

UR4

SPY

SPRAT

Traffic Samples

Sample A1_60 80 aircraft sample 120 minute duration 90 minutes effective

traffic training sample /

light traffic loading 41 aircraft per hour

per sector

Sample B2_75 98 aircraft sample 110 minute duration 90 minutes effective

traffic 20% above average

1999 traffic loading 53 aircraft per hour

per sector

Four traffic samples were used for the simulation runs.

The percentage ratio of datalink equipped aircraft was set to 70% for the datalink exercises.

Simulation Participants

A total of six operational Air Traffic Control Officers (ATCOs) were utilised during the January simulations.

The controllers were trained in the use of datalink HMI prior to measured exercises being conducted.

The timetable was designed so as to permit the datalink services to be run in isolation, in pairs and with all three in combination.

The results obtained from the datalink exercises were compared against results obtained during the baseline exercises (R/T only).

Datalink HMI ComponentsDatalink HMI Components

DLIC Log-on

DSC

Indicates that a Downstream CPDLC Link Exists between the Aircraft and the London Ground System

DSC STAR Request

The system automatically generates a response, based upon data previously input into the system, and uplinks the information to the aircraft.

Current and Downstream Data

Authorities

CDA Link

DDA Link

•ACM

•ACL

•DSC

(STAR Delivery)Voice R/T

Maastricht London

Current Data Authority

FLIPCY

The Flight Plan Consistency (FLIPCY) Service detects discrepancies between a flight’s planned routing held in the local ATC system and the aircraft’s routing intention as held within the aircraft’s Flight Management System (FMS).

Discrepancies are notified to both the Planner and Tactical controllers at appropriate stages of the flight.

The Evaluation ResultsThe Evaluation Results

Measurements and Analyses

Questionnaires Controller Workbooks Software Useability Measurement Inventory (SUMI) Questionnaire

Debriefs - individual, group and brainstorming sessions

Summary Tables, e.g. ISA, R/T duration and quantity

Transfer of Communication point (QSY) analysis

Conflict Analysis

Datalink Message Analysis Outcomm / Incomm interval

Safety Analysis

R/T Loading Findings A reduction in the percentage of exercise time spent using

R/T was observed for most of the datalink service conditions.

The most notable decreases in R/T utilisation (44.8% on Sector 11) occurred when all datalink services are combined.

The only increase (14%) in R/T on Sector 11 occurred for the exercise using the DSC service alone.

The mean of the total percentage time spent on R/T during all of the exercises was calculated as 21%.

The average duration of an R/T message was approximately constant at three to four seconds.

R/T Loading Findings (2)

Percentage of Total Time attributable to R/T for all Samples combined

0% 5%

10% 15% 20% 25% 30% 35% 40%

Baseli ne A D F AD AF DF ADF ADF* Datalink Service

Sector 11 Sector 10

Percentage of exercise time using R/T

Controller Workload Although not conclusive, the results from the ISA scores

indicate that controller workload benefits may be realised through the introduction of datalink services

Exercises where datalink services were combined showed a consistent reduction in controller workload when compared with the baseline condition

When compared with the reduction due to individual datalink services, the findings are indicative that there is a greater workload saving when the services are used in combination, i.e. in pairs or in threes

When datalink services were simulated individually, the FLIPCY service produced the greatest workload reduction

Controller Workload (2)

ISA1 ISA2 ISA3 ISA4Baseline 11.2 80.6 7.9 0.3ACM 12 75.3 9.4 3.3DSC 10.8 81.5 7.7 0FLIPCY 21.4 74.9 3.5 0.2ACM & DSC 23.5 74.6 1.9 0ACM & FLIPCY 5.4 90.5 4.2 0DSC & FLIPCY 21.7 69.8 7 1.5ACM, DSC & FLIPCY 14.2 78.1 7.6 0.1ACM, DSC & FLIPCY* 22.5 76.9 0.6 0

Controller Workload (3)

0

10

20

30

40

50

60

70

80

90

ISA1 ISA2 ISA3 ISA4

Avera

ge P

erc

en

tag

e

Baseline ACM, DSC and FLIPCY

Controller Workload (4) From the subjective questionnaire data, five out of the six controllers

thought that datalink did not impact upon the pace of their tasks.

All participating controllers thought that a fully automated DSC STAR service resulted in fewer repetitive tasks when compared with the R/T environment.

Feedback obtained during debriefs showed a clear controller preference for the fully automatic version of the DSC STAR service

Mean Operational Benefit Rating of Datalink Services for all Controllers

4.20

2.80

3.25

3.67

3.33

1.00

2.00

3.00

4.00

5.00

FLIPCY DSC STAR (Semi-automatic)

DSC STAR (Fully-automatic)

ACM (Partial) ACM (Full)

Datalink Service

Safety Benefits

Four out of the six participants believed that datalink would reduce errors, e.g the elimination of aircraft taking the wrong call.

The controllers believed that the ACM service offered a significant safety benefit as it could eliminate the sending / receiving of incorrect R/T frequencies.

A safety benefit in avoiding aircrew mishearing / misunderstanding of STAR message, which tend to be long and complex, was reported.

The controllers stated that the FLIPCY service offered a safety benefit, resulting from the early detection and presentation of route discrepancies to the FIR entry sector controller.

Overall, the participating controllers felt that the implemented datalink services offered the potential to enhance safety.

Summary Exercises where datalink services were combined generally

resulted in a decrease in workload

The FLIPCY service produced a workload reduction when the selected services were simulated individually.

Decreases in R/T usage are likely to result from the introduction of the selected datalink services.

The largest reduction in time spent using R/T occurred when all

the implemented datalink services were used in combination

Controllers expressed some concern over delays in response time for datalink when compared to R/T

Summary (2) The participating controllers stated that the

implemented datalink services offered potential safety benefits

The participating controllers expressed concern about the total transaction time to transfer communications via the datalink medium

Controller feedback suggested that the FLIPCY service definition should be enhanced to allow development of a controller tool that would enable route discrepancies not only to be detected, but also to be resolved

The services simulated were considered suitable for “housekeeping” tasks

Airbus IndustrieAirbus Industrie

Summary

ATC Benefits / Issues - Summary

R/T workload was reduced. In one trial, R/T reductions ranged from 7% to 13% for single services, from 15% to 19% for paired services and from 27% to 43% for services in triplet.

In terms of general workload, the results are not conclusive but indicate that workload benefits may accrue through the introduction of datalink.

Datalink was felt to enable increased task sharing between controllers.

Aircrew Benefits / Issues - Summary

Datalink messages improve the clarity of instructions and improves safety. R/T workload would be reduced since clearances would not have to be repeated by controllers in the event of misunderstandings. However, a disbenefit was a deterioration of the pilot’s situational awareness. Delay in pilot response time should be minimised.

Datalink enabled better scheduling and prioritisation of tasks in the cockpit and reduced tiredness due to concentration on the vocal frequency.

Safety Benefits / Issues - Summary (1)

Workload reductions provide an opportunity to improve safety. There would be a reduction in errors, particularly those related to the mishearing and misunderstanding of messages.

In the trials, pilots did not acknowledge sector transfer instructions immediately; the time delays were too great. A small reduction in controller awareness of the traffic situation was also noted.

Safety was considered to improve because the controller has more time to plan.

Safety Benefits / Issues - Summary (2)

Mixed datalink equipage was seen as a problem, which could have the effect of reducing safety.

Datalink could increase the complexity of ATC tasks, leading to a potential reduction in safety.

Part of the resources normally devoted to planner/tactical co‑operation was taken up with interface management.

Controllers had to work harder to maintain awareness of the traffic situation when using ACL.

A lack of immediacy was noticed when controllers dealt with pilot requests.

Conclusions EOLIA / ProATN has been the widest

deployment of fully SARPs compliant trials systems (6 independent ground & 3 airborne systems) the largest ATN evaluation activity to-date

EOLIA systems are being amended to be PETAL compliant

Common CWP HMI features - ‘HMI is the key’

Identified positive benefits for exploitation and some of the pitfalls to be avoided- more work ‘in partnership’ required

Airbus IndustrieAirbus Industrie

www.eolia.org